CELEX: 42006X1227(06)
Language: en
Date: 2006-12-27 00:00:00
Title: 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

27.12.2006         EN                          Official Journal of the European Union                             L 375/223
          Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE)
                             – Uniform provisions concerning the approval of vehicles with
                     regard to the emission of pollutants according to engine fuel requirements
                                                                 Revision 3
         Incorporating all valid text up to:
         Incorporating all valid text up to the 05 series of amendments - Date of entry into force: 29 March 2001
         Supplement 1 to the 05 series of amendments - Date of entry into force: 12 September 2001
         Supplement 2 to the 05 series of amendments - Date of entry into force: 21 February 2002
         Corrigendum 1 to the 05 series of amendments subject of Depositary Notification C.N.111.2002.TREATIES-1
          dated 8 February 2002
         Corrigendum 2 to the 05 series of amendments subject of Depositary Notification C.N.883.2003.TREATIES-1
          dated 2 September 2003
         Supplement 3 to the 05 series of amendments - Date of entry into force: 27 February 2004
         Supplement 4 to the 05 series of amendments - Date of entry into force: 12 August 2004
         Corrigendum 3 to the 05 series of amendments subject of Depositary Notification C.N. 1038.2004.TREATIES-1
          dated 4 October 2004
         Supplement 5 to the 05 series of amendments – Date of entry into force: 4 April 2005
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          1.             SCOPE
          1.1.           This Regulation applies to: 1/
          1.1.1.         Exhaust emissions at normal and low ambient temperature, evaporative
                         emissions, emissions of crankcase gases, the durability of pollution
                         control exhaust devices and on-board diagnostic (OBD) systems of motor
                         vehicles equipped with positive-ignition (P.I.) engines which have at
                         least 4 wheels.
          1.1.2.         Exhaust emissions, the durability of anti-pollution devices and on-board
                         diagnostic (OBD) systems of vehicles of categories M1 and N1 equipped
                         with compression-ignition (C.I.) engines which have at least 4 wheels
                         and a maximum mass not exceeding 3,500 kg.
          1.1.3.         Exhaust emissions at normal and low ambient temperature, evaporative
                         emissions, emissions of crankcase gases, the durability of pollution
                         control exhaust devices and on-board diagnostic (OBD) systems of
                         hybrid electric vehicles (HEV) equipped with positive-ignition (P.I.)
                         engines and having at least four wheels.
          1.1.4.         Exhaust emissions, the durability of anti-pollution devices and on-board
                         diagnostic (OBD) systems of hybrid electric vehicles (HEV) of
                         categories M1 and N1 equipped with compression-ignition (C.I.) engines,
                         having at least four wheels and a maximum mass not
                         exceeding 3,500 kg.
          1.1.5.         It does not apply to:
                         -       vehicles with a maximum mass of less than 400 kg and to
                                 vehicles having a maximum design speed of less than 50 km/h;
                         -       vehicles whose unladen mass is not more than 400 kg if they are
                                 intended for carrying passengers or 550 kg if they are intended
                                 for carrying goods and whose maximum engine power does not
                                 exceed 15 kW.
          1.1.6.         At the request of the manufacturer, type approval pursuant to this
                         Regulation may be extended from M1 or N1 vehicles equipped with
                         compression-ignition engines which have already been typed approved to
                         M2 and N2 vehicles having a reference mass not exceeding 2,840 kg and
                         meeting the conditions of paragraph 7. (extension of approval).
          1/ 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.       Vehicles of category N1 equipped with compression-ignition engines or
                       equipped with positive-ignition engines fuelled with NG or LPG are not
                       subject to this Regulation provided they have been type-approved
                       pursuant to Regulation No. 49 as amended by the last series of
                       amendments.
          1.2.         This Regulation does not apply to vehicles equipped with positive-
                       ignition engines fuelled with NG or LPG used for driving motor vehicles
                       of M1 category having a maximum mass exceeding 3,500 kg, M2, M3,
                       N2, N3 to which Regulation No. 49 is applicable.
          2.           DEFINITIONS
                       For the purposes of this Regulation:
          2.1.         "Vehicle type" means a category of power-driven vehicles that do not
                       differ in such essential respects as:
          2.1.1.       the equivalent inertia determined in relation to the reference mass as
                       prescribed in Annex 4, paragraph 5.1. and
          2.1.2.       the engine and vehicle characteristics as defined in Annex 1;
          2.2.         "Reference mass" means the "unladen mass" of the vehicle increased by a
                       uniform figure of 100 kg for test according to Annexes 4 and 8,
          2.2.1.       "Unladen mass" means the mass of the vehicle in running order without
                       driver, passengers or load, but with the fuel tank 90 per cent full and the
                       usual set of tools and spare wheel on board, where applicable;
          2.3.         "Maximum mass" means the technically permissible maximum mass
                       declared by the vehicle manufacturer (this mass may be greater than the
                       maximum mass authorised by the national administration);
          2.4.         "Gaseous pollutants" means the exhaust gas emissions of carbon
                       monoxide, oxides of nitrogen, expressed in nitrogen dioxide (NO2)
                       equivalent and hydrocarbons assuming ratio of:
                       - C1H1.85 for petrol,
                       - C1H1.86 for diesel,
                       - C1H2.525 for LPG,
                       - C1H4 for NG.
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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;
          2.7.         "Evaporative emissions" means the hydrocarbon vapours lost from the
                       fuel system of a motor vehicle other than those from exhaust emissions;
          2.7.1.       "Tank breathing losses" are hydrocarbon emissions caused by
                       temperature changes in the fuel tank (assuming a ratio of C1H2.33).
          2.7.2.       "Hot soak losses" are hydrocarbon emissions arising from the fuel system
                       of a stationary vehicle after a period of driving (assuming a ratio of C1
                       H2.20 );
          2.8.         "Engine crankcase" means the spaces in or external to an engine which
                       are connected to the oil sump by internal or external ducts through which
                       gases and vapour can escape;
          2.9.         "Cold start device" means a device that temporarily enriches the air/fuel
                       mixture of the engine thus assisting the engine to start;
          2.10.        "Starting aid" means a device which assists engine start up without
                       enrichment of the air/fuel mixture of the engine, e.g. glow plug, injection
                       timing change, etc.;
          2.11.        "Engine capacity" means:
          2.11.1.      For reciprocating piston engines, the nominal engine swept volume;
          2.11.2.      For rotary piston engines (Wankel), twice the nominal swept volume of a
                       combustion chamber per piston;
          2.12.        "Pollution control devices" means those components of a vehicle that
                       control and/or limit exhaust and evaporative emissions.
          2.13.        "OBD" means an on-board diagnostic 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.          "In-service test" means the test and evaluation of conformity conducted
                         in accordance with paragraph 8.2.1. of this Regulation;
          2.15.          "Properly maintained and used" means, for the purpose of a test vehicle,
                         that such a vehicle satisfies the criteria for acceptance of a selected
                         vehicle laid down in paragraph 2. of Appendix 3 to this Regulation;
          2.16.          "Defeat device" means any element of design which senses temperature,
                         vehicle speed, engine rotational speed, transmission gear, manifold
                         vacuum or any other parameter for the purpose of activating, modulating,
                         delaying or deactivating the operation of any part of the emission control
                         system, that reduces the effectiveness of the emission control system
                         under conditions which may reasonably be expected to be encountered in
                         normal vehicle operation and use. Such an element of design may not be
                         considered a defeat device if:
          2.16.1.        the need for the device is justified in terms of protecting the engine
                         against damage or accident and for safe operation of the vehicle, or
          2.16.2.        the device does not function beyond the requirements of engine starting,
                         or
          2.16.3.        conditions are substantially included in the Type I or Type VI test
                         procedures.
          2.17.          "Family of vehicles" means a group of vehicle types identified by a
                         parent vehicle for the purpose of Annex 12;
          2.18.          "Fuel requirement by the engine" means the type of fuel normally used
                         by the engine:
                         - petrol,
                         - LPG (liquefied petroleum gas),
                         - NG (natural gas),
                         - either petrol or LPG,
                         - either petrol or NG,
                         - diesel fuel;
          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.      Limitation of exhaust emissions by the vehicle, evaporative emissions,
                       crankcase emissions, durability of pollution control devices, cold start
                       pollutant emissions and on-board diagnostics of vehicles fuelled with
                       unleaded petrol, or which can be fuelled with either unleaded petrol and
                       LPG or NG (Approval B);
          2.19.2.      Limitation of emissions of gaseous and particulate pollutants, durability
                       of pollution control devices and on-board diagnostics of vehicles fuelled
                       with diesel fuel (Approval C);
          2.19.3.      Limitation of emissions of gaseous pollutants by the engine, crankcase
                       emissions, durability of pollution control devices, cold start emissions
                       and on-board diagnostics of vehicles fuelled with LPG or NG (Approval
                       D);
          2.20.        "Periodically regenerating system" means an anti-pollution device (e.g.
                       catalytic converter, particulate trap) that requires a periodical
                       regeneration process in less than 4,000 km of normal vehicle operation.
                       During cycles where regeneration occurs, emission standards can be
                       exceeded. If a regeneration of an anti-pollution device occurs at least
                       once per Type I test and that has already regenerated at least once during
                       vehicle preparation cycle, it will be considered as a continuously
                       regenerating system which does not require a special test procedure.
                       Annex 13 does not apply to continuously regenerating systems.
                       At the request of the manufacturer, the test procedure specific to
                       periodically regenerating systems will not apply to a regenerative device
                       if the manufacturer provides data to the type approval authority that,
                       during cycles where regeneration occurs, emissions remain below the
                       standards given in paragraph 5.3.1.4. applied for the concerned vehicle
                       category after agreement of the technical service.
          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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                       -    a consumable fuel
                       -    an electrical energy/power storage device (e.g.: battery, capacitor,
                            flywheel/generator etc.)
          2.22.        "Mono-fuel vehicle" means a vehicle that is designed primarily for
                       permanent running on LPG or NG, but may also have a petrol system for
                       emergency purposes for starting only, where the petrol tank does not
                       contain more than 15 litres of petrol;
          2.23.        "Bi-fuel vehicle" means a vehicle that can run part-time on petrol and
                       also part-time on either LPG or NG.
          3.           APPLICATION FOR APPROVAL
          3.1.         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.   in the case of vehicles equipped with positive-ignition engines, the
                       percentage of misfires out of a total number of firing events that would
                       result in emissions exceeding the limits given in paragraph 3.3.2. of
                       Annex 11, if that percentage of misfire had been present from the start of
                       a Type I test as described in paragraph 5.3.1. of Annex 4;
          3.1.1.1.2.   in the case of vehicles equipped with positive-ignition engines, the
                       percentage of misfires out of a total number of firing events that could
                       lead to an exhaust catalyst, or catalysts, overheating prior to causing
                       irreversible damage;
          3.1.1.2.     detailed written information fully describing the functional operation
                       characteristics of the OBD system, including a listing of all relevant parts
                       of the vehicle's emission control system, i.e. sensors, actuators and
                       components, that are monitored by the OBD system;
          3.1.1.3.     a description of the malfunction indicator (MI) used by the OBD system
                       to signal the presence of a fault to a driver of the vehicle;
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                       copies of other type approvals with the relevant data to enable extensions
                       of approvals;
          3.1.1.4.     if applicable, the particulars of the vehicle family as referred to in Annex
                       11, Appendix 2.
          3.1.2.       For the tests described in paragraph 3. of Annex 11, a vehicle
                       representative of the vehicle type or vehicle family fitted with the OBD
                       system to be approved shall be submitted to the technical service
                       responsible for the type approval test. If the technical service determines
                       that the submitted vehicle does not fully represent the vehicle type or
                       vehicle family described in Annex 11, Appendix 2, an alternative and if
                       necessary an additional vehicle shall be submitted for test in accordance
                       with paragraph 3. of Annex 11.
          3.2.         A model of the information document relating to exhaust emissions,
                       evaporative emissions, durability and the on-board diagnostic (OBD)
                       system is given in Annex 1. The information mentioned under paragraph
                       4.2.11.2.7.6. of Annex 1 is to be included in Appendix 1 "OBD -
                       RELATED INFORMATION" to the type-approval communication given
                       in Annex 2.
          3.2.1.       Where appropriate, copies of other type approvals with the relevant data
                       to enable extensions of approvals and establishment of deterioration
                       factors shall be submitted.
          3.3.         For the tests described in paragraph 5. of this Regulation a vehicle
                       representative of the vehicle type to be approved shall be submitted to the
                       technical service responsible for the approval tests.
          4.           APPROVAL
          4.1.         If the vehicle type submitted for approval following this amendment
                       meets the requirements of paragraph 5. below, approval of that vehicle
                       type shall be granted.
          4.2.         An approval number shall be assigned to each type approved.
                       Its first two digits shall indicate the series of amendments according to
                       which the approval was granted. The same Contracting Party shall not
                       assign the same number to another vehicle type.
          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.         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.
          4.4.           There shall be affixed, conspicuously and in a readily accessible place
                         specified on the approval form, to every vehicle conforming to a vehicle
                         type approved under this Regulation, an international approval mark
                         consisting of:
          4.4.1.         a circle surrounding the letter "E" followed by the distinguishing number
                         of the country that has granted approval; 3/
          4.4.2.         the number of this Regulation, followed by the letter "R", a dash and the
                         approval number to the right of the circle described in paragraph 4.4.1.
          4.4.3.         However, the approval mark shall contain an additional character after
                         the letter "R", the purpose of which is to distinguish the emission limit
                         values for which the approval has been granted. For those approvals
                         issued to indicate compliance with the limits for the Type I test detailed
                         in Row A of the table in paragraph 5.3.1.4.1. of this Regulation, the letter
                         "R" will be followed by the roman number "I". For those approvals
                         issued to indicate compliance with the limits for the Type I test detailed
          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".
          4.5.         If the vehicle conforms to a vehicle type approved, under one or more
                       other Regulations annexed to the Agreement, in the country which has
                       granted approval under this Regulation, the symbol prescribed in
                       paragraph 4.4.1. need not be repeated; in such a case, the Regulation and
                       approval numbers and the additional symbols of all the Regulations under
                       which approval has been granted in the country which has granted
                       approval under this Regulation shall be placed in vertical columns to the
                       right of the symbol prescribed in paragraph 4.4.1.
          4.6.         The approval mark shall be clearly legible and be indelible.
          4.7.         The approval mark shall be placed close to or on the vehicle data plate.
          4.8.         Annex 3 to this Regulation gives examples of arrangements of the
                       approval mark.
          5.           SPECIFICATIONS AND TESTS
                       Note: As an alternative to the requirements of this paragraph, vehicle
                       manufacturers whose world-wide annual production is less than 10,000
                       units may obtain approval on the basis of the corresponding technical
                       requirements specified in: the California Code of Regulations, Title 13,
                       Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to
                       1996 and later model-year vehicles, 1968.1, 1976 and 1975, applicable to
                       1995 and later model year light-duty vehicles (California Code of
                       Regulations is published by Barclays Publishing).
          5.1.         General
          5.1.1.       The components liable to affect the emission of pollutants shall be so
                       designed, constructed and assembled as to enable the vehicle, in normal
                       use, despite the vibration to which they may be subjected, to comply with
                       the provisions of this Regulation.
          5.1.2.       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.   the vehicle is so designed and constructed that no device designed to
                       control the emission of gaseous pollutants shall be adversely affected by
                       leaded petrol, and;
          5.1.3.2.2.   the vehicle is conspicuously, legibly and indelibly marked with the
                       symbol for unleaded petrol, specified in ISO 2575:1982, in a position
                       immediately visible to a person filling the petrol tank. Additional
                       markings are permitted.
          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.     design features which avoid excess evaporative emissions in the case of a
                       missing fuel filler cap,
          5.1.4.3.     any other provision which has the same effect. Examples may include,
                       but are not limited to, a tethered filler cap, a chained filler cap or one
                       utilising the same locking key for the filler cap as for the vehicle's
                       ignition. In this case, the key shall be removable from the filler cap only
                       in the locked condition.
          5.1.5.       Provisions for electronic system security
          5.1.5.1.     Any vehicle with an emission control computer shall include features to
                       deter modification, except as authorised by the manufacturer. The
                       manufacturer shall authorise modifications if these modifications are
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                       necessary for the diagnosis, servicing, inspection, retrofitting or repair of
                       the vehicle.      Any reprogrammable computer codes or operating
                       parameters shall be resistant to tampering and afford a level of protection
                       at least as good as the provisions in ISO DIS 15031-7, dated
                       October 1998 (SAE 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.
          5.1.5.2.     Computer-coded engine operating parameters shall not be changeable
                       without the use of specialised tools and procedures (e. g. soldered or
                       potted computer components or sealed (or soldered) computer
                       enclosures).
          5.1.5.3.     In the case of mechanical fuel-injection pumps fitted to compression-
                       ignition engines, manufacturers shall take adequate steps to protect the
                       maximum fuel delivery setting from tampering while a vehicle is in
                       service.
          5.1.5.4.     Manufacturers may apply to the approval authority for an exemption to
                       one of these requirements for those vehicles which are unlikely to require
                       protection. The criteria that the approval authority will evaluate in
                       considering an exemption will include, but are not limited to, the current
                       availability of performance chips, the high-performance capability of the
                       vehicle and the projected sales volume of the vehicle.
          5.1.5.5.     Manufacturers using programmable computer code systems (e.g.
                       Electrical Erasable Programmable Read-Only Memory, EEPROM) shall
                       deter unauthorised reprogramming. Manufacturers shall include
                       enhanced tamper protection strategies and write protect features requiring
                       electronic access to an off-site computer maintained by the manufacturer.
                       Methods giving an adequate level of tamper protection will be approved
                       by the authority.
          5.1.6.       It shall be possible to inspect the vehicle for roadworthiness test in order
                       to determine its performance in relation to the data collected in
                       accordance with paragraph 5.3.7. of this Regulation. If this inspection
                       requires a special procedure, this shall be detailed in the service manual
                       (or equivalent media). This special procedure shall not require the use of
                       special equipment other than that provided with the vehicle
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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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                                                              Table 1
                                   Different routes for type approval and extensions
                                                                                                     Compression-ignition
     Type-approval
                               Positive-ignition engined vehicles of categories M and N              engined      vehicles    of
          test
                                                                                                     categories M1 and N1
                    petrol fuelled vehicle          bi-fuel vehicle            mono-fuel vehicle
                              Yes                         Yes                          Yes                       Yes
         Type I        (maximum mass          (test with both fuel types)      (maximum mass              (maximum mass
                             3.5 t)           (maximum mass  3.5 t)                 3.5 t)                    3.5 t)
                                                          Yes
        Type II               Yes                                                      Yes                         -
                                              (test with both fuel types)
                                                          Yes
        Type III              Yes                                                      Yes                         -
                                                (test only with petrol)
                              Yes                         Yes
        Type IV        (maximum mass            (test only with petrol)                 -                          -
                             3.5 t)           (maximum mass  3.5 t)
                              Yes                         Yes                          Yes                       Yes
        Type V         (maximum mass            (test only with petrol)        (maximum mass              (maximum mass
                             3.5 t)           (maximum mass  3.5 t)                 3.5 t)                   3.5 t)
                              Yes                         Yes
        Type VI        (maximum mass           (maximum mass  3.5 t)                   -                          -
                             3.5 t)            (test only with petrol)
                                                                                                            Paragraph 7.;
                                                                                                         M2 and N2 with a
       Extension         Paragraph 7.                Paragraph 7.                 Paragraph 7.
                                                                                                           reference mass
                                                                                                              2,840 kg .
                      Yes, in accordance                                                              Yes, in accordance with
                                               Yes, in accordance with      Yes, in accordance with
       On-board         with paragraph                                                                paragraph 11.1.5.2..1 or
                                               paragraph 11.1.5.1.2. or     paragraph 11.1.5.1.2. or
      diagnostics       11.1.5.1.1. or                                                                11.1.5.2.2. or 11.1.5.2.3.
                                                        11.1.5.3.                   11.1.5.3.
                           11.1.5.3.                                                                         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.     The test is carried out using the procedure described in Annex 4. The
                       methods used to collect and analyse the gases and to remove and weigh the
                       particulates shall be as prescribed.
          5.3.1.4.     Subject to the requirements of 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
                                       Reference                                                                Combined mass of     Mass of
                                         mass            Mass of             Mass of       Mass of oxides of    hydrocarbons and    particulate
                                         (RW)       carbon monoxide       hydrocarbons       nitrogen (NOx)     oxides of nitrogen        s
                                                           (CO)                (HC)                                 (HC + NOx)           (1)
                                          (kg)                                                                                         (PM)
                                                            L1                  L2                  L3                L2 + L3            L4
                                                          (g/km)              (g/km)              (g/km)              (g/km)          (g/km)
              Category      Clas                    Petrol       Diesel  Petrol     Diesel  Petrol       Diesel Petrol       Diesel   Diesel
                              s
           A(2000)     M(2)   -            All       2.3         0.64     0.20         -     0.15        0.50     -           0.56      0.05
                      N1(3)   I       RW % 1,305
                                                     2.3         0.64     0.20         -     0.15        0.50     -           0.56      0.05
                              II
                                      1,305 < RW     4.17        0.80     0.25         -     0.18        0.65     -           0.72      0.07
                                        % 1,760
                             III
                                      1,760 < RW     5.22        0.95     0.29         -     0.21        0.78     -           0.86      0.10
           B(2005)     M(2)   -
                                           All       1.0         0.50     0.10         -     0.08        0.25     -           0.30     0.025
                              I
                      N1(3)           RW%1,305       1.0         0.50     0.10         -     0.08        0.25     -           0.30     0.025
                              II
                                      1,305 < RW     1.81        0.63     0.13         -     0.10        0.33     -           0.39      0.04
                                        % 1,760
                             III
                                      1,760 < RW     2.27        0.74     0.16         -     0.11        0.39     -           0.46      0.06
                (1)              For compression-ignition engines.
                (2)              Except vehicles the maximum mass of which exceeds 2,500 kg.
                (3)              And those category M vehicles which are specified in note (2).
          5.3.1.4.1.             Notwithstanding the requirements of paragraph 5.3.1.4., for each
                                 pollutant or combination of pollutants, one of the three resulting masses
                                 obtained may exceed, by not more than 10 per cent, the limit prescribed,
                                 provided the arithmetical mean of the three results is below the
                                 prescribed limit. Where the prescribed limits are exceeded for more than
                                 one pollutant, it is immaterial whether this occurs in the same test or in
                                 different tests.
          5.3.1.4.2.             When the tests are performed with gaseous fuels, the resulting mass of
                                 gaseous emissions shall be less than the limits for petrol-engined vehicles
                                 in the above table.
          5.3.1.5.               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.    Only one test is performed if the result obtained for each pollutant or for
                        the combined emission of two pollutants subject to limitation, is less than
                        or equal to 0.70 L (i.e. V1 % 0.70 L).
          5.3.1.5.2.    If the requirement of paragraph 5.3.1.5.1. is not satisfied, only two tests
                        are performed if, for each pollutant or for the combined emission of two
                        pollutants subject to limitation, the following requirements are met:
                                       V1 % 0.85 L and V1 + V2 % 1.70 L and V2 % L.
          5.3.2.        Type II test (Carbon monoxide emission test at idling speed)
          5.3.2.1.      This test is carried out on all vehicles powered by positive-ignition
                        engines having maximum mass exceeding 3.5 tonnes.
          5.3.2.1.1.    Vehicles that can be fuelled either with petrol or with LPG or NG shall
                        be tested in the test Type II on both fuels.
          5.3.2.1.2.    Notwithstanding the requirement of paragraph 5.3.2.1.1., vehicles that
                        can be fuelled with either petrol or a gaseous fuel, but where the petrol
                        system is fitted for emergency purposes or starting only and which the
                        petrol tank cannot contain more than 15 litres of petrol will be regarded
                        for the test Type II as vehicles that can only run on a gaseous fuel.
          5.3.2.2.      When tested in accordance with Annex 5, the carbon monoxide content
                        by volume of the exhaust gases emitted with the engine idling shall not
                        exceed 3.5 per cent at the setting specified by the manufacturer and shall
                        not exceed 4.5 per cent within the range of adjustments specified in that
                        annex.
          5.3.3.        Type III test (verifying emissions of crankcase gases)
          5.3.3.1.      This test shall be carried out on all vehicles referred to in paragraph 1.
                        except those having compression-ignition engines.
          5.3.3.1.1.    Vehicles that can be fuelled either with petrol or with LPG or NG should
                        be tested in the Type III test on petrol only.
          5.3.3.1.2.    Notwithstanding the requirement of paragraph 5.3.3.1.1., vehicles that
                        can be fuelled with either petrol or a gaseous fuel, but where the petrol
                        system is fitted for emergency purposes or starting only and which the
                        petrol tank cannot contain more than 15 litres of petrol will be regarded
                        for the test Type III as vehicles that can only run on a gaseous fuel.
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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.      When tested in accordance with Annex 7, evaporative emissions shall be
                        less than 2 g/test.
          5.3.5.        Type VI test (Verifying the average low ambient temperature carbon
                        monoxide and hydrocarbon exhaust emissions after a cold start).
          5.3.5.1.      This test shall be carried out on all M1 and N1 Class I vehicles equipped
                        with a positive-ignition engine, except vehicles designed to carry more
                        than six occupants and vehicles whose maximum mass exceeds 2,500 kg.
          5.3.5.1.1.    The vehicle is placed on a chassis dynamometer equipped with a means
                        of load an inertia simulation.
          5.3.5.1.2.    The test consists of the four elementary urban driving cycles of Part One
                        of the Type I test. The Part One test is described in Annex 4, Appendix 1
                        and illustrated in figures 1/1, 1/2 and 1/3 of the Appendix. The low
                        ambient temperature test lasting a total of 780 seconds shall be carried
                        out without interruption and start at engine cranking.
          5.3.5.1.3.    The low ambient temperature test shall be carried out at an ambient test
                        temperature of 266 K (-7°C). Before the test is carried out, the test
                        vehicles shall be conditioned in a uniform manner to ensure that the test
                        results may be reproducible. The conditioning and other test procedures
                        are carried out as described in Annex 8.
          5.3.5.1.4.    During the test, the exhaust gases are diluted and a proportional sample
                        collected. The exhaust gases of the vehicle tested are diluted, sampled
                        and analysed, following the procedure described in Annex 8, and the
                        total volume of the diluted exhaust is measured. The diluted exhaust
                        gases are analysed for carbon monoxide and hydrocarbons.
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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             Hydrocarbons L2
                                                                  (g/km)                     (g/km)
                             266 K (-7 °C)                          15                         1.8
          5.3.5.2.1.   Notwithstanding the requirements of paragraph 5.3.5.2., for each
                       pollutant, not more than one of the three results obtained may exceed the
                       limit prescribed by not more than 10 per cent, provided the arithmetical
                       mean value of the three results is below the prescribed limit. Where the
                       prescribed limits are exceeded for more than one pollutant, it is
                       immaterial whether this occurs in the same test or in different tests.
          5.3.5.2.2.   The number of tests prescribed in paragraph 5.3.5.2. may, at the request
                       of the manufacturer, be increased to 10 if the arithmetical mean of the
                       first three results is lower than 110 per cent of the limit. In this case, the
                       requirement after testing is only that the arithmetical mean of all 10
                       results shall be less than the limit value.
          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                                      Deterioration factors
                                                                                                   (1)
                      Pollutant                    CO             HC           NOx         HC + NOx    Particulates
                      Positive-ignition
                      Engine                       1.2            1.2          1.2         -           -
                      Compression-ignition
                      engine                       1.1            -            1           1           1.2
                        (1)           For compression ignition engined vehicles
                        At the request of the manufacturer, the technical service may carry out
                        the Type I test before the Type V test has been completed using the
                        deterioration factors in the table above. On completion of the Type V
                        test, the technical service may then amend the type approval results
                        recorded in Annex 2 by replacing the deterioration factors in the above
                        table with those measured in the Type V test.
          5.3.6.3.      Deterioration factors are determined using either procedure in
                        paragraph 5.3.6.1. or using the values in the table in paragraph 5.3.6.2.
                        The factors are used to establish compliance with the requirements of
                        paragraphs 5.3.1.4. and 8.2.3.1.
          5.3.7.        Emission data required for roadworthiness testing
          5.3.7.1.      This requirement applies to all vehicles powered by a positive-ignition
                        engine for which type approval is sought in accordance with this
                        amendment.
          5.3.7.2.      When tested in accordance with Annex 5 (Type II test) at normal idling
                        speed:
                        (a)           the carbon monoxide content by volume of the exhaust gases
                                      emitted shall be recorded,
                        (b)           the engine speed during the test shall be recorded, including
                                      any tolerances.
          5.3.7.3.      When tested at 'high idle' speed (i. e. > 2,000 min.-1)
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                       (a)         the carbon monoxide content by volume of the exhaust gases
                                   emitted shall be recorded,
                       (b)         the Lambda value (*) shall be recorded.
                       (c)         the engine speed during the test shall be recorded, including
                       any         tolerances.
                       (*)         The Lambda value shall be calculated using the simplified
                                   Brettschneider equation as follows:
                         where:
                          []=      Concentration in per cent volume
                          K1 =     Conversion factor for               NDIR measurement to FID
                                   measurement (provided               by manufacturer of measuring
                                   equipment)
                          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
                       This test shall be carried out on all vehicles referred to in paragraph 1.
                       The test procedure described in Annex 11, paragraph 3. shall be
                       followed.
          6.           MODIFICATIONS OF THE VEHICLE TYPE
          6.1.         Every modification of the vehicle type shall be notified to the
                       administrative department that approved the vehicle type. The
                       department may then either:
          6.1.1.       consider that the modifications made are unlikely to have an appreciable
                       adverse effect and that in any case the vehicle still complies with the
                       requirement; or
          6.1.2.       require a further test report from the technical service responsible for
                       conducting the tests.
          6.2.         Confirmation or refusal of approval, specifying the alterations, shall be
                       communicated by the procedure specified in paragraph 4.3. above to the
                       Parties to the Agreement which apply this Regulation.
          6.3.         The competent authority issuing the extension of approval shall assign a
                       series number to the extension and inform thereof the other Parties to the
                       1958 Agreement applying this Regulation by means of a communication
                       form conforming to the model in Annex 2 to this Regulation.
          7.           EXTENSION OF APPROVAL
                       In the case of modifications of the type approval pursuant to this
                       Regulation, the following special provisions shall apply, if applicable.
          7.1.         Exhaust emission related extensions
                       (Type I, Type II and Type VI tests).
          7.1.1.       Vehicle types of different reference masses
          7.1.1.1.     Approval granted to a vehicle type may be extended only to vehicle types
                       of a reference mass requiring the use of the next two higher equivalent
                       inertia categories or any lower equivalent inertia category.
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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,
                       where, at an engine speed of 1,000 min-1, V1 is the speed of the vehicle
                       type approved and V2 is the speed of the vehicle type for which extension
                       of the approval is requested.
          7.1.2.2.     If, for each gear ratio, E <ṥ 8 per cent, the extension is granted without
                       repeating the Type I and Type VI tests.
          7.1.2.3.     If, for at least one gear ratio, E > 8 per cent and if for each gear ratio E
                        13 per cent the Type I and Type VI test shall be repeated, but may be
                       performed in a laboratory chosen by the manufacturer subject to the
                       approval of the technical service. The report of the tests shall be sent to
                       the technical service responsible for the type approval tests.
          7.1.3.       Vehicle types of different 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.       Note: When a vehicle type has been approved in accordance with
                       paragraphs 7.1.1. to 7.1.3., such approval may not be extended to other
                       vehicle types.
          7.2.         Evaporative emissions (Type IV test)
          7.2.1.       Approval granted to a vehicle type equipped with a control system for
                       evaporative emissions may be extended under the following conditions:
          7.2.1.1.     The basic principle of fuel/air metering (e.g. single point injection,
                       carburetor) shall be the same.
          7.2.1.2.     The shape of the fuel tank and the material of the fuel tank and liquid fuel
                       hoses shall be identical. The worst-case family with regard to the cross-
                       paragraph and approximate hose length shall be tested. Whether non-
                       identical vapour/liquid separators are acceptable is decided by the
                       technical service responsible for the type approval tests. The fuel tank
                       volume shall be within a range of $ 10 per cent. The setting of the tank
                       relief valve shall be identical.
          7.2.1.3.     The method of storage of the fuel vapour shall be identical, i.e. trap form
                       and volume, storage medium, air cleaner (if used for evaporative
                       emission control), etc.
          7.2.1.4.     The carburetor bowl fuel volume shall be within a $ 10 millilitre range.
          7.2.1.5.     The method of purging of the stored vapour shall be identical (e.g. air
                       flow, start point or purge volume over driving cycle).
          7.2.1.6.     The method of sealing and venting of the fuel metering system shall be
                       identical.
          7.2.2.       Further notes:
                        (i)     different engine sizes are allowed;
                       (ii)    different engine powers are allowed;
                       (iii)   automatic and manual gearboxes, two and four wheel
                               transmissions are allowed;
                       (iv)    different body styles are allowed:
                       (v)     different wheel and tyre sizes are allowed;
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          7.3.         Durability of anti-pollution devices (Type V test)
          7.3.1.       Approval granted to a vehicle type may be extended to different vehicle
                       types, provided that the engine/pollution control system combination is
                       identical to that of the vehicle 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 (pulsair,  air
                                                                               pumps,...).
                                Exhaust gas recirculation (EGR): with or without.
          7.3.1.3.     Inertia category: the two inertia categories immediately above and any
                       inertia category below.
          7.3.1.4.     The durability test may be achieved by using a vehicle, the body style,
                       gear box (automatic or manual) and size of the wheels or tyres of which
                       are different from those of the vehicle type for which the type approval is
                       sought.
          7.4.         On-board diagnostics
          7.4.1.       Approval granted to a vehicle type with respect to the OBD system may
                       be extended to different vehicle types belonging to the same vehicle-
                       OBD family as described in Annex 11, Appendix 2. The engine emission
                       control system shall be identical to that of the vehicle already approved
                       and comply with the description of the OBD engine family given in
                       Annex 11, Appendix 2, regardless of the following vehicle
                       characteristics:
                                     engine accessories,
                                     tyres,
                                     equivalent inertia,
                                     cooling system,
                                     overall gear ratio,
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                                   transmission type,
                                   type of bodywork.
          8.           CONFORMITY OF PRODUCTION (COP)
          8.1.         Every vehicle bearing an approval mark as prescribed under this
                       Regulation shall conform, with regard to components affecting the
                       emission of gaseous and particulate pollutants by the engine, emissions
                       from the crankcase and evaporative emissions, to the vehicle type
                       approved. The conformity of production procedures shall comply with
                       those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-
                       E/ECE/TRANS/505/Rev.2), with the following requirements:
          8.2.         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.    combustion process (2-stroke, 4-stroke, rotary);
                              2.    number of cylinders;
                              1.    configuration of the cylinder block (in-line, V, radial,
                                      horizontally opposed, other). The inclination or orientation
                                      of the cylinders is not a criteria;
                              3.    method of engine fuelling (e.g. indirect or direct injection);
                              4.    type of cooling system (air, water, oil);
                              5.    method of aspiration (naturally aspirated, pressure charged);
                              1.    fuel for which the engine is designed (petrol, diesel, NG,
                                      LPG, etc). Bi-fuelled vehicles may be grouped with
                                      dedicated fuel vehicles providing one of the fuels is
                                      common;
                              2.    type of catalytic converter (three-way catalyst or other(s));
                              6.    type of particulate trap (with or without);
                              7.    exhaust gas recirculation (with or without);
                              8.    engine cylinder capacity of the largest engine within the
                                      family minus 30 per cent.
          8.2.1.2.     An audit of in-service conformity will be conducted by the administrative
                       department on the basis of information supplied by the manufacturer.
                       Such information must include, but is not limited to, the following:
          8.2.1.2.1.   The name and address of the manufacturer.
          8.2.1.2.2.   The name, address, telephone and fax numbers and e-mail address of his
                       authorised representative within the areas covered by the manufacturer’s
                       information.
          8.2.1.2.3.   The model name(s) of the vehicles included in the manufacturer’s
                       information.
          8.2.1.2.4.   Where appropriate, the list of vehicle types covered within the
                       manufacturer’s information, i.e. the in-service family group in
                       accordance with paragraph 8.2.1.1.
          8.2.1.2.5.   The vehicle identification number (VIN) codes applicable to these
                       vehicle types within the in-service family (VIN prefix).
          8.2.1.2.6.   The numbers of the type approvals applicable to these vehicle types
                       within the in-service family, including, where applicable, the numbers of
                       all extensions and field fixes/recalls (re-works).
          8.2.1.2.7.   Details of extensions, field fixes/recalls to those type approvals for the
                       vehicles covered within the manufacturer’s information (if requested by
                       the administrative department).
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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.             The results from the manufacturer’s in-service conformity procedure,
                        including:
          2.             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)        the pollutant emissions (Type I) will be measured at zero and
                       at "x" km on the first tested vehicle,
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                        (b)           the evolution coefficient of the emissions between zero and
                                      "x" km will be calculated for each of the pollutants:
                        Emissions "x" km / Emissions zero km
                        This may be less than 1,
                        (c)           the other vehicles will not be run-in, but their zero km
                                      emissions will be multiplied by the evolution coefficient.
                        In this case, the values to be taken will be:
                        (i)           the values at 'x' km for the first vehicle,
                        (ii)          the values at zero km multiplied by the evolution coefficient
                                      for the other vehicles.
          8.2.3.2.3.    All these tests may be conducted with commercial fuel. However, at the
                        manufacturer's request, the reference fuels described in Annex 10 may be
                        used.
                        (i)           If a Type III test is to be carried out, it shall be conducted on
                                      all vehicles selected for the Type I COP test. The conditions
                                      laid down in paragraph 5.3.3.2. shall be complied with. For
                                      hybrid electric vehicles (HEV), the tests shall be carried out
                                      under the conditions determined in Annex 14, paragraph 5.
                        (ii)          If a Type IV test is to be carried out, it shall be conducted in
                                      accordance with paragraph 7. of Annex 7.
          8.2.4.        When tested in accordance with Annex 7, the average evaporative
                        emissions for all production vehicles of the type approved shall be less
                        than the limit value in paragraph 5.3.4.2.
          8.2.5.        For routine end-of-production-line testing, the holder of the approval
                        may demonstrate compliance by sampling vehicles which meet the
                        requirements in paragraph 7. of Annex 7.
          8.2.6.        On-board diagnostics (OBD)
                        If a verification of the performance of the OBD system is to be carried
                        out, it shall be conducted in accordance with the following:
          8.2.6.1.      When the approval authority determines that the quality of production
                        seems unsatisfactory a vehicle is randomly taken from the series and
                        subjected to the tests described in Annex 11, Appendix 1.
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                       For hybrid electric vehicles (HEV), the tests shall be carried out under
                       the conditions determined in Annex 14, paragraph 9.
          8.2.6.2.     The production is deemed to conform if this vehicle meets the
                       requirements of the tests described in Annex 11, Appendix 1.
          8.2.6.3.     If the vehicle taken from the series does not satisfy the requirements of
                       paragraph 8.2.6.1., a further random sample of four vehicles shall be
                       taken from the series and subjected to the tests described in Annex 11,
                       Appendix 1. The tests may be carried out on vehicles which have been
                       run in for no more than 15,000 km.
          8.2.6.4.     The production is deemed to conform if at least 3 vehicles meet the
                       requirements of the tests described in Annex 11, Appendix 1.
          8.2.7.       On the basis of the audit referred to in paragraph 8.2.1., the
                       administrative department must either:
                       -     decide that the in-service conformity of a vehicle type or a vehicle
                             in-service family is satisfactory and not take any further action;
                       -     decide that the data provided by the manufacturer is insufficient to
                             reach a decision and request additional information or test data
                             from the manufacturer, or
                       -     decide that the in-service conformity of a vehicle type, or vehicle
                             type(s) that is/are part of an in-service family, is unsatisfactory and
                             proceed to have such vehicle type(s) tested in accordance with
                             Appendix 3.
                       In the case that the manufacturer has been permitted to not carry out an
                       audit for a particular vehicle type in accordance with paragraph 8.2.2.,
                       the administrative department may proceed to have such vehicle types
                       tested in accordance with Appendix 3.
          8.2.7.1      Where Type I tests are considered necessary to check the conformity of
                       emission control devices with the requirements for their performance
                       while in service, such tests shall be carried out using a test procedure
                       meeting the statistical criteria defined in Appendix 4.
          8.2.7.2.     The type approval authority, in co-operation with the manufacturer, shall
                       select a sample of vehicles with sufficient mileage whose use under
                       normal conditions can be reasonably assured. The manufacturer shall be
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                        consulted on the choice of the vehicles in the sample and be allowed to
                        attend the confirmatory checks of the vehicles.
          8.2.7.3.      The manufacturer is authorised, under the supervision of the type
                        approval authority, to carry out checks, even of a destructive nature, on
                        those vehicles with emission levels in excess of the limit values with a
                        view to establishing possible causes of deterioration which cannot be
                        attributed to the manufacturer himself (e.g. use of leaded petrol before
                        the test date). Where the results of the checks confirm such causes, those
                        test results are excluded from the conformity check.
          8.2.7.3.1.    The test results shall also be excluded from the conformity check of
                        vehicles within the sample:
                        (i)     that been issued an approval certificate indicating compliance
                                with the emission limits of category A in paragraph 5.3.1.4. of the
                                05 series of amendments to Regulation provided that those
                                vehicles have been regularly operated on fuel having a sulphur
                                level exceeding 150 mg/kg (petrol fuel) or 350 mg/kg (diesel
                                fuel), or
                        (ii)    that have been issued with an approval certificate indicating
                                compliance with the emission limits of category B in paragraph
                                5.3.1.4. of the 05 series of amendments to Regulation provided
                                that those vehicles have been regularly operated on petrol or
                                diesel fuel having a sulphur level exceeding 50 mg/kg.
          8.2.7.4.      Where the type approval authority is not satisfied with the results of the
                        tests in accordance with the criteria defined in Appendix 4, the remedial
                        measures referred to in Appendix 2 of the 1958 Agreement (E/ECE/324-
                        E/ECE/TRANS/505/Rev.2) are extended to vehicles in service belonging
                        to the same vehicle type which are likely to be affected with the same
                        defects in accordance with paragraph 6. of Appendix 3.
                        The plan of remedial measures presented by the manufacturer shall be
                        approved by the type approval authority. The manufacturer is responsible
                        for the execution of the remedial plan as approved.
                        The type approval authority shall notify its decision to all Parties to the
                        Agreement within 30 days. The Parties to the Agreement may require the
                        same plan of remedial measures be applied to all vehicles of the same
                        type registered in their territory.
          8.2.7.5.      If a Party to the Agreement has established that a vehicle type does not
                        conform to the applicable requirements of Appendix 3, it shall notify
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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 substance of which should correspond to the
                       requirements of paragraphs 6.1. to 6.8. of Appendix 3. The competent
                       authority which granted the original type approval shall, within two
                       months, consult the manufacturer in order to secure agreement on a plan
                       of measures and on carrying out the plan. If the competent authority
                       which granted the original type approval establishes that no agreement
                       can be reached, the relevant procedures to the Agreement shall be
                       initiated.
          9.           PENALTIES FOR NON-CONFORMITY OF PRODUCTION
          9.1.         The approval granted in respect of a vehicle type pursuant to this
                       amendment, may be withdrawn if the requirements laid down in
                       paragraph 8.1. above are not complied with or if the vehicle or vehicles
                       taken fail to pass the tests prescribed in paragraph 8.2. above.
          9.2.         If a Party to the Agreement which applies this Regulation withdraws an
                       approval it has previously granted, it shall forthwith so notify the other
                       Contracting Parties applying this Regulation, by means of a
                       communication form conforming to the model in Annex 2 to this
                       Regulation.
          10.          PRODUCTION DEFINITELY DISCONTINUED
                       If the holder of the approval completely ceases to manufacture a type of
                       vehicle approved in accordance with this Regulation, he shall so inform
                       the authority which granted the approval. Upon receiving the relevant
                       communication, that authority shall inform thereof the other Parties to
                       the 1958 Agreement applying this Regulation by means of copies of the
                       communication form conforming to the model in Annex 2 to this
                       Regulation.
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          11.           TRANSITIONAL PROVISIONS
          11.1.         General
          11.1.1.       As from the official date of entry into force of the 05 series of
                        amendments, no Contracting Party applying this Regulation shall refuse
                        to grant approval under this Regulation as amended by the 05 series of
                        amendments.
          11.1.2.       New type approvals
          11.1.2.1.     Subject to the provisions of paragraphs 11.1.4., 11.1.5. and 11.1.6.,
                        Contracting Parties applying this Regulation shall grant approvals only if
                        the vehicle type to be approved meets the requirements of this
                        Regulation as amended by the 05 series of amendments.
                        For vehicles of category M or vehicles of category N1 these requirements
                        shall apply from the date of entry into force of the 05 series of
                        amendments.
                        Vehicles shall satisfy the limits for the Type I test detailed in either Row
                        A or Row B of the table in paragraph 5.3.1.4. of this Regulation.
          11.1.2.2.     Subject to the provisions of paragraphs 11.1.4., 11.1.5., 11.1.6. and
                        11.1.7., Contracting Parties applying this Regulation shall grant
                        approvals only if the vehicle type to be approved meets the requirements
                        of this Regulation as amended by the 05 series of amendments.
                        For vehicles of category M having a maximum mass less than or equal to
                        2,500 kg or vehicles of category N1 (Class I) these requirements shall
                        apply from 1 January 2005.
                        For vehicles of category M having a maximum mass greater than
                        2,500 kg or vehicles of category N1 (Classes II or III) these requirements
                        shall apply from 1 January 2006.
                        Vehicles shall satisfy the limits for the Type I test detailed in Row B of
                        the table in paragraph 5.3.1.4. of this Regulation.
          11.1.3.       Limit of validity of existing type approvals
          11.1.3.1.     Subject to the provisions of paragraphs 11.1.4., 11.1.5. and 11.1.6.,
                        approvals granted to this Regulation, as amended by the 04 series of
                        amendments, shall cease to be valid from the date of entry into force of
                        the 05 series of amendments for vehicles of category M having a
                        maximum mass less than or equal to 2,500 kg or vehicles of category N1
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                       (Class I) and on 1 January 2002 for vehicles of category M having a
                       maximum mass greater than 2,500 kg or vehicles of category N1 (Classes
                       II or III), unless the Contracting Party which granted the approval
                       notifies the other Contracting Parties applying this Regulation that the
                       vehicle type approved meets the requirements of this Regulation as
                       required by paragraph 11.1.2.1. above.
          11.1.3.2.    Subject to the provisions of paragraphs 11.1.4., 11.1.5., 11.1.6. and
                       11.1.7., approvals granted to this Regulation, as amended by the 05 series
                       of amendments and to the limit values of Row A of the table in
                       paragraph 5.3.1.4. of this Regulation, shall cease to be valid on 1 January
                       2006 for vehicles of category M having a maximum mass less than or
                       equal to 2,500 kg or vehicles of category N1 (Class I) and on 1 January
                       2007 for vehicles of category M having a maximum mass greater than
                       2,500 kg or vehicles of category N1 (Classes II or III), unless the
                       Contracting Party which granted the approval notifies the other
                       Contracting Parties applying this Regulation that the vehicle type
                       approved meets the requirements of this Regulation as required by
                       paragraph 11.1.2.2. above.
          11.1.4.      Special provisions
          11.1.4.1.    Until 1 January 2003, vehicles of category M1, fitted with compression-
                       ignition engines and having a maximum mass greater than 2,000 kg,
                       which:
                       (i)         are designed to carry more than six occupants (including the
                       driver), or
                       (ii)        are off-road vehicles as defined in Annex 7 of the
                                   Consolidated Resolution on the Construction of Vehicles
                                   (R.E.3) 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.     Type approval and conformity of production verification provisions, as
                        specified in this Regulation as amended by the 04 series of amendments,
                        remain applicable until the dates referred to in paragraphs 11.1.2.1. and
                        11.1.3.1.
          11.1.4.4.     As from 1 January 2002, the Type VI test defined in Annex 8 is
                        applicable to new types of vehicle of category M1 and of category N1
                        Class 1 and which are equipped with a positive-ignition engine. This
                        requirement shall not apply to such vehicles equipped to carry more than
                        six occupants (including the driver) or to vehicles whose maximum mass
                        exceeds 2,500 kg.
          11.1.5.       On-board diagnostic (OBD) system
          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.   Vehicles of category M1, other than vehicles designed to carry more than
                        six occupants (including the driver) or vehicles whose maximum mass
                        exceeds 2,500 kg, shall be equipped with on-board diagnostic system
                        from 1 October 2004 for new types and from 1 July 2005 for all types.
          11.1.5.2.2.   Vehicles of category M1 not covered by paragraph 11.1.5.2.1., except
                        vehicles whose maximum mass exceeds 2,500 kg, and vehicles of
                        category N1 class I, shall be equipped with on-board diagnostic system
                        from 1 January 2005 for new types and from 1 January 2006 for all
                        types.
          11.1.5.2.3.   Vehicles of category N1, classes II and III, and vehicles of category M1
                        whose maximum mass exceeds 2,500 kg, shall be equipped with on-
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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    I)    equipped           with     compression     ignition engines,
                       from 1 January 2005 for new types and from 1 January 2006 for all
                       types.
          11.1.5.3.2.  Hybrid electric vehicles (HEV) of category N1 (Classes II and III),
                       equipped with compression-ignition engines, and hybrid electric vehicles
                       (HEV) of category M1 equipped with compression-ignition engines and
                       whose maximum mass exceeds 2,500 kg, from 1 January 2006 for new
                       types and from 1 January 2007 for all types.
          11.1.5.4.    Vehicles of other categories or vehicles of category M1 or N1 not cover
                       by the above may be equipped with an on-board diagnostic system. In
                       this case, they shall comply with the OBD provisions laid down in
                       paragraphs 6.5.3. to 6.5.3.6. of Annex 11, Appendix 1.
          11.1.6.      Approvals to the Regulation as amended by the 04 series of amendments
          11.1.6.1.    By exception to the requirements of paragraphs 11.1.2. and 11.1.3.
                       Contracting Parties may continue to approve vehicles and may continue
                       to recognise the validity of existing approvals that indicate compliance
                       with:
                       (i)    the requirements of paragraph 5.3.1.4.1. of the 04 series of
                              amendments to this Regulation provided that the vehicles are
                              intended for export to, or for first use in, countries where the use
                              of unleaded petrol is not widely available, and
                       (ii)   the requirements of paragraph 5.3.1.4.2. of the 04 series of
                              amendments to this Regulation provided that the vehicles are
                              intended for export to, or for first use in, countries where
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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)     1 January 2001 for vehicles of category M having a maximum
                                mass less than or equal to 2,500 kg or vehicles of category N1
                                (Class I), and on
                        (ii)    1 January 2002 for vehicles of category M having a maximum
                                mass greater than 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)     1 January 2006 for vehicles of category M having a maximum
                               mass less than or equal to 2,500 kg or vehicles of category N1
                               (Class I), and on
                       (ii)    1 January 2007 for vehicles of category M having a maximum
                               mass greater than 2,500 kg or vehicles of category N1 (Class II or
                               III),
                       unless the Contracting Party which has granted the approval notifies
                       other Contracting Parties applying this Regulation that the vehicle type
                       approved meets the requirements of this Regulation as required by
                       paragraph 11.1.2.2. above.
          12.          NAMES AND ADDRESSES OF TECHNICAL SERVICES
                       RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF
                       ADMINISTRATIVE DEPARTMENTS
                       The Parties to the 1958 Agreement which apply this Regulation shall
                       communicate to the United Nations Secretariat the names and addresses
                       of the technical services responsible for conducting approval tests and of
                       the administrative departments which grant approval and to which forms
                       certifying approval or extension or refusal or withdrawal of approval,
                       issued in other countries, are to be sent.
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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.         This Appendix describes the procedure to be used to verify the production conformity
                    for the Type I test when the manufacturer's production standard deviation is
                    satisfactory.
         2.         With a minimum sample size of 3, the sampling procedure is set so that the probability
                    of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's
                    risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the
                    production defective is 0.l (consumer's risk = 10 per cent).
         3.         For each of the pollutants given in paragraph 5.3.1.4. of this Regulation, the following
                    procedure is used (see Figure 2 of this Regulation).
                    Taking:
                    L=       the natural logarithm of the limit value for the pollutant,
                    xi =     the natural logarithm of the measurement for the i-th vehicle of the sample,
                    s=       an estimate of the production standard deviation (after taking the natural
                             logarithm of the measurements),
                    n=       the current sample number.
              Compute for the sample the test statistic quantifying the sum of the standard deviations from
                    the limit and defined as:
                                                            1 n
                                                               Å ( L /x i )
                                                            s i ?1
         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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                                                                      Table 1/1
                     Cumulative number
           of tested vehicles (current sample size)            Pass decision threshold           Fail decision threshold
                               3                                         3.327                           -4.724
                               4                                         3.261                            -4.79
                               5                                         3.195                           -4.856
                               6                                         3.129                           -4.922
                               7                                         3.063                           -4.988
                               8                                         2.997                           -5.054
                               9                                         2.931                            -5.12
                              10                                         2.865                           -5.185
                              11                                         2.799                           -5.251
                              12                                         2.733                           -5.317
                              13                                         2.667                           -5.383
                              14                                         2.601                           -5.449
                              15                                         2.535                           -5.515
                              16                                         2.469                           -5.581
                              17                                         2.403                           -5.647
                              18                                         2.337                           -5.713
                              19                                         2.271                           -5.779
                              20                                         2.205                           -5.845
                              21                                         2.139                           -5.911
                              22                                         2.073                           -5.977
                              23                                         2.007                           -6.043
                              24                                         1.941                           -6.109
                              25                                         1.875                           -6.175
                              26                                         1.809                           -6.241
                              27                                         1.743                           -6.307
                              28                                         1.677                           -6.373
                              29                                         1.611                           -6.439
                              30                                         1.545                           -6.505
                              31                                         1.479                           -6.571
                              32                                        -2.112                           -2.112
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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.         This Appendix describes the procedure to be used to verify the production conformity
                    requirements for the Type I test when the manufacturer's evidence of production
                    standard deviation is either not satisfactory or not available.
         2.         With a minimum sample size of 3, the sampling procedure is set so that the probability
                    of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's
                    risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the
                    production defective is 0.l (consumer's risk = 10 per cent).
         3.         The measurements of the pollutants given in paragraph 5.3.1.4. of this Regulation are
                    considered to be log normally distributed and shall first be transformed by taking their
                    natural logarithms. Let m0 and m denote the minimum and maximum sample sizes
                    respectively (m0 = 3 and m = 32) and let n denote the current sample number.
         4.         If the natural logarithms of the measurements in the series are x1,x2..., xi and L is the
                    natural logarithm of the limit value for the pollutant, then define:
                    d1 = x1 – L
                           1 n
                    dn ?     Å di
                           n i ?1
                    and
                    Vn2 ?
                           1 n
                                  *
                             Å di / d n
                           n i ?1
                                          +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
                                                                   dn
            (i) Pass the series if                                     An
                                                                   Vn
                                                                   dn
            (ii) Fail the series if                                    Bn
                                                                   Vn
            (iii) Take another measurement if                      An > Vdnn > Bn
         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      Pass decision threshold                  Fail decision threshold
                  (n)                    (An)                                     (Bn)
                   3                  -0.80381                                 16.64743
                   4                  -0.76339                                 7.68627
                   5                  -0.72982                                 4.67136
                   6                  -0.69962                                 3.25573
                   7                  -0.67129                                 2.45431
                   8                  -0.64406                                 1.94369
                   9                  -0.61750                                 1.59105
                  10                  -0.59135                                 1.33295
                  11                  -0.56542                                 1.13566
                  12                  -0.53960                                 0.97970
                  13                  -0.51379                                 0.85307
                  14                  -0.48791                                 0.74801
                  15                  -0.46191                                 0.65928
                  16                  -0.43573                                 0.58321
                  17                  -0.40933                                 0.51718
                  18                  -0.38266                                 0.45922
                  19                  -0.35570                                 0.40788
                  20                  -0.32840                                 0.36203
                  21                  -0.30072                                 0.32078
                  22                  -0.27263                                 0.28343
                  23                 -0.24410                                  0.24943
                  24                 -0.21509                                  0.21831
                  25                 -0.18557                                  0.18970
                  26                 -0.15550                                  0.16328
                  27                 -0.12483                                  0.13880
                  28                 -0.09354                                  0.11603
                  29                 -0.06159                                  0.09480
                  30                 -0.02892                                  0.07493
                  31                  0.00449                                  0.05629
                  32                  0.03876                                  0.03876
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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.
         2.1.  The vehicle shall belong to a vehicle type that is type approved under this Regulation
               and covered by a certificate of conformity in accordance with the 1958 Agreement. It
               shall be registered and used in a country of the Contracting Parties.
         2.2.  The vehicle shall have been in service for at least 15,000 km or 6 months, whichever is
               the later, and for no more than 80,000 km or 5 years, whichever is the sooner.
         2.3.  There shall be a maintenance record to show that the vehicle has been properly
               maintained, e.g. has been serviced in accordance with the manufacturer's
               recommendations.
         2.4.  The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling,
               or other misuse), or other factors (e.g. tampering) that could affect emission
               performance. In the case of vehicles fitted with an OBD system, the fault code and
               mileage information stored in the computer is taken into account. A vehicle shall not be
               selected for testing if the information stored in the computer shows that the vehicle has
               operated after a fault code was stored and a relatively prompt repair was not carried out.
         2.5.  There shall have been no unauthorised major repair to the engine or major repair of the
               vehicle.
         2.6.  The lead content and sulphur content of a fuel sample from the vehicle tank shall meet
               applicable standards and there shall be no evidence of misfuelling. Checks may be done
               in the exhaust, etc
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         2.7.     There shall be no indication of any problem that might jeopardise the safety of
                  laboratory personnel.
         2.8.     All anti-pollution system components on the vehicle shall be in conformity with the
                  applicable type approval.
         3.       DIAGNOSIS AND MAINTENANCE
                  Diagnosis and any normal maintenance necessary shall be performed on vehicles
                  accepted for testing, prior to measuring exhaust emissions, in accordance with the
                  procedure laid down in paragraphs 3.1. to 3.7. below.
         3.1.     The following checks shall be carried out: checks on air filter, all drive belts, all fluid
                  levels, radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution
                  system for integrity; checks on ignition, fuel metering and anti-pollution device
                  components for maladjustments and/or tampering. All discrepancies shall be recorded.
         3.2.     The OBD system shall be checked for proper functioning. Any malfunction indications
                  in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the
                  OBD malfunction indicator registers a malfunction during a preconditioning cycle, the
                  fault may be identified and repaired. The test may be re-run and the results of that
                  repaired vehicle used.
         3.3.     The ignition system shall be checked and defective components replaced, for example
                  spark plugs, cables, etc.
         3.4.     The compression shall be checked. If the result is unsatisfactory the vehicle is rejected.
         3.5.     The engine parameters shall be checked to the manufacturer's specifications and adjusted
                  if necessary.
         3.6.     If the vehicle is within 800 km of a scheduled maintenance service, that service shall be
                  performed according to the manufacturer's instructions. Regardless of odometer reading,
                  the oil and air filter may be changed at the request of the manufacturer.
         3.7.     Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test
                  reference fuel, unless the manufacturer accepts the use of market fuel.
         3.8.     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.    When a check on vehicles is deemed necessary, emission tests in accordance with
                 Annex 4 to this Regulation are performed on pre-conditioned vehicles selected in
                 accordance with the requirements of paragraphs 2. and 3. of this Appendix.
         4.2.    Vehicles equipped with an OBD system may be checked for proper in-service
                 functionality of the malfunction indication, etc., in relation to levels of emissions (e.g.
                 the malfunction indication limits defined in Annex 11 to this Regulation) for the type
                 approved specifications.
         4.3.    The OBD system may be checked, for example, for levels of emissions above the
                 applicable limit values with no malfunction indication, systematic erroneous activation
                 of the malfunction indication and identified faulty or deteriorated components in the
                 OBD system.
         4.4.    If a component or system operates in a manner not covered by the particulars in the type
                 approval certificate and/or information package for such vehicle types and such
                 deviation has not been authorised under the 1958 Agreement, with no malfunction
                 indication by the OBD, the component or system shall not be replaced prior to emission
                 testing, unless it is determined that the component or system has been tampered with or
                 abused in such a manner that the OBD does not detect the resulting malfunction.
         5.      EVALUATION OF RESULTS
         5.1.    The test results are submitted to the evaluation procedure in accordance with
                 Appendix 4.
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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.
         6.2.     The plan of remedial measures shall be filed with the type approval authority not later
                  than 60 working days from the date of the notification referred to in paragraph 6.1.
                  above. The type approval authority shall within 30 working days declare its approval or
                  disapproval of the plan of remedial measures. However, where the manufacturer can
                  demonstrate, to the satisfaction of the competent type approval authority, that further
                  time is required to investigate the non-compliance in order to submit a plan of remedial
                  measures, an extension is granted.
         6.3.     The remedial measures shall apply to all vehicles likely to be affected by the same
                  defect. The need to amend the type approval documents shall be assessed.
         6.4.     The manufacturer shall provide a copy of all communications related to the plan of
                  remedial measures, and shall also maintain a record of the recall campaign, and supply
                  regular status reports to the type approval authority.
         6.5.     The plan of remedial measures shall include the requirements specified in
                  paragraphs 6.5.1. to 6.5.11. The manufacturer shall assign a unique identifying name or
                  number to the plan of remedial measures.
         6.5.1.   A description of each vehicle type included in the plan of remedial measures.
         6.5.2.   A description of the specific modifications, alterations, repairs, corrections, adjustments,
                  or other changes to be made to bring the vehicles into conformity including a brief
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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.     The manufacturer may be required to conduct reasonably designed and necessary tests
                  on components and vehicles incorporating a proposed change, repair, or modification to
                  demonstrate the effectiveness of the change, repair, or modification.
         6.7.     The manufacturer is responsible for keeping a record of every vehicle recalled and
                  repaired and the workshop which performed the repair. The type approval authority
                  shall have access to the record on request for a period of 5 years from the
                  implementation of the plan of remedial measures.
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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
                   STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING
         1.          This Appendix describes the procedure to be used to verify the in-service conformity
                     requirements for the Type I test.
         2.          Two different procedures are to be followed:
                     (i)     One dealing with vehicles identified in the sample, due to an emission-related
                             defect, causing outliers in the results (paragraph 3. below).
                     (ii)    The other deals with the total sample (paragraph 4. below).
         3.          PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN THE
                     SAMPLE 1/
         3.1.        With a minimum sample size of three and a maximum sample size as determined by
                     the procedure of paragraph 4., a vehicle is taken at random from the sample and the
                     emissions of the regulated pollutants are measured to determine if it is an outlying
                     emitter.
         3.2.        A vehicle is said to be an outlying emitter when the conditions given in either
                     paragraph 3.2.1. or paragraph 3.2.2. are met.
         3.2.1.      In the case of a vehicle that has been type-approved according to the limit values given
                     in row A of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the
                     applicable limit value for any regulated pollutant is exceeded by a factor of 1.2.
         3.2.2.      In the case of a vehicle that has been type-approved according to the limit values given
                     in row B of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the
                     applicable limit value for any regulated pollutant is exceeded by a factor of 1.5.
         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.          PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF
                     OUTLYING EMITTERS IN THE SAMPLE
         4.1.        With a minimum sample size of three the sampling procedure is set so that the
                     probability of a batch passing a test with 40 per cent of the production defective is 0.95
                     (producer's risk = 5 per cent) while the probability of a batch being accepted with 75
                     per cent of the production defective is 0.15 (consumer's risk = 15 per cent).
         4.2.        For each of the pollutants given in the table of paragraph 5.3.1.4. of this Regulation,
                     the following procedure is used (see Figure 4/2 below).
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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)     If the test statistic does not exceed the pass decision number for the sample size
                            given in the following table, a pass decision is reached for the pollutant,
                    (ii)    If the test statistic equals or exceeds the fail decision number for the sample
                            size given in the following table, a fail decision is reached for the pollutant,
                    (iii)   Otherwise, an additional vehicle is tested and the procedure is applied to the
                            sample with one extra unit.
                    In the following table the pass and fail decision numbers are computed in accordance
                    with the International Standard ISO 8422:1991.
                    A sample is regarded as having passed the test when it has passed both the
                    requirements of paragraphs 3. and 4. of this appendix.
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                                                       Table 4/1
             TABLE FOR ACCEPTANCE/REJECTION SAMPLING PLAN BY ATTRIBUTES
           Cumulative sample size (n)           Pass decision number             Fail decision number
                       3                                      0                             -
                       4                                      1                             -
                       5                                      1                             5
                       6                                      2                             6
                       7                                      2                             6
                       8                                      3                             7
                       9                                      4                             8
                      10                                      4                             8
                      11                                      5                             9
                      12                                      5                             9
                      13                                      6                            10
                      14                                      6                            11
                      15                                      7                            11
                      16                                      8                            12
                      17                                      8                            12
                      18                                      9                            13
                      19                                      9                            13
                      20                                     11                            12
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                                                                  Figure 4/1
                                       In-service conformity checking - audit procedure
                                               Vehicle manufacturer and administrative department
                     START                      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)
                         In-house in-
                             service                       Vehicle manufacturer compiles report of the in-house
                      conformity report                 procedure (including all data required by paragraph 8.2.1.)
                        for approved
                       vehicle type or
                             family
                                                                                         Does
                                                                                      the TAA 1/
                         Manufacturer                                             decide to audit the
                                                            NO               manufacturer’s compliance
                        files report for
                              future                                         data for this vehicle type or
                                                                                        family?
                            reference
                                                                                             YES
                                   TAA 1/ reviews
                                                                      Manufacturer submits in-              Manufacturer
                              manufacturer’s in-service
                                                                     service conformity report to            provides or
                                 conformity report
                                                                           TAA 1/ for audit                     obtains
                                                                                                              additional
                                                                                                           information or
                                                                                                               test data.
                                      Does the
                                 TAA 1/ accept that                                                         Manufacturer
                              manufacturer’s in-service                         Does TAA 1/                 compiles new
                             conformity report confirms         NO               decide that                  in-service
                           acceptability of a vehicle type                     information is                conformity
                                 within the family?                        insufficient to reach a              report.
                                  (paragraph 8.2.1.)                              decision?        YES
                                 YES                                          NO
                                                                  Figure
                                                                    TAA 1/4/2begins formal in-service
                  Process Completed.                                                                            go to Figure
                                                                  compliance surveillance programme
                    No further action                                   on suspect vehicle type (as                   4/2
                        required.                                        described in Appendix 3)
                    1/ In this case, TAA means the administrative department that granted the type-approval.
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              In-service conformity testing - selection and test of vehicles
                                                                        NO, or UNCERTAIN
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                                                             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.              GENERAL
         1.1.            Make (name of undertaking):.......................................................................................
         1.2.            Type and commercial description (mention any variants): ..........................................
         1.3.            Means of identification of type, if marked on the vehicle: ..........................................
         1.3.1.          Location of that mark: .................................................................................................
         1.4.            Category of vehicle: ....................................................................................................
         1.5.            Name and address of manufacturer:.............................................................................
         1.6.            Name and address of manufacturer's authorized representative
                         where appropriate:........................................................................................................
         2.              GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE
         2.1.            Photographs and/or drawings of a representative vehicle:...........................................
         2.2.            Powered axles (number, position, interconnection):....................................................
         3.              MASSES (kilograms) (refer to drawing where applicable) .........................................
         3.1.            Mass of the vehicle with bodywork in running order, or mass of
                         the chassis with cab if the manufacturer does not fit the bodywork
                         (including coolant, oils, fuel, tools, spare wheel and driver): .....................................
         3.2.            Technically permissible maximum laden mass as stated by the manufacturer:...........
         4.              DESCRIPTION OF ENERGY CONVERTERS
         4.1.            Engine Manufacturer:...................................................................................................
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         4.1.1.      Manufacturer's engine code (as marked on the engine, or other
                     means of identification):...............................................................................................
         4.2.        Internal combustion engine .........................................................................................
         4.2.1.      Specific engine information: ........................................................................................
         4.2.1.1.    Working principle: positive-ignition/compression-ignition,
                      four-stroke/two-stroke 1/
         4.2.1.2.    Number, arrangement and 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.      Fuel: diesel/petrol/LPG/NG 1/
         4.2.3.      Research octane number (RON): .................................................................................
         4.2.4.      Fuel feed
         4.2.4.1.    By carburettor(s): yes/no 1/
         4.2.4.1.1.  Make(s):
         4.2.4.1.2.  Type(s):
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         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:          ...................................................................................................................
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         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:                                      ) information to be given
                              Pressure regulator - type:                                    ) in the case of continuous
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                             Micro-switch - type:                                              ) injection;
                             Idle adjusting screw - type:                                      ) in the case of other
                             Throttle housing - type:                                          ) systems, equivalent
                             Water temperature sensor - type:                                  ) details
                             Air temperature sensor - type:                                    )
                             Air temperature switch - type:                                    )
                             Electromagnetic interference 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/..........................................................................................................
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         4.2.5.8.     Spark plugs................................................................................................................
         4.2.5.8.1.   Make:       ...................................................................................................................
         4.2.5.8.2.   Type:       ...................................................................................................................
         4.2.5.8.3.   Spark plug gap setting:........................................................................................mm
         4.2.5.9.     Ignition coil ...............................................................................................................
         4.2.5.9.1.   Make:       ...................................................................................................................
         4.2.5.9.2.   Type:       ...................................................................................................................
         4.2.5.10.    Ignition condenser .....................................................................................................
         4.2.5.10.1.  Make:       ...................................................................................................................
         4.2.5.10.2.  Type:       ...................................................................................................................
         4.2.6.       Cooling system: liquid/air 1/ .....................................................................................
         4.2.7.       Intake system:............................................................................................................
         4.2.7.1.     Pressure charger: yes/no 1/........................................................................................
         4.2.7.1.1.   Make(s): ...................................................................................................................
         4.2.7.1.2.   Type(s): ...................................................................................................................
         4.2.7.1.3.   Description of the system (maximum charge pressure: ..................................... kPa,
                      waste-gate) ................................................................................................................
         4.2.7.2.     Inter-cooler: yes/no 1/ ...............................................................................................
         4.2.7.3.     Description and drawings of inlet 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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         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:............................................................................................................
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                                                                                 page 71
         4.2.11.2.1.8.      Type of casing for catalytic converter(s): ..............................................................
         4.2.11.2.1.9.      Positioning of the catalytic converter(s) (place and reference distances in the
                            exhaust system): .....................................................................................................
         4.2.11.2.1.10.     Regeneration systems/method of exhaust after-treatment systems, description:...
         4.2.11.2.1.10.1.   The number of Type I operating cycles, or equivalent engine test bench cycles,
                            between two cycles where regenerative phases occur under the conditions
                            equivalent to Type I test (Distance "D" in figure 1 in Annex 13: .........................
                              ............................................................................................................................ .
         4.2.11.2.1.10.2.   Description of method employed to 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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         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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                                                                       Regulation No. 83
                                                                       page 73
         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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         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:
                                                                        Fault               MI                                               Demons
                                   Fault        Monitoring                                               Secondary          Precondi-
                     Component                                       detection         activation                                             tration
                                    code          strategy                                               parameters           tioning
                                                                       criteria          criteria                                               test
                                                                                                            Engine
                                                                    Difference
                                                                                                       speed, engine
                                                                      between
                                             Oxygen sensor                                                load, A/F Two Type I
                      Catalyst     P0420                           sensor 1 and         3rd cycle                                             Type I
                                             1 and 2 signals                                                mode,              cycles
                                                                      sensor 2
                                                                                                           catalyst
                                                                       signals
                                                                                                        temperature
         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
         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.        Hybrid Electric Vehicle:                                         yes/no 1/ ..............................................
         4.3.1.      Category of Hybrid Electric vehicle                              Off Vehicle Charging/Not Off .............
                     Vehicle Charging 1/                                              ..............................................................
         4.3.2.      Operating mode switch :                                          with/without 1/ ....................................
         4.3.2.1.    Selectable modes                                                 ..............................................................
         4.3.2.1.1.  Pure electric:                                                   yes/no 1/ ..............................................
         4.3.2.1.2.  Pure fuel consuming:                                             yes/no 1/ ..............................................
         4.3.2.1.3.  Hybrid modes:                                                    yes/no 1/ ..............................................
                                                                                      (if yes, short description) .....................
         4.3.3.      Description of the energy storage device: (battery, capacitor,
                     flywheel/generator ...) ...............................................................................................
         4.3.3.1.    Make: ........................................................................................................................
         4.3.3.2.    Type: .........................................................................................................................
         4.3.3.3.    Identification number: ...... ........................................................................................
         4.3.3.4.    Kind of electrochemical couple: ...... ........................................................................
         4.3.3.5.    Energy: .......... (for battery: voltage and capacity Ah in 2 h, for capacitor: J, ...)....
         4.3.3.6.    Charger: on board/ external/ without 1/
         4.3.4.      Electric machines (describe each type of electric machine separately)
         4.3.4.1.    Make: ........................................................................................................................
         4.3.4.2.    Type: .........................................................................................................................
         4.3.4.3.    Primary use: traction motor / generator
         4.3.4.3.1.  When used as traction motor: monomotor/ multimotors (number): .........................
         4.3.4.4.    Maximum power: ........................ kW
         4.3.4.5.    Working principle: ...................................................................................................
         4.3.4.5.1.  direct current/ alternating current/ number of phases: .............................................
         4.3.4.5.2.  separate excitation/ series/ compound 1/..................................................................
         4.3.4.5.3.  synchronous / asynchronous 1/ ................................................................................
         4.3.5.      Control unit ...............................................................................................................
         4.3.5.1.    Make: ........................................................................................................................
         4.3.5.2.    Type: .........................................................................................................................
         4.3.5.3.    Identificatio n number: ...... .......................................................................................
         4.3.6.      Power controller ........................................................................................................
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         4.3.6.1.        Make: ........................................................................................................................
         4.3.6.2.        Type: .........................................................................................................................
         4.3.6.3.        Identification number: ...... ........................................................................................
         4.3.7.          Vehicle electric range ...... km (according Annex 7 of Regulation No. 101): .........
         4.3.8.          Manufacturer’s recommendation for preconditioning : ...... .....................................
         5.              TRANSMISSION
         5.1.            Clutch (type):.............................................................................................................
         5.1.1.          Maximum torque conversion: ...................................................................................
         5.2.            Gearbox: ...................................................................................................................
         5.2.1.          Type:       ...................................................................................................................
         5.2.2.          Location relative to the engine:.................................................................................
         5.2.3.          Method of control:.....................................................................................................
         5.3.            Gear ratios .................................................................................................... ……….
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                                                                                       page 77
                                Index                    Gearbox ratios            Final drive                      Total ratios
                                                                                   ratios
                     Maximum for CVT (*)
                     1
                     2
                     3
                     4, 5, others
                     Minimum for CVT (*)
                     Reverse
                                          (*) CVT - Continuously variable transmission
         6.                SUSPENSION...........................................................................................................
         6.1.              Tyres and wheels.......................................................................................................
                           ...................................................................................................................................
                           ...................................................................................................................................
                           ...................................................................................................................................
         6.1.1.            Tyre/wheel combination(s) (for 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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         6.1.2.1.2.     Axle 2: .......................................................................................................................
         6.1.2.1.3.     Axle 3: .......................................................................................................................
         6.1.2.1.4.     Axle 4: ................................................................................................................. etc.
         6.1.3.         Tyre pressure(s) recommended by the manufacturer:
                        kPa
         7.             BODYWORK
         7.1.           Number of seats:........................................................................................................
         ____________
         1/     Strike out what does not apply.
         2/     Specify the tolerance.
         3/     This value shall be rounded-off to the nearest tenth of a millimetre.
         4/     This value shall be calculated with ̸ = 3.1416 and rounded-off to the nearest cm3.
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                                                                      Regulation No. 83
                                                                      page 79
                                                              Annex 2
                                                       COMMUNICATION
                                    (maximum format: A4 (210 x 297 mm))
                                                             issued by:              Name of administration:
                                                                                     .........................................
                                                                                     .........................................
                                                                                     ....................... .................
         concerning: 2/    APPROVAL GRANTED
                           APPROVAL EXTENDED
                           APPROVAL REFUSED
                           APPROVAL WITHDRAWN
                           PRODUCTION DEFINITELY DISCONTINUED
         of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to
         Regulation No. 83
         Approval No. ……….                                                                Extension No. ………………..
         1.     Category of the 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.     Engine fuel requirements: petrol/diesel/LPG/CNG: 2/ .........................................................
         3.     Trade name or mark of the vehicle: ......................................................................................
         4.         Vehicle type: .................... Engine type: .........................................................................
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         5.         Manufacturer’s name and address:..................................................................................
         6.         If applicable, name and address of manufacturer's representative:
         7.         Unladen mass of the vehicle: ..........................................................................................
         7.1.       Reference mass of the vehicle:........................................................................................
         8.         Maximum mass of the vehicle: .......................................................................................
         9.         Number of seats (including the driver): ..........................................................................
         10.        Transmission
         10.1.      Manual or automatic or 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.       Vehicle submitted for test on: ...........................................................................................
         12.       Technical service conducting approval tests:....................................................................
         13.       Date of report issued by that service: ................................................................................
         14.       Number of report issued by that service: ..........................................................................
         15.       Approval granted/refused/extended/withdrawn: 2/...........................................................
         16.       Test results: .......................................................................................................................
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                                                                                 page 81
         16.1.       Test Type I: ......................................................................................................................
                   Pollutant       CO            HC                     NOx                      HC + NOx (1)                 Particulates (1)
                                   (g/km)        (g/km)                 (g/km)                   (g/km)                       (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.             Test Type II: 2/
                           CO: ............... per cent at idling speed: ...........................................................min -1
                            (measured at the exhaust).
         16.3.              Test Type III: 2/ ........................................................................................................
         16.4.              Test Type IV: 2/.............................................................................................. g/test
         16.5.              Test Type V: Durability...........................................................................................
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         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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                                                                                 Regulation No. 83
                                                                                 page 83
         17.             Emissions data required for roadworthiness testing ................................................
                  Test                      CO value                   Lambda (1)              Engine speed                  Engine oil
                                            (per cent vol.)                                    (min -1)                      temperature
                                                                                                                                 (°C)
                  Low idle test                                        N/A
                  High idle test
                         (1) Lambda formula: see paragraph 5.3.7.3. of this Regulation
         18.             Position of approval mark on vehicle: ......................................................................
         19.             Place: ........................................................................................................................
         20.             Date:..........................................................................................................................
         21.             Signature:..................................................................................................................
         _____________________
         1/     Distinguishing number of the country which has granted/extended/refused/withdrawn the
         approval (see approval provisions in the Regulation).
         2/     Strike out what does not apply.
         3/     In the case of vehicles equipped with automatic-shift gearboxes, give all pertinent
         technical data.
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         Regulation No. 83
         page 84
                                                      Annex 2 – Appendix 1
                                           OBD – RELATED INFORMATION
         As noted in item 4.2.11.2.7.6. of the information 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:
                                                  Fault          MI
                          Fault Monitoring                                  Secondary                     Demonstration
            Component                          detection activation                      Precondi-tioning
                          code    strategy                                  parameters                        test
                                                 criteria      criteria
                                              Difference
                                                                          Engine speed,
                                  Oxygen        between
                                                                         engine load, A/F Two Type I
              Catalyst   P0420 sensor 1 and sensor 1 and 3rd cycle                                           Type I
                                                                          mode, catalyst      cycles
                                 2 signals      sensor 2
                                                                           temperature
                                                 signals
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                                                                     Regulation No. 83
                                                                     page 85
                                                                     Annex 2 – Appendix 1
                                                             Annex 3
                                  ARRANGEMENTS OF THE APPROVAL MARK
         Approval B (Row A) 1/ - Vehicles approved to the emission levels of gaseous
         pollutants required for feeding the 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
 ---pagebreak--- L 375/308        EN                    Official Journal of the European Union                   27.12.2006
        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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                                                                     E/ECE/324
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                                                                                                      L 375/309
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                                                                     Regulation No. 83
                                                                     page 87
                                                                     Annex 2 – Appendix 1
         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.
 ---pagebreak--- L 375/310        EN                     Official Journal of the European Union                      27.12.2006
                                                            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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                                                                      Regulation No. 83
                                                                      page 89
                                                                      Annex 2 – Appendix 1
         2.3.3.        Vehicles equipped with automatic-shift gearboxes shall be tested with the highest
                       gear ("Drive") engaged. The accelerator shall be used in such a way as to obtain the
                       steadiest acceleration possible, enabling the various gears to be engaged in the
                       normal order. Furthermore, the gear-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.
         2.3.4.        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).
         2.3.5.        At the request of the manufacturer, for a vehicle type where the idle speed of the
                       engine is higher than the engine speed that would occur during operations 5, 12
                       and 24 of the elementary urban cycle (Part One), the clutch may be disengaged
                       during the previous operation.
         2.4.          Tolerances
         2.4.1.        A tolerance of ± 2 km/h shall be allowed between the indicated speed and the
                       theoretical speed during acceleration, 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.
 ---pagebreak--- L 375/312      EN                   Official Journal of the European Union                       27.12.2006
        3.1.1.    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.
        3.1.2.    The exhaust device shall not exhibit any leak likely to reduce the quantity of gas
                  collected, which quantity shall be that emerging from the engine.
        3.1.3.    The tightness of the intake system may be checked to ensure that carburation is not
                  affected by an accidental intake of air.
        3.1.4.    The settings of the engine and of the 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.
        3.1.5.    The vehicle to be tested, or an equivalent vehicle, shall be fitted, if necessary, with a
                  device to permit the measurement of the characteristic parameters necessary for
                  chassis dynamometer setting, in conformity with paragraph 4.1.1. of this annex.
        3.1.6.    The technical service responsible for the tests may verify that the vehicle's
                  performance conforms to that stated by the manufacturer, that it can be used for
                  normal driving and, more particularly, that it is capable of starting when cold and
                  when hot.
        3.2.      Fuel
                  When testing a vehicle against the emission limit values given in row A of the table
                  in paragraph 5.3.1.4. of this Regulation, the 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.
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                                       Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                     L 375/313
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                                                                    Regulation No. 83
                                                                    page 91
                                                                    Annex 2 – Appendix 1
         4.          TEST EQUIPMENT
         4.1.        Chassis dynamometer
         4.1.1.      The dynamometer shall be capable of simulating road load within one of the
                     following classifications:
                     dynamometer with fixed load curve, i.e. a dynamometer whose physical
                     characteristics provide a fixed load curve shape,
                     dynamometer with adjustable load curve, i.e. a dynamometer with at least two road
                     load parameters that can be adjusted to shape the load curve.
         4.1.2.      The setting of the 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
 ---pagebreak--- L 375/314        EN                   Official Journal of the European Union                      27.12.2006
        4.1.5.1.    Dynamometer with fixed load curve: the load simulator shall be adjusted to absorb
                    the power exerted on the driving wheels at a steady speed of 80 km/h and the
                    absorbed power at 50 km/h shall be noted. The means by which this load is
                    determined and set are described in Appendix 3 to this annex.
        4.1.5.2.    Dynamometer with adjustable load curve: the load simulator shall be adjusted in
                    order to absorb the power exerted on the driving wheels at steady speeds of 120, 100,
                    80, 60 and 40 and 20 km/h. The means by 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 the quantity thereof gravimetrically in accordance with
                    paragraph 4.3.1.1.
        4.2.2.      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.
        4.2.3.      Appendix 5 gives examples of three types of constant volume sampler system which
                    satisfy the requirements of this annex.
        4.2.4.      The gas and air mixture shall be 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.
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                                                                    E/ECE/324
                                       Official Journal of the European Union           Rev.1/Add.82/Rev.3
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                                                                    E/ECE/TRANS/505
                                                                    Regulation No. 83
                                                                    page 93
                                                                    Annex 2 – Appendix 1
                     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.
         4.2.7.      If the vehicle being tested is equipped with an exhaust pipe comprising several
                     branches, the connecting tubes shall be connected as near as possible to the vehicle
                     without adversely affecting his operation.
         4.2.8.      Static pressure variations at the exhaust(s) of 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.
         4.2.9.      The various valves used to direct the exhaust gases shall be of a quick-adjustment,
                     quick-acting type.
         4.2.10.     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.
         4.3.        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.
 ---pagebreak--- 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       :          flow through filters;
                      Vmix      :          flow through tunnel;
                      M         :          particulate mass (g/km);
                      Mlimit    :          limit mass of particulates (limit mass in force, g/km);
                      m         :          mass of particulates collected by filters (g);
                      d         :          distance corresponding to the operating cycle km).
                      The particulates sample rate (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.
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                                                                   E/ECE/324
                                      Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                    L 375/317
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                                                                   Regulation No. 83
                                                                   page 95
                                                                   Annex 2 – Appendix 1
                     The ambient air sample shall be measured on the same analyser with an appropriate
                     range.
                     The microgram balance used to determine the weight of all filters shall have
                     accuracy of 5 µg (standard deviation) and readability of 1 µg.
         4.3.1.3.    Ice-trap
                     No gas drying device shall be used 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
 ---pagebreak--- 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.      Volume measurement
        4.4.1.    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.
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                                                               E/ECE/324
                                  Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                L 375/319
                                                               E/ECE/TRANS/505
                                                               Regulation No. 83
                                                               page 97
                                                               Annex 2 – Appendix 1
         4.5.      Gases
         4.5.1.    Pure gases
                   The following pure gases shall be available, if necessary, for calibration and
                   operation:
                   purified nitrogen:
                   (purity: $ 1 ppm C, $ 1 ppm CO, $ 400 ppm 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.
 ---pagebreak--- 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.        PREPARING THE TEST
        5.1.      Adjustment of inertia simulators to the vehicle's translatory inertias
                  An inertia simulator shall be used enabling a total inertia of the rotating masses to
                  be obtained proportional to the reference mass within the following limits:
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                                                                        E/ECE/324
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                                                                                                                L 375/321
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                                                                        Regulation No. 83
                                                                        page 99
                                                                        Annex 2 – Appendix 1
                   Reference mass of vehicle RW(kg)                              Equivalent inertia I (kg)
                              RW % 480                                                    455
                            480 < RW % 540                                                510
                            540 < RW % 595                                                570
                            595 < RW % 650                                                625
                            650 < RW % 710                                                680
                            710 < RW % 765                                                740
                            765 < RW % 850                                                800
                            850 < RW % 965                                                910
                           965 < RW % 1080                                                1020
                          1080 < RW % 1190                                                1130
                          1190 < RW % 1305                                                1250
                          1305 < RW % 1420                                                1360
                          1420 < RW % 1530                                                1470
                          1530 < RW % 1640                                                1590
                          1640 < RW % 1760                                                1700
                          1760 < RW % 1870                                                1810
                          1870 < RW % 1980                                                1930
                          1980 < RW % 2100                                                2040
                          2100 < RW % 2210                                                2150
                          2210 < RW % 2380                                                2270
                          2380 < RW % 2610                                                2270
                              2610 < RW                                                   2270
         If the corresponding equivalent inertia is not available on the 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.
 ---pagebreak--- L 375/322        EN                   Official Journal of the European Union                      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.
                    At the request of the manufacturer, vehicles fitted with positive-ignition engines may
                    be preconditioned with one Part One and two Part Two driving cycles.
                    After this preconditioning, specific for compression-ignition engines, and before
                    testing, compression-ignition and positive-ignition engined vehicles shall be kept in a
                    room in which the temperature remains relatively constant between 293 and 303 K
                    (20 and 30 °C). This conditioning shall be carried out for at least six hours and
                    continue until the engine oil temperature and coolant, if any, are within $ 2 K of the
                    temperature of the room.
        5.3.1.1.    If the manufacturer so requests, the test shall be carried out not later than 30 hours
                    after the vehicle has been run at its normal temperature.
        5.3.1.2.    For positive-ignition engined vehicles 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.
 ---pagebreak--- 27.12.2006      EN
                                                                  E/ECE/324
                                     Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                   L 375/323
                                                                  E/ECE/TRANS/505
                                                                  Regulation No. 83
                                                                  page 101
                                                                  Annex 2 – Appendix 1
         6.        PROCEDURE FOR BENCH TESTS
         6.1.      Special conditions for carrying out the cycle
         6.1.1.    During the test, the test cell 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 H20/kg dry air)
         6.1.2.    The vehicle shall be approximately horizontal during the test so as to avoid any
                   abnormal distribution of the fuel.
         6.1.3.    A current of air of variable speed shall be blown over the vehicle. The blower speed
                   shall be such that, within the operating range of 10 km/h to at least 50 km/h, the
                   linear velocity of the air at the blower outlet is within $ 5 km/h of the corresponding
                   roller speed. The final selection of the blower shall have the following
                   characteristics:
                   Area: at least 0.2 m2;
                   Height of the lower edge above ground: approximately 20 cm;
                   Distance from the front of the vehicle: approximately 30 cm.
                   s an alternative the blower speed shall be fixed at an air speed of at least 6 m/s
                   (21.6 km/h).
                   For special vehicles (e. g. 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.
 ---pagebreak--- 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.    Accelerations shall be so performed that the rate of acceleration is as constant as
                  possible throughout the operation.
        6.4.2.    If an acceleration cannot be carried out in the prescribed time, the extra time required
                  shall be deducted from the time allowed for changing gear, if possible, but otherwise
                  from the subsequent steady-speed period.
        6.4.3.    Automatic-shift gearboxes
                  If an acceleration cannot be carried out in the prescribed time, the gear selector shall
                  operate in accordance with 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.    If the period of deceleration is longer than that prescribed for the corresponding
                  phase, the vehicle's brakes shall be used to enable the timing of the cycle to be
                  complied with.
        6.5.3.    If the period of deceleration is shorter than that prescribed for the corresponding
                  phase, the timing of the theoretical cycle shall be restored by constant speed or idling
                  period merging into the following operation.
 ---pagebreak--- 27.12.2006      EN
                                                                  E/ECE/324
                                     Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                   L 375/325
                                                                  E/ECE/TRANS/505
                                                                  Regulation No. 83
                                                                  page 103
                                                                  Annex 2 – Appendix 1
         6.5.4.    At the end of the deceleration period (halt of the vehicle on the rollers) of the
                   elementary urban cycle (Part One) the gears shall be placed in neutral and the clutch
                   engaged.
         6.6.      Steady speeds
         6.6.1.    "Pumping" or the closing of the 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.        PROCEDURE FOR SAMPLING AND ANALYSIS
         7.1.      Sampling
                   Sampling shall begin (BS) before or at the initiation of the engine start up procedure
                   and end on conclusion of the final idling 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.    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.
         7.2.2.    Prior to each sample analysis, the analyser range to be used for each pollutant shall
                   be set to zero with the appropriate zero gas.
         7.2.3.    The analysers shall then be set to the calibration curves by means of span gases of
                   nominal concentrations of 70 to 100 per cent of the range.
         7.2.4.    The analysers' zeros shall then be rechecked. If the reading differs by more than 2
                   per cent of the range from that set in 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.
 ---pagebreak--- L 375/326      EN                     Official Journal of the European Union                         27.12.2006
        7.2.7.    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.
        7.2.8.    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)                                      d = 0.619 g/1
                                  for diesel (CHl.86)                                      d = 0.619 g/1
                                  for LPG (CH2.525)                                        d = 0.649 g/l
                                  or NG (CH4)                                              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 = m 1 + m2 ,
                                  if m2 > m1,                       the test is cancelled.
 ---pagebreak--- 27.12.2006 EN
                                                          E/ECE/324
                             Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                           L 375/327
                                                          E/ECE/TRANS/505
                                                          Regulation No. 83
                                                          page 105
                                                          Annex 2 – Appendix 1
              Appendix 8 to this annex gives calculations, followed by examples, used to
              determine the mass emissions of gaseous and particulate pollutants.
 ---pagebreak--- 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                                              60                30.8      35.4
             Idling, vehicle moving, clutch engaged on one       9                 4.6
             combination
             Gear-changing                                       8                 4.1
             Accelerations                                       36                18.5
             Steady-speed periods                                57                29.2
             Decelerations                                       25                12.8
                                                                 195               100
        2.2.          Breakdown by use of gears
                                                                 Time (s)          per cent
             Idling                                              60               30.8        35.4
             Idling, vehicle moving, clutch engaged on one       9                4.6
             combination
             Gear-changing                                       8                4.1
             First gear                                          24               12.3
             Second gear                                         53               27.2
             Third gear                                          41               21
                                                                 195              100
 ---pagebreak--- 27.12.2006    EN
                                                             E/ECE/324
                                Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                              L 375/329
                                                             E/ECE/TRANS/505
                                                             Regulation No. 83
                                                             page 107
                                                             Annex 2 – Appendix 1
         2.3.    General information:
                 Average speed during test :                                         19 km/h
                 Effective running time :                                            195 s
                 Theoretical distance covered per cycle :                            1.013 km
                 Equivalent distance for the four cycles :                           4.052 km
 ---pagebreak---                                                                                                                                                                                        L 375/330
     Speed (km/h)
                                                           Part One                                      Part Two
                                                                                                                                                                                        EN
     120
     110
     100
     90
     80
     70
                                         Elementary urban cycle
     60
     50
                                                                                                                                                                          Figure 1/1
     40
                                                                                                                                                                                       Official Journal of the European Union
     30
                                                                                                                                    Operating cycle for the Type I test
     20
     10
BS                                                                                                                             ES
     0
                                                                                                                    Time (s)
                    195                           195                          195                 195   400
                                                                                            1180
                          BS: Beginning of sampling, engine start     ES: End of sampling
                                                                                                                                                                                       27.12.2006
 ---pagebreak--- L 375/331
                                                                                                     Appendix 1
                                                                                                     Table 1.2
                                                                     Elementary urban operating cycle on the chassis dynamometer (Part One)
                                         No.     of   Operation            Phase      Acceleration        Speed    Duration of each               Cumulative   Gear to be used in
                                         operation                                    (m/s2)              (km/h)                                    time         the case of a
                                                                                                                   Operation (s)      Phase (s)      (s)        manual gearbox
                                         1            Idling               1                                             11              11          11         6 s PM + 5 s K1
                                                                                                                                                                      (*)
Official Journal of the European Union
                                         2            Acceleration         2               1.04            0-15           4              4           15                1
                                         3            Steady speed         3                                15            9              8           23                1
                                         4            Deceleration         4               -0.69           15-10          2              5           25                1
                                         5            Deceleration,                        -0.92           10-0           3                          28             K1 (*)
                                                      clutch disengaged
                                         6            Idling               5                                             21              21          49        16 s PM + 5 s K1
                                                                                                                                                                     (*)
                                         7            Acceleration         6               0.83            0-15           5              12          54                1
                                         8            Gear change                                                        2                           56
                                         9            Acceleration                         0.94           15-32          5                           61                2
                                         10           Steady speed             7                            32           24              24          85                2
   EN                                    11           Deceleration             8           -0.75           32-10          8              11          93                2
27.12.2006
 ---pagebreak--- 27.12.2006
                                         12        Deceleration,                         -0.92        10-0            3                                 96             K 2 (*)
                                                   clutch disengaged
                                         13        Idling                   9            0-15         0-15           21                                 117    16 s PM + 5 s K1
                                                                                                                                                                     (*)
                                         14        Acceleration             10                                        5               26                122              1
                                         15        Gear change                                                        2                                 124
                                         16        Acceleration                          0.62         15-35           9                                 133              2
Official Journal of the European Union
                                         17        Gear change                                                        2                                 135
                                         18        Acceleration                          0.52         35-50           8                                 143              3
                                         19        Steady speed             11                            50         12               12                155              3
                                         20        Deceleration             12           -0.52        50-35           8               8                 163              3
                                         21        Steady speed             13                            35         13               13                176              3
                                         22        Gear change              14                                        2               12                178
                                         23        Deceleration                          -0.99        35-10           7                                 185              2
                                         24        Deceleration                  -0.92             10-0         3                               188           K2 (*)
                                                   clutch disengaged
                                         25        Idling              15                                       7               7               195           7 s PM (*)
   EN                                    (*) PM = gearbox in neutral, clutch engaged.       K1, K2 = first or second gear engaged, clutch disengaged.
L 375/332
 ---pagebreak---                                                                                                                                                                                                                                                                                                                                                                                                                      27.12.2006
                                                                                                                                                                                                                                                                                                                                                                                                                     EN
V km/h                                                                                                                                                                                                                    V (km/h)
                                                                                                                                                                                                                                                                            a   ph
                                                                                                                                                                                                                 5                                                       gr
                                                                                                                                                                      = speed (± 2 km/h) and                                          -1 s                            al
                                                                                                                                                                      time (± 1.0 seconds) tolerances                                                            e tic cle
                                      K = declutching            K 1 K 2 = declutching,                                                                                                                                                                        or c y
                                                                                                                               = gear changing                        are combined geometrically                 4                                       T   he of
                          KEY         1 = first gear                               first or second gear engaged                                                       for each point as shown in the inset                              + 2 km /h
                                                                                                                                                                                                                 3
60                                    PM = neutral                        2 = second gear
                                                                          R = idling                                                                                                                             2
                                                                          3 = third gear
                                                                                                                                                                                                     3                                  - 2 km /h
                                                                                                                                                                                                                                                    +1 s
                                                                                                                                                                                                                 1                                                              t (s)
    50 km/h
                                                                                                                                                                                                                             1    2            3         4         5
                                                                                                                                                                                           3
                                                                                                                                                                                      K                               3
                                                                                                                                                                                                                                                    K
40                                                                                                                                                                                                                                3
                                                                                                   2
    35 km/h
    32 km/h
                                                                                                                                                                         2
                                                                           2
                                                                      K                                                                                           K
                                                                                                                                                                                                                                                                                                                                                                        Figure 1/2
                                                                                                                                                                                                                                                                                                                                                                                                                                                  E/ECE/324
                                                                                                                           2                                                                                                                                           2
20
                            1                                                                                                                                                                                                                                                                                                                                                                            Rev.1/Add.82/Rev.3
    15 km/h
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                                  1
                                                                                                                                                                                                                                                                                                                                                                                                                     Official Journal of the European Union
    10 km/h
                  1                                          1                                                                                            1
                                                                                                                                    K2                                                                                                                                               K2
                                                                                                                                                                                                                                                                                              END O F CYCLE: 195 seconds
                                      K1
                                                                                                                                                                                                                                                                                                                           Elementary urban cycle for the Type I test
                                                                                                                                                                                                                                                                                                                                                                                     E/ECE/TRANS/505
    R        K1                        PM        R      K1                                                                           PM         R    K1                                                                                                                               PM R
0                                                                50                                                                       100                                                              150            Seconds                                                                                    200
                                                                                                                                                                                                                                                                  Sequence times
        11            4     8   2 3               21             5    2        5                   24             8            3                21            5   2          9        2        8     12          8               13                  2          7    3      7                                                                                                        Regulation No. 83
        1             2     3   4 5               6              7    8        9                       10         11           12               13            14 15          16       17       18     19         20              21                 22           23        24           25
                                                                                                                                                                                                                                                                    Sequence numbers
        11            4     8    5                21                  12                           24                 11                        21                               26                  12          8               13                              12                       7
                                  1
                                                                                                                                                                                                                                                                                                                                                                                     page 111
                                                                                                                                                                                                                                                                   Partial phase times
                                                                                                                                                                                                                                                                                                                                                                                     Annex 2 – Appendix 1
 ---pagebreak--- 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:                                    20              5.0
             Idling, vehicle moving, clutch                          20              5.0
             engaged on one combination:
                        Gear-shift:                                  6               1.5
                      Accelerations:                                103             25.8
                 Steady-speed periods:                              209             52.2
                      Decelerations:                                 42             10.5
                                                                    400              100
        3.2.                Breakdown by use of gears:
                                                                 Time (s)          per cent
                          Idling:                                    20              5.0
             Idling, vehicle moving, clutch                          20              5.0
             engaged on one combination:
                        Gear-shift:                                  6               1.5
                        First gear:                                  5               1.3
                       Second-gear                                   9               2.2
                       Third gear:                                   8                2
                       Fourth gear:                                  99             24.8
                        Fifth gear:                                 233             58.2
                                                                    400              100
 ---pagebreak--- 27.12.2006    EN
                                                            E/ECE/324
                               Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                             L 375/335
                                                            E/ECE/TRANS/505
                                                            Regulation No. 83
                                                            page 113
                                                            Annex 2 – Appendix 1
         3.3.    General information
                       Average speed during test:                               62.6 km/h
                       Effective running time:                                  400 s
                       Theoretical distance covered per cycle:                  6.955 km
                       Maximum speed:                                           120 km/h
                       Maximum acceleration:                                    0.833 m/s2
                       Maximum deceleration:                                    -1.389 m/s2
 ---pagebreak--- 27.12.2006
                                                                                                    Table 1.3
                                                                               Extra-urban cycle (Part Two) for the Type I test
                                          No. of      Operation     Phase   Acceleration     Speed              Duration of each       Cumulative   Gear to be
                                         operation                             (m/s2)        (km/h)                                      time       used in the
                                                                                                          Operation (s)    Phase (s)      (s)        case of a
                                                                                                                                                      manual
                                                                                                                                                     gearbox
Official Journal of the European Union
                                            1           Idling       1                                          20            20          20            K1 (1)
                                            2        Acceleration    12        0.83            0                 5            41          25              1
                                            3        Gear change                                                 2                        27               -
                                            4        Acceleration              0.62          15-35               9                        36              2
                                            5        Gear change                                                 2                        38               -
                                            6        Acceleration              0.52          35-30               8                        46              3
                                            7        Gear change                                                 2                        48               -
                                            8        Acceleration              0.43          50-70              13                        61              4
                                            9        Steady speed    3                         70               50            50          111             5
                                            10       Deceleration    4         -0.69         70-50               8             8          119       4 s.5 + 4 s.4
   EN
                                            11       Steady speed    5                         50               69            69          188             4
L 375/336
 ---pagebreak--- L 375/337
                                               12         Acceleration          6            0.43             50-70       13           13           201               4
                                               13        Steady speed           7                              70         50           50           251               5
                                               14         Acceleration          8            0.24         70-100          35           35           286               5
                                               15       Steady speed (2)        9                             100         30           30           316             5 (2)
                                               16       Acceleration (2)        10           0.28         100-120         20           20           336             5 (2)
Official Journal of the European Union
                                               17       Steady speed (2)        11                            120         10           20           346             5 (2)
                                               18       Deceleration (2)        12           -0.69        120-80          16           34           362             5 (2)
                                               19       Deceleration (2)                     -1.04            80-50        8                        370             5 (2)
                                               20        Deceleration,                       1.39             50-0        10                        380             K5 (1)
                                                       clutch disengaged
                                               21             Idle              13                                        20           20           400            PM (1)
                                         (1)        PM = gearbox on neutral, clutch engaged.
                                                    K1,K5 = first or second gear engaged, clutch disengaged
                                         (2)        Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission
   EN                                               with more than five gears.
27.12.2006
 ---pagebreak---                                                                                                                                                                                                                               L 375/338
Speed (km/h)
    120                                                                                                           17                                                                                                           EN
    110
                                                                                                             16
    100                                                                                                15
                                                                                                                             18
     90
                                                                                                  14
     80                                                  Operation number
     70                                        9                                       13
                                                                                                                                  19
     60                                    8             10                 12
     50                                7                              11                                                                                                                                         Figure 1/3
                                   6
     40
                                                                                                                                                                                                                              Official Journal of the European Union
                               5
     30
                           4                                                                                                           20
     20
                                                                                                                                                              Extra-urban cycle (Part Two) for the Type I test
                       3
     10
                   2
               1                                                                                                                        21
      0
          0                            50          100              150          200        250        300             350                   400
                                                                                                                                                   Time (s)
                                                                                                                                                                                                                              27.12.2006
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                                                                 E/ECE/324
                                    Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                   L 375/339
                                                                 E/ECE/TRANS/505
                                                                 Regulation No. 83
                                                                 page 117
                                                                 Annex 2 – Appendix 1
                                               Annex 4 - Appendix 2
                                          CHASSIS DYNAMOMETER
         1.        DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE
         1.1.      Introduction
                   In the event that the total resistance to progress on the road cannot be reproduced
                   on the chassis dynamometer between speeds of 10 km/h and 120 km/h, it is
                   recommended that a chassis dynamometer having the characteristics defined below
                   should be used.
         1.2.      Definition
         1.2.1.    The chassis dynamometer may have one or two rollers.
                   The front roller shall drive, directly or indirectly, the inertial masses and the power
                   absorption device.
         1.2.2.    The load absorbed by the brake and 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:
                   F =     total load absorbed by the chassis dynamometer (N)
                   a =     value equivalent to rolling resistance (N)
                   b =     value equivalent to coefficient of air resistance (N/(km/h)2)
                   V =     speed (km/h)
                   F80 =   load at 80 km/h (N).
         2.        METHOD OF CALIBRATING THE DYNAMOMETER
         2.1.      Introduction
                   This Appendix describes the 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.
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                  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.    Measure the rotational speed of the roller if this has not already been done. A fifth
                  wheel, a revolution counter or some other method may be used.
        2.2.2.    Place the vehicle on the dynamometer or devise some other method of starting-up
                  the dynamometer.
        2.2.3.    Use the flywheel or any other system of inertia simulation for the particular inertia
                  class to be used.
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                                                           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.         Bring the dynamometer to a speed of 80 km/h.
         2.2.5.         Note the load indicated Fi (N)
         2.2.6.         Bring the dynamometer to a speed of 90 km/h.
         2.2.7.         Disconnect the device used to start-up the dynamometer.
         2.2.8.         Note the time taken by 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.
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        2.2.11.         Calculate the load absorbed using the formula:
                        where:
                        F          =       load absorbed (N)
                        Mi         =       equivalent inertia in kg (excluding the inertial effects of
                                             the free rear roller)
                        ȚV         =       Speed deviation in m/s ( 10 km/h = 2.775 m/s)
                        t          =       time taken by the roller to pass from 85 km/h to 75 km/h.
             Figure 2/2 shows the load indicated at 80 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.         The requirements of paragraphs 2.2.3. to 2.2.12. above shall be repeated for all
                        inertia classes to be used.
        2.3.            Calibration of the load indicator as a 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.
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         2.4.        Verification of the load-absorption curve of the dynamometer from a reference
                     setting at a speed of 80 km/h
         2.4.1.      Place the vehicle on the dynamometer or devise some other method of starting-up
                     the dynamometer.
         2.4.2.      Adjust the dynamometer to the absorbed load (F) at 80 km/h.
         2.4.3.      Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h.
         2.4.4.      Draw the curve F(V) and verify that it corresponds to the requirements of
                     paragraph 1.2.2. of this Appendix.
         2.4.5.      Repeat the procedure set out in 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.
         2.5.        The same procedure shall be used for force or torque calibration.
         3.          SETTING OF THE DYNAMOMETER
         3.1.        Setting method
         3.1.1.      Introduction
                     This method is not a preferred method and 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.    Drive the vehicle at a steady speed of 80 km/h, recording speed and vacuum (or
                     absolute pressure) in accordance with the requirements of paragraph 3.1.2. above.
         3.1.3.3.    Repeat procedure set out in paragraph 3.1.3.2. above three times in each direction.
                     All six runs must be completed within four hours.
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        3.1.4.      Data reduction and acceptance criteria
        3.1.4.1.    Review results obtained in accordance with paragraphs 3.1.3.2. and 3.1.3.3. above.
                    (Speed must not be lower than 79.5 km/h or greater than 80.5 km/h for more than
                    one second). For each run, read vacuum level at one second intervals, calculate
                    mean vacuum and standard deviation (s). This calculation shall consist of no less
                    than 10 readings of vacuum.
        3.1.4.2.    The standard deviation must not exceed 10 per cent of the mean (v) for each run.
        3.1.4.3.    Calculate the mean value for the six runs (three runs in each direction).
        3.1.5.      Dynamometer setting
        3.1.5.1.    Preparation
                    Perform the operations specified in paragraphs 5.1.2.2.1. to 5.1.2.2.4. of
                    Appendix 3 to this annex.
        3.1.5.2.    Load setting
                    After warm-up, drive the vehicle at a steady speed of 80 km/h and adjust
                    dynamometer load to reproduce the vacuum reading (v) obtained in accordance
                    with paragraph 3.1.4.3. above. Deviation 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:
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         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.
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                                                 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.            ATMOSPHERIC CONDITIONS
        3.1.          Wind
                      Testing shall be limited to wind speeds averaging less than 3 m/s with peak speeds
                      of less than 5 m/s. In addition, the vector component of the wind speed across the
                      test road shall be less than 2 m/s. Wind 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.            VEHICLE PREPARATION 1/
        4.1.          Selection of the test vehicle
        1/       For HEV, and until uniform technical provisions have been established, the
        manufacturer will agree with the technical service concerning the status of the vehicle when
        performing the test as defined in this appendix.
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                   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
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                    The following checks shall be made in accordance with the manufacturer's
                    specifications for the use considered:
                    wheels, wheel trims, tyres (make, type, pressure),
                    front axle geometry,
                    brake adjustment (elimination of parasitic drag), lubrication of front and rear axles,
                    adjustment of the suspension and vehicle level, etc.
        4.4.        Preparation for the test
        4.4.1.      The vehicle shall be loaded to its 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.
        4.4.2.      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.
        4.4.3.      The vehicle shall be clean.
        4.4.4.      Immediately prior to the test, the vehicle shall be brought to normal running
                    temperature in an appropriate manner.
        5.          METHODS
        5.1.        Energy variation during coast-down method
        5.1.1.      On the road
        5.1.1.1.    Test equipment and error
                    Time shall be measured to an error lower than ± 0.1 s.
                    Speed shall be measured to an error lower than ± 2 per cent.
        5.1.1.2.    Test procedure
        5.1.1.2.1.  Accelerate the vehicle to a speed 10 km/h greater than the chosen test speed V.
        5.1.1.2.2.  Place the gearbox in 'neutral' position
        5.1.1.2.3.  Measure the time taken (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
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         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,                                      n
                                                                                          (Ti / T )2
                             s = standard deviation                                  Å
                                                                                     i ?1     n /1
              n
                      4      5       6        7          8         9      10     11        12       13   14      15
              t      3.2    2.8     2.6      2.5        2.4       2.3     2.3    2.2       2.2      2.2  2.2     2.2
           t/ n      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
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                     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=
                                         RR
                                             ]1 - K R *t / t 0 +_ - R AERO .ÆÇÇ p0 Ö××
                                         RT                          RT È p Ø
                     where:
                     RR         =        rolling resistance at speed V
                     RAERO      =        aerodynamic drag at speed V
                     RT         =        total driving resistance = RR + RAERO
                     KR         =        temperature correction factor of rolling resistance, taken to be
                                          equal to: 8.64 C 10-3/°C, or the manufacturer’s correction
                                         actor that is approved by the authority
                     t          =        road test ambient temperature in °C
                     t0         =        reference ambient temperature = 20 °C
                     ʼ          =        air density at the test conditions
                     ʼ0         =        air density at the 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
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                                 20                            7.24 C 10-5              0.82
                                 40                            1.59 C 10-4              0.54
                                 60                            1.96 C 10-4              0.33
                                 80                            1.85 C 10-4              0.23
                                 100                           1.63 C 10-4              0.18
                                 120                           1.57 C 10-4              0.14
         5.1.2.      On the dynamometer
         5.1.2.1.    Measurement equipment and accuracy
                     The equipment shall be identical to that used on the road.
         5.1.2.2.    Test procedure
         5.1.2.2.1.  Install the vehicle on the test dynamometer.
         5.1.2.2.2.  Adjust the tyre pressure (cold) of the driving wheels as required by the
                     dynamometer.
         5.1.2.2.3.  Adjust the equivalent inertia of the dynamometer.
         5.1.2.2.4.  Bring the vehicle and dynamometer to operating temperature in a suitable
                     manner.
         5.1.2.2.5.  Carry out the operations specified in paragraph 5.1.1.2. above (with the
                     exception of paragraphs 5.1.1.2.4. and 5.1.1.2.5.), replacing M by I in the
                     formula set out in paragraph 5.1.1.2.7.
         5.1.2.2.6.  Adjust the brake to reproduce the corrected power (paragraph 5.1.1.2.8.) and to
                     take into account the difference between the vehicle mass (M) on the track and
                     the equivalent inertia test mass (I) to be used. This may be done by calculating
                     the mean corrected road coast down time from 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.
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        5.1.2.2.7.  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.
        5.2.        Torque measurements method at constant speed
        5.2.1.      On the road
        5.2.1.1.    Measurement equipment and error
                    Torque measurement shall be carried out with an appropriate measuring device
                    accurate to within $ 2 per cent.
                    Speed measurement shall be accurate to within $ 2 per cent.
        5.2.1.2.    Test procedure
        5.2.1.2.1.  Bring the vehicle to the chosen stabilised speed V.
        5.2.1.2.2.  Record the torque 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
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                     where K has the value specified in paragraph 5.1.1.2.8. of this appendix.
         5.2.2.      On the dynamometer
         5.2.2.1.    Measurement equipment and error
                     The equipment shall be identical to that used on the road.
         5.2.2.2.    Test procedure
         5.2.2.2.1.  Perform the operations specified in paragraphs 5.1.2.2.1. to 5.1.2.2.4. above.
         5.2.2.2.2.  Perform the operations specified in paragraphs 5.2.1.2.1. to 5.2.1.2.4. above.
         5.2.2.2.3.  Adjust the power absorption unit to reproduce the corrected total track torque
                     indicated in paragraph 5.2.1.2.7. above.
         5.2.2.2.4.  Proceed with the same operations as in paragraph 5.1.2.2.7., for the same
                     purpose.
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                                             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.      PRINCIPLE
        2.1.    Drawing-up working equations
                Since the dynamometer is subjected to variations in the rotating speed of the
                roller(s), the force at the surface of the roller(s) can be expressed by the formula:
                where:
                F =        force at the surface of the roller(s),
                I =        total inertia of the dynamometer (equivalent inertia of the vehicle: see the
                           table in paragraph 5.1.),
                IM =       inertia of the mechanical masses of the dynamometer,
                ʱ =        tangential acceleration at roller surface,
                F1 =       inertia force.
                Note: An explanation of this formula with reference to dynamometers with
                mechanically simulated inertia’s is appended.
                Thus, total inertia is expressed as follows:
                              I = Im+ F1 /ʱ
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                   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.        SPECIFICATION
         3.1.      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.      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.
         4.        VERIFICATION PROCEDURE
         4.1.      Verification is carried out during each test throughout the cycle defined in
                   paragraph 2.1. of Annex 4.
         4.2.      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.
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                                             Annex 4 - Appendix 5
                             DEFINITION OF GAS-SAMPLING SYSTEMS
        1.        INTRODUCTION
        1.1.      There are several types of sampling devices capable of meeting the requirements
                  set out in paragraph 4.2. of Annex 4.
                  The devices described in paragraphs 3.1. and 3.2. shall be deemed acceptable if
                  they satisfy the main criteria relating to the variable dilution principle.
        1.2.      In its communications, the laboratory shall mention the system of sampling used
                  when performing the test.
        2.        CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR
                  MEASURING EXHAUST-GAS EMISSIONS
        2.1.      Scope
                  This section shall specify the operating characteristics of an exhaust-gas sampling
                  system intended to be used for 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.    The vehicle exhaust gases shall be continuously diluted with ambient air under
                  specified conditions;
        2.1.2.    The total volume of the mixture of exhaust gases and dilution air shall be measured
                  accurately;
        2.1.3.    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.
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         2.2.        Technical summary
                     Figure 5/1 gives a schematic diagram of the sampling system.
         2.2.1.1.    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.
         2.2.2.      The exhaust-gas sampling system shall be so designed as to make it possible to
                     measure the average volume concentrations of the 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.      The system shall enable the total volume of the diluted exhaust gases to be
                     measured.
         2.2.6.      The sampling system shall be gas-tight. The design of the variable-dilution
                     sampling system and the materials that go to make it up shall be such that they do
                     not affect the pollutant concentration in the diluted exhaust gases. Should any
                     component in the system (heat exchanger, cyclone separator, blower, etc.) change
                     the concentration of any of the pollutants in the diluted exhaust gases and the fault
                     cannot be corrected, then sampling for that pollutant shall be carried out upstream
                     from that component.
         2.2.7.      If the vehicle tested is equipped with an exhaust system with several outlets, the
                     connecting tubes shall be connected by a manifold installed as near as possible to
                     the vehicle.
         2.2.8.      The gas samples shall be collected in sampling bags of adequate capacity so as not
                     to hinder the gas flow during the 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).
         2.2.9.      The variable-dilution system shall be so designed as to enable the exhaust gases to
                     be sampled without appreciably changing the back-pressure at the exhaust pipe
                     outlet (see paragraph 2.3.1.1. below).
 ---pagebreak---                                                                                                                                                                                                                                                      L 375/358
                Air
                                                                                                                                                                                                                                                      EN
                                                                                 Measurement of the
              Air filter                                                            pressure and
             (optional)                                                          temperature of the
                                                                                      mixture
                                      Ambient-air sampling bag                                                   Diluted exhaust-gases
                                      (sample taken during test)                                                 sampling bag (sample taken
                                                                    Flow meter                                   during test)               Flow meter
                           Filter                                                                     Filter
                                    Flow control valve       Pump                                              Flow control valve       Pump
                                                                                                                                                                                                                                        Figure 5/1
                                                         Conditioning of the                                          Suction device/
                                                              mixture                                               Volume measuring
                                                                                                                                                                                                                                                     Official Journal of the European Union
          Mixing chamber
Vehicle                                                     (if necessary)                                               device
                                                                                                                                               To the
exhaust                                                                                                                                        atmosphere
gases
                               Sampling pre-heating
                                  position for
                                 diesel engines
                                                                                                                                                            Diagram of a variable-dilution system for measuring exhaust gas emissions
                                                                                                                                                                                                                                                     27.12.2006
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                                                                  Regulation No. 83
                                                                  page 137
                                                                  Annex 2 – Appendix 1
         2.3.        Specific requirements
         2.3.1.      Exhaust-gas collection and dilution device
         2.3.1.1.    The connecting tube between the 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.
 ---pagebreak--- 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.      The pressure measurements shall have a precision and an accuracy of ± 0.4 kPa
                      during the test.
        2.3.3.4.      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).
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                                                                  page 139
                                                                  Annex 2 – Appendix 1
         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
                     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.
         2.4.        Additional sampling unit for the testing of vehicles equipped with a compression-
                     ignition engine
         2.4.1.      Unlike the taking of gas samples from vehicles equipped with spark-ignition
                     engines, the hydrocarbon and particulate sampling points are located in a dilution
                     tunnel.
         2.4.2.      In order to reduce heat losses in 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.
         2.4.3.      Predominantly turbulent flow conditions (Reynolds number & 4000) shall apply in
                     the dilution tunnel, which shall consist of a straight tube of electrically-conductive
                     material, in order to guarantee that the diluted exhaust gas is homogeneous at the
                     sampling points and that the samples consist of representative gases and
                     particulates. The dilution tunnel shall be at least 200 mm in diameter and the
                     system shall be earthed.
         2.4.4.      The particulate sampling system shall consist of a sampling probe in the dilution
                     tunnel and two series-mounted filters. 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.
 ---pagebreak--- L 375/362      EN                  Official Journal of the European Union                     27.12.2006
        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.
        2.4.6.    The sample gas flow measuring unit shall consist of pumps, gas flow regulators and
                  flow measuring units.
        2.4.7.    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.
        2.4.8.    All heated parts shall be maintained at a temperature of 463 K (190 °C) $ 10 K by
                  the heating system.
        2.4.9.    If it is not possible to compensate for variations in the flow rate provision shall be
                  made for a heat exchanger and a temperature control device as specified in
                  paragraph 2.3.3.1. so as to ensure that the flow rate in the system is constant and
                  the sampling rate accordingly proportional.
 ---pagebreak--- 27.12.2006 EN
                                            E/ECE/324
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                                            Regulation No. 83
                                            page 141
                                            Annex 2 – Appendix 1
                                  Figure 5/2
              Particulate sampling probe configuration
 ---pagebreak--- L 375/364        EN                 Official Journal of the European Union                    27.12.2006
        3.          DESCRIPTION OF THE DEVICES
        3.1.        Variable dilution device with positive displacement pump
                    (PDP-CVS) (Figure 5/3)
        3.1.1.      The positive displacement pump - constant volume sampler (PDP-CVS) satisfies
                    the requirements of this Annex by 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.
        3.1.2.      Figure 5/3 is a schematic drawing of such a sampling system. Since various
                    configurations can produce accurate results, exact conformity with the drawing is
                    not essential. Additional 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.    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;
        3.1.3.4.    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;
        3.1.3.5.    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
 ---pagebreak--- 27.12.2006        EN
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                                                                   Annex 2 – Appendix 1
         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.    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;
         3.1.3.7.    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;
         3.1.3.8.    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;
         3.1.3.9.    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);
 ---pagebreak--- L 375/366        EN                  Official Journal of the European Union                      27.12.2006
        3.1.3.16.   Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air
                    during the test; they shall be of sufficient capacity not to impede the sample flow;
                    the bag material shall be such as to affect neither the measurements themselves nor
                    the chemical composition of the gas samples (for instance: laminated
                    polyethylene/polyamide films, or fluorinated polyhydrocarbons);
        3.1.3.17.   A digital counter (C), to register the number of revolutions performed by the
                    positive displacement pump during the test.
        3.1.4.      Additional equipment required when 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                 is a heated filter,
                    S3                 is a hydrocarbon sampling point,
                    Vh                 is a heated multi-way valve,
                    Q                  is a quick connector to allow the ambient air sample BA to be
                                       analysed on the HFID,
                    HFID               is a heated flame ionisation analyser,
                    R and I            are a means of integrating and recording the instantaneous
                                       hydrocarbon concentrations,
                    Lh                 is a heated sample line.
                    All heated components shall be maintained at 463 K (190 °C) ± 10 K.
                    Particulate sampling system:
                    S4        Sampling probe in the dilution tunnel,
                    Fp        Filter unit consisting of two series-mounted filters; switching arrangement
                              for further parallel-mounted pairs of filters,
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                                                                Regulation No. 83
                                                                page 145
                                                                Annex 2 – Appendix 1
                   Sampling line,
                   Pumps, flow regulators, flow measuring units.
         3.2.      Critical-flow venturi dilution device (CFV-CVS) (Figure 5/4)
         3.2.1.    The use of a critical-flow venturi in connection with the CVS sampling procedure
                   is based on the principles of flow 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.
 ---pagebreak---                                                                                                                                                                                                                                                   L 375/368
                                                                                                                                                                                                                                                   EN
                                                                         To vent
                                                                                                                       To vent
                                                                                          V          Q
             Ambient air                                                                                          BA                    V
                                                                                                                                                            BE
                                                                                              FL                                                  Q
              B
                  S1I                                                P                                        F
                                                                                   N                                    P                   FL
                                                                                                                                  N
                                                                                                         S2
                                                           S4
                   M
                                                S3                                 H
                                                                                                                            T1
                                                                                   TC                                            G1
                                                                                                   PDP
                                                                                                                                                        C
                                                                                                                                                 5678
Figure 5/4                                                                                                                                                                                                                           Figure 5/3
                                                                                                                            G2
                                                                Fp                                                                To vent
                                                                                                                                                                                                                                                  Official Journal of the European Union
                                                                           T
                                                                                   G
                                      Fh
                                                                     P
                                                                                                                       To vent
                               I
                    R
                                                     Zero air
                        HFID
                                                     Vh
                                                                N
                                                                                                                                                                 Constant volume sampler with positive displacement pump (PDP-CVS)
                                            Q
                                                                          HC - span gas
                                                     BA
                                                                N
             Required for diesel testing only                                                                                                                                                                                                     27.12.2006
 ---pagebreak--- 27.12.2006            EN
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                                                                                                    page 147
                                                                                                    Annex 2 – Appendix 1
                                     Constant volume sampler with critical-flow venturi (CFV-CVS System)
                                                       BE
                                                        Q
                                                                  FL
                                                 V
                                                                                                         BL
                                                                       PS
                           To vent
                                                                                                                    To vent
                                                                  P
                                                                                      G        MV
                                                             F
                                                                       SV
                                             BA
                                                                            S2
                                                                                               T
                                                                                 CS
                                 Q
                                                       FL
                                     V
                                                                                                                                                     HC - span gas
                                                                  N              H        TC              G
                 To vent                                                                                 T
                                                            P                                                  P
                                                                                                    Fp                                           N                    N
                                                                            S4
                                                                                                                              Zero air      Vh                   BA
                                                                                 S3
                                                                                                                                                 Q
                                                                                                                                                                          Required for diesel testing only
                                                                                                               Fh
                                                                                                                        I
                                                                                                                                         HFID
                                         Ambient air
                                                                                                                              R
                                                            S1I              H
                                                        B
        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
 ---pagebreak--- L 375/370        EN                  Official Journal of the European Union                        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.    Two sampling probes (S1 and S2) for taking samples of the dilution air, as well as
                    of the diluted exhaust gas;
        3.2.3.5.    A sampling critical-flow venturi (SV), to take proportional 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.    Pumps (P), to collect part of the flow of air and diluted exhaust gas in bags during
                    the test;
        3.2.3.8.    A flow controller (N), to ensure a 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
                     the chemical composition of the gas samples (for instance: laminated
                     polyethylene/polyamide films, or fluorinated poly-hydrocarbons);
         3.2.3.14.   A pressure gauge (G), which 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                 is a heated filter,
                     S3                 is a hydrocarbon sample,
                     Vh                 is a heated multi-way valve,
                     Q                  is a quick connector to allow the ambient air sample BA to be
                                        analysed on the HFID,
                     HFID               is a heated flame ionisation analyser,
 ---pagebreak--- L 375/372 EN                 Official Journal of the European Union                   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       Sampling probe in dilution tunnel,
             Fp       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
                                              Annex 4 - Appendix 6
                            METHOD OF CALIBRATING THE EQUIPMENT
         1.        ESTABLISHMENT OF THE CALIBRATION CURVE
         1.1.      Each normally used operating range is calibrated in accordance with the
                   requirements of paragraph 4.3.3. of Annex 4 by the following procedure:
         1.2.      The analyser calibration curve is established by at least five calibration points
                   spaced as uniformly as possible. The nominal concentration of the calibration gas
                   of the highest concentration shall be not less than 80 per cent of the full scale.
         1.3.      The calibration curve is calculated by the least squares method. If the resulting
                   polynomial degree is greater than 3, the number of calibration points shall be at
                   least equal to this polynomial degree plus 2.
         1.4.      The calibration curve shall not differ by more than $ 2 per cent from the nominal
                   value of each calibration gas.
         1.5.      Trace of the calibration curve
                   From the trace of the calibration curve and the calibration points, it is possible to
                   verify that the calibration has been carried out correctly. The different characteristic
                   parameters of the analyser shall be indicated, particularly:
                             the scale,
                             the sensitivity,
                             the zero point,
                             the date of carrying out the calibration.
         1.6.      If it can be shown to the satisfaction of the technical service that alternative
                   technology (e.g. computer, electronically controlled range switch, etc.) can give
                   equivalent accuracy, then these alternatives may be used.
         1.7.      Verification of the calibration
         1.7.1.    Each normally used operating range shall be checked prior to each analysis in
                   accordance with the following:
         1.7.2.    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.
 ---pagebreak--- L 375/374      EN                 Official Journal of the European Union                         27.12.2006
        1.7.3.    If, for the two points considered, the value found does not differ by more than
                  $ 5 per cent of the full scale from the theoretical value, the adjustment parameters
                  may be modified. Should this not be the case, a new calibration curve shall be
                  established in accordance with paragraph 1 of this appendix.
        1.7.4.    After testing, zero gas and the same 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.
        2.        CHECKING FOR FID HYDROCARBON RESPONSE
        2.1.      Detector response optimisation
                  The FID shall be adjusted, as specified by the instrument manufacturer. Propane in
                  air should be used, to optimise the 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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                                                              Annex 2 – Appendix 1
                            Propylene and purified air:                 0.90 < Rf < 1.00
                            Toluene and purified air:                   0.90 < Rf < 1.00
                 Relative to a response factor (Rf) of 1.00 for propane and purified air.
         2.4.    Oxygen interference check and recommended limits
                 The response factor shall be determined as described in 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.
         3.1.    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.
         3.2.    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.
         3.3.    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 in paragraph 3.1. above. Record the indicated
                 concentration (d).
         3.4.    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).
 ---pagebreak--- L 375/376         EN                          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
                                                                                     Flow control solenoid valve
                                  O2 or Air supply
                        Flow-control valvu
                        Flowmeter
                                                                       VARIAC
                                                                                                                    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:
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         3.8.        The efficiency of the converter shall not be less than 95 per cent.
         3.9.        The efficiency of the converter shall be tested at least once a week.
         4.          CALIBRATION OF THE CVS SYSTEM
         4.1.        The CVS system shall be calibrated by using an accurate flow-meter and a
                     restricting device. The flow through the system shall be measured at various
                     pressure readings and the control parameters of the system measured and related to
                     the flows.
         4.1.1.      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.
         4.1.2.      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.
         4.2.        Calibration of the positive displacement pump (PDP)
         4.2.1.      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.
         4.2.2.      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:
         4.2.2.1.    The pump pressures shall be measured at tappings on the pump rather than at the
                     external piping on the pump inlet and 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;
 ---pagebreak--- L 375/378        EN                 Official Journal of the European Union                      27.12.2006
        4.2.2.2.    Temperature stability shall be maintained during the calibration. The laminar flow-
                    meter is sensitive to inlet temperature oscillations which cause the data points to be
                    scattered. Gradual changes of $ 1 K in temperature are acceptable as long as they
                    occur over a period of several minutes;
        4.2.2.3.    All connections between the flow-meter and the CVS pump shall be free of any
                    leakage.
        4.2.3.      During an exhaust emission test, the measurement of these same pump parameters
                    enables the user to calculate the flow rate from the calibration equation.
        4.2.3.1.    Figure 6/2 of this appendix 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)                                 0.2 K
                    air temperature at LFE (ETI)                            0.15 K
                    pressure depression upstream of LFE (EPI)               0.01 kPa
                    pressure drop across the LFE matrix (EDP)              $ 0.0015 kPa
                    air temperature at CVS pump inlet (PTI)                $ 0.2 K
                    air temperature at CVS pump outlet (PTO)               $ 0.2 K
                    pressure depression at CVS pump inlet (PPI) $ 0.22 kPa
                    pressure head at CVS pump outlet (PPO)                 $ 0.22 kPa
                    pump revolutions during test period (n)                $ 1 1/min
                    elapsed time for period (minimum 250 s) (t)            $ 0.1 s
        4.2.3.2.    After the system has been connected as shown in Figure 6/2 of this Appendix, set
                    the variable restrictor in the wide-open position and run the CVS pump for 20
                    minutes before starting the calibration.
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           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
                                                  6
                           EPI             EDP 5
                                                  4
                                                  3
                                                  2
                                                  1
                                            1
                                            2     0
                                            3     1
                                            4     2
                                            5     3
                                            6     4          Variable-flow
                    Filter                        5          restrictor
                   ETI                LFE                                              Surge control
                                                                                       valve (snubber)
                                                        PTI                       PTI
                                                Temperature
                                                indicator
                                                        PTO                       PPO
                                                          Revolutions         n
                                                                              t            Manometer
                                                          elapsed time
 ---pagebreak--- L 375/380        EN                 Official Journal of the European Union                     27.12.2006
        4.2.4.      Data analysis
        4.2.4.1.    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.
        4.2.4.2.    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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                                                                       Annex 2 – Appendix 1
                     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
                                                                  6
                                                            EDP   5
                                           EPI                    4
                                                                  3
                                                                  2
                                                                  1
                                                             1
                                                             2    0
                                                             3    1
                                                             4    2
                                                             5    3
                                                             6    4     Variable-flow
                                 Filter                           5     restrictor
                                                                                            Surge control
                                                                                            valve
                                                       LFE
                             ETI
                                                                                              Manometer
                                        Thermometer
                                                                                  Vacuum
                                                                                  gauge
         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.
 ---pagebreak--- L 375/382      EN                 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.    The manufacturer's recommended procedure shall be followed for calibrating
                  electronic portions of the CFV.
        4.3.3.    Measurements for flow calibration of the critical flow venturi are required and the
                  following data shall be found 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)                                          $ 0.5 per cent,
                  CFV inlet depression (PPI)                             $Ṟ0.02 kPa,
                  temperature at venturi inlet (Tv)                      $ 0.2 K.
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                                                                Annex 2 – Appendix 1
         4.3.4.    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.
         4.3.5.    The variable-flow restrictor shall be set to the open position, the blower shall be
                   started and the system stabilised. Data from all instruments shall be recorded.
         4.3.6.    The flow restrictor shall be varied and at least eight readings across the critical flow
                   range of the venturi shall be made.
         4.3.7.    The data recorded during the calibration shall be used in the following calculations.
                   The air flow-rate (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.
 ---pagebreak--- L 375/384    EN                  Official Journal of the European Union                       27.12.2006
                                            Annex 4 - Appendix 7
                                  TOTAL SYSTEM VERIFICATION
        1.      To comply with the requirements of paragraph 4.7. of Annex 4, the total accuracy
                of the CVS sampling system and analytical system shall be determined by
                introducing a known mass of a pollutant 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.
        2.      Metering a constant flow of pure gas (CO or C3H8)
                using a critical flow orifice device
        2.1.    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.
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                                                                Annex 4 – Appendix 7
                                              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:
                                                                                 (1)
                   where:
                   Mi     =      mass emission of the pollutant i in grams per kilometer,
                   Vmix =        volume of the diluted exhaust gas expressed in litres per test and
                                 corrected to standard conditions (273.2 K and 101.33 kPa),
                   Qi     =      density of the pollutant i in grams per litre at normal temperature and
                                 pressure (273.2 K and 101.33 kPa),
                   kh     =      humidity correction factor used for the calculation of the mass
                                 emissions of oxides of nitrogen. There is no humidity correction for
                                 HC and CO,
                   Ci     =      concentration of the pollutant i in the diluted exhaust gas expressed in
                                 ppm and corrected by the amount of the pollutant i contained in the
                                 dilution air,
                   d        =    distance corresponding to the operating cycle in kilometres.
         1.2.      VOLUME DETERMINATION
         1.2.1.    Calculation of the volume when a 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
 ---pagebreak--- L 375/386      EN                 Official Journal of the European Union                         27.12.2006
                  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:
                                                                                       (2)
                  in which:
                                                                                       (3)
                  where:
                  PB =      barometric pressure in the test room in kPa,
                  P1 =      vacuum at the inlet to the positive displacement pump in kPa relative to
                            the ambient barometric pressure,
                  Tp =      average temperature of the diluted exhaust gas entering the positive
                            displacement pump during the test (K).
        1.3.      CALCULATION              OF       THE CORRECTED          CONCENTRATION                OF
                  POLLUTANTS IN THE SAMPLING BAG
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                                                           Annex 4 – Appendix 7
                                                                                          (4)
              where:
              Ci =      concentration of the pollutant i in the diluted exhaust gas, expressed in
                        ppm and corrected by the amount of i contained in the dilution air,
              Ce =      measured concentration of pollutant i in the diluted exhaust gas,
                        expressed in ppm,
              Cd =      concentration of pollutant i in the air used for dilution, expressed in ppm,
              DF =      dilution factor.
              The dilution factor is calculated as follows:
              For petrol and diesel
              DF =                                                   for petrol and diesel (5a)
              DF =                                                   for LPG            (5b)
              DF =
                                                                     For NG             (5c)
              In these equations:
              CCO2           =                  concentration of CO2 in the diluted exhaust gas
                                                contained in the sampling bag, expressed in per cent
                                                volume,
              CHC           =                   concentration of HC in the diluted exhaust gas
                                                contained in the sampling bag, expressed in ppm
                                                carbon equivalent,
              CCO           =                   concentration of CO in the diluted exhaust gas
                                                contained in the sampling bag, expressed in ppm.
 ---pagebreak--- L 375/388        EN                  Official Journal of the European Union                       27.12.2006
        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 =      relative humidity of the ambient air expressed as a percentage,
                    Pd =      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.
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                                                                 Annex 4 – Appendix 7
         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               Dilution-air sample
                      HC (1)             92 ppm                               3.0 ppm
                      CO                 470 ppm                              0 ppm
                      NOx                70 ppm                               0 ppm
                      CO2                1.6 per cent by volume               0.03 per cent by volume
                     (1) in ppm carbon equivalent
         1.5.2.      Calculations
         1.5.2.1.    Humidity correction factor (kH) (see formula 6):
                      H =10.5092
 ---pagebreak--- L 375/390        EN                  Official Journal of the European Union                    27.12.2006
        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        = C e - Cd
                    Ci        = 92 - 3 (1-)
                    Ci        = 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 ·
                            2.88
                    MHC =              g/km
                             d
                    CO, mass emissions (see formula (1))
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                                                             Annex 4 – Appendix 7
                                                    1
                 MCO = CCO . Vmix . QCO .
                                                    d
                 QCO = 1.25
                                                          1
                 MCO = 470 · 51.961 · 1.25 · 10-6 ·
                                                          d
                        30.5
                 MCO =             g/km
                          d
                 NOx mass emissions (see formula (1))
                                                        1
                 MNOx = CNOx · Vmix · QNOx · kH ·
                                                        d
                 QNOx     = 2.05
                                                                  1
                 MNOx = 70 · 51.961 · 2.05 · 0.9934 · 10-6 ·
                                                                  d
                          7.14
                 MNOx =            g/km
                            d
         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:
                                                                              (7)
                 where:
 ---pagebreak--- L 375/392    EN                 Official Journal of the European Union                            27.12.2006
                                               =       integral of the recording of the heated FID over the
                                                       test (t2-t1)
                Ce                             =       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.
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                                                                   Annex 4 – Appendix 7
                                                           Annex 5
                                                      TYPE II TEST
                                (Carbon monoxide emission test at idling speed)
         1.          INTRODUCTION
                     This annex describes the procedure for the Type II test defined in paragraph 5.3.2.
                     of this Regulation.
         2.          CONDITIONS OF MEASUREMENT
         2.1.        The fuel shall be the reference fuel, specifications for which are given in
                     Annexes 10 and 10a to this Regulation.
         2.2.        During the test, the environmental 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.        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.
         2.4.        In the case of vehicles with automatic-shift gearboxes, the test shall be carried out
                     with the gear selector in either the "neutral" or the "parking" position.
         2.5.        Components for adjusting the idling speed
         2.5.1.      Definition
                     For the purposes of this Regulation, "components for adjusting the idling speed"
                     means controls for changing the idling conditions of the engine which may be
                     easily operated by a mechanic using only 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.
 ---pagebreak--- L 375/394        EN                  Official Journal of the European Union                     27.12.2006
        2.5.2.      Determination of measurement points
        2.5.2.1.    A measurement at the setting in accordance with the conditions fixed by the
                    manufacturer is performed first;
        2.5.2.2.    For each adjustment component with a continuous variation, a sufficient number of
                    characteristic positions shall be determined.
        2.5.2.3.    The measurement of the carbon-monoxide content of exhaust gases shall be carried
                    out for all the possible positions of the adjustment components, but for components
                    with a continuous variation only the positions defined in paragraph 2.5.2.2. above
                    shall be adopted.
        2.5.2.4.    The Type II test shall be considered satisfactory if one or both of the two following
                    conditions is met:
        2.5.2.4.1.  none of the values measured in 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.
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                                                              Regulation No. 83
                                                              page 173
                                                              Annex 4 – Appendix 7
         3.      SAMPLING OF GASES
         3.1.    The sampling probe shall be inserted into the exhaust pipe to a depth of at least 300
                 mm into the pipe connecting the exhaust with the sampling bag and as close as
                 possible to the exhaust.
         3.2.    The concentration in CO (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:
                                                                             (per cent vol.)
         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:
                     -     for petrol 15 per cent
                     -     for LPG 13.5 per cent
                     -     for NG        11.5 per cent
 ---pagebreak--- 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.
        2.      GENERAL PROVISIONS
        2.1.    The Type III test shall be carried out on a vehicle with positive- ignition engine,
                which has been, subjected to the Type I and the Type II test, as applicable.
        2.2.    The engines tested shall include leak-proof engines other than those so designed
                that even a slight leak may cause unacceptable operating faults (such as flat-twin
                engines).
        3.      TEST CONDITIONS
        3.1.    Idling shall be regulated in conformity with the manufacturer's recommendations.
        3.2.    The measurement shall be performed in the following three sets of conditions of
                engine operation:
                 Condition Number             Vehicle speed (km/h)
                 1                            Idling
                 2                            50 $ 2 (in 3rd gear or "drive")
                 3                            50 $ 2 (in 3rd gear or "drive")
                 Condition Number             Power absorbed by the brake
                 1                            Nil
                 2                            That corresponding to the setting for
                                              Type I test at 50 km/h
                 3                            That for conditions No. 2, multiplied
                                              by a factor of 1.7
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                                                             Regulation No. 83
                                                             page 175
                                                             Annex 4 – Appendix 7
         4.      TEST METHOD
         4.1.    For the operation conditions as listed in paragraph 3.2. above, reliable function of
                 the crankcase ventilation system shall be checked.
         5.      METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION
                 SYSTEM
         5.1.    The engine's apertures shall be left as found.
         5.2.    The pressure in the crankcase shall be measured at an appropriate location. It shall
                 be measured at the dip-stick hole with an inclined-tube manometer.
         5.3.    The vehicle shall be deemed satisfactory if, in every condition of measurement
                 defined in paragraph 3.2. above, the pressure measured in the crankcase does not
                 exceed the atmospheric pressure prevailing at the time of measurement.
         5.4.    For the test by the method described above, the pressure in the intake manifold
                 shall be measured to within $1 kPa.
         5.5.    The vehicle speed as indicated at the dynamometer shall be measured to
                 within $ 2 km/h.
         5.6.    The pressure measured in the crankcase shall be measured to within $ 0.01 kPa.
         5.7.    If in one of the conditions of 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.
         6.      ADDITIONAL TEST METHOD
         6.1.    The engine's apertures shall be left as found.
         6.2.    A flexible bag impervious to crankcase gases and having a capacity of
                 approximately five litres shall be connected to the dipstick hole. The bag shall be
                 empty before each measurement.
         6.3.    The bag shall be closed before each measurement. It shall be opened to the
                 crankcase for five minutes for each condition of measurement prescribed in
                 paragraph 3.2. above.
         6.4.    The vehicle shall be deemed satisfactory if, in every condition of measurement
                 defined in paragraph 3.2. above, no visible inflation of the bag occurs.
 ---pagebreak--- L 375/398      EN                  Official Journal of the European Union                       27.12.2006
        6.5.      Remark
        6.5.1.    If the structural layout of the engine is such that the test cannot be performed by the
                  methods described in paragraphs 6.1. to 6.4. above, the measurements shall be
                  effected by that method modified as follows:
        6.5.2.    Before the test, all apertures other than that required for the recovery of the gases
                  shall be closed;
        6.5.3.    The bag shall be placed on a 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.
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                                                                                               E/ECE/TRANS/505
                                                                                               Regulation No. 83
                                                                                               page 177
                                                                                               Annex 4 – Appendix 7
                                                                            TYPE III TEST
                                                                                                                                              See detail (i)
                  See detail (i)
                                                                             Take-off
                    (a) Direct recycling at slight vacuum                                        Crankcase          (b) Indirect recycling at slight vacuum
                                                                                   Bag
                                                                                                                                                Vent
                                                                      (i) Connection of take-off bag
           Control valve
                                                                                              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)
 ---pagebreak--- 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 the procedure of the Type IV test according to
                  paragraph 5.3.4. of this Regulation.
                  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
                  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:
        2.1.      Test preparation including an urban (Part One) and extra-urban (Part Two) driving
                  cycle,
        2.2.      Hot soak loss determination,
        2.3.      Diurnal loss determination.
                  Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are
                  added up to provide an overall result for the test.
        3.        VEHICLE AND FUEL
        3.1.      Vehicle
        3.1.1.    The vehicle shall be in good mechanical condition and have been run in and driven
                  at least 3,000 km before the test. The 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.
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                                                                Regulation No. 83
                                                                page 179
                                                                Annex 4 – Appendix 7
         3.2.      Fuel
         3.2.1.    The appropriate reference fuel shall be used, as defined in Annex 10 to this
                   Regulation.
         4.        TEST EQUIPMENT FOR EVAPORATIVE TEST
         4.1.      Chassis dynamometer
                   The chassis dynamometer shall meet the requirements of Annex 4.
         4.2.      Evaporative emission measurement enclosure
                   The evaporative emission measurement enclosure shall be a gas-tight rectangular
                   measuring chamber able to contain the 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
 ---pagebreak--- 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
                    The fixed-volume enclosure shall be constructed with rigid panels that maintain a
                    fixed enclosure volume, and meet the requirements below.
        4.2.2.1.    The enclosure shall be equipped with an outlet flow stream that withdraws air at a
                    low, constant rate from the enclosure throughout the test. An inlet flow stream may
                    provide make-up air to balance the outgoing flow with incoming ambient air. Inlet
                    air shall be filtered with 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.
        4.2.2.2.    The equipment shall be capable of measuring the mass of hydrocarbon in the inlet
                    and outlet flow streams with a resolution of 0.01 gram. A bag sampling system may
                    be used to collect a proportional sample of the air withdrawn from and admitted to
                    the enclosure. Alternatively, the inlet 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.
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                                               E/ECE/324
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                                               E/ECE/TRANS/505
                                               Regulation No. 83
                                               page 181
                                               Annex 4 – Appendix 7
                                      Figure 7/1
              DETERMINATION OF EVAPORATIVE EMISSIONS
                3000 km run-in period (no excessive purge/load)
                           Ageing of canister(s) verified
                                                          Steam-clean of vehicle (if necessary)
 ---pagebreak--- L 375/404        EN                         Official Journal of the European Union                                    27.12.2006
                                                                                   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
               Repeated diurnal heat   Max                                         Fuel temperature 291K ±8K (18K±8°C)
               builds to 2-gram        1h                                          40%±2% of nominal tank capacity
               breakthrough Tstart                                                 Ambient temperature 293 K to 303 K (20° - 30°C)
               =293K (20°C)
               ȚT = 15K
                                                                                   Type 1: one Part 1 + two Parts 2
                                                                                   Tstart = 293 K to 303 (20°- 30°C)
                                     12 to                                         Ambient temperature: 293 K to 303 K (20° -
                                     36h                                           30°C)
                                                                                   Type 1: one Part 1 + one Part 2.
                                                                                   Tstart = 293 K to 303 (20°- 30°C)
                                     Max
                                     2 min
                                                                                   Type 1: one Part 1
                        Max
                        7min
                                                                                   Tmin = 296K (23°C)
                                                                                   Tmax = 304 K (31°C)
                                                                                   60 min ± 0,5 min
                                       6 to
                                                                                   T=293K±2K(20°±2°C)last 6 hours
                                       36h
                                                                                   Tstart = 203K (20°C)
                                                                                   Tmin = 308 K; ȚT =15K
                                                                                   24hours, No of diurnals = 1
        Notes:
        1.       Evaporative emission control families - details clarified.
        2.       Exhaust emissions may be measured during Type I test drive but these are not used for legislative purposes.
                 Exhaust emission legislative test remains separate.
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                                                                 Regulation No. 83
                                                                 page 183
                                                                 Annex 4 – Appendix 7
         4.3.         Analytical systems
         4.3.1.      Hydrocarbon analyser
         4.3.1.1.    The atmosphere within the chamber is monitored using a hydrocarbon detector of
                     the flame ionisation 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.
         4.3.1.2.    The hydrocarbon analyser shall have a response time to 90 per cent of final
                     reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of full
                     scale at zero and at 80 $ 20 per cent of full scale over a 15-minute period for all
                     operational ranges.
         4.3.1.3.    The repeatability of the analyser expressed as one standard deviation shall be
                     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.    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).
         4.4.        Fuel tank heating (only applicable for gasoline canister load option)
         4.4.1.      The fuel in the vehicle tank(s) shall be heated by a controllable source of heat; for
                     example a heating pad of 2,000 W capacity is suitable. The heating system shall
                     apply heat evenly to the tank walls beneath the level of the fuel so as not to cause
                     local overheating of the fuel. Heat shall not be applied to the vapour in the tank
                     above the fuel.
         4.4.2.      The tank heating device 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
 ---pagebreak--- 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.
        4.5.      Temperature recording
        4.5.1.    The temperature in the chamber is recorded at two points by temperature sensors
                  which are connected so as to show a mean value. The 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.
        4.5.2.    The temperatures of the fuel tank(s) are recorded by means of the sensor
                  positioned in the fuel tank as in paragraph 5.1.1. below in the case of use of the
                  gasoline canister load option (paragraph 5.1.5. below).
        4.5.3.    Temperatures shall, throughout the evaporative emission measurements, be
                  recorded or entered into a data processing system at a frequency of at least once
                  per minute.
        4.5.4.    The accuracy of the temperature recording system shall be within $ 1.0 K and the
                  temperature shall be capable of being resolved to $ 0.4 K.
        4.5.5.    The recording or data processing system shall be capable of resolving time
                  to $ 15 seconds.
        4.6.      Pressure recording
        4.6.1.    The difference Țp between barometric pressure within the test area and the
                  enclosure internal pressure shall, throughout the evaporative emission
                  measurements, be recorded or entered into a data processing system at a frequency
                  of at least once per minute.
        4.6.2.    The accuracy of the pressure recording system shall be within $ 2 kPa and the
                  pressure shall be capable of being resolved to $ 0.2 kPa.
        4.6.3.    The recording or data processing system shall be capable of resolving time
                  to $ 15 seconds.
        4.7.      Fans
        4.7.1.    By the use of one or more fans or blowers with the SHED door(s) open it shall be
                  possible to reduce the hydrocarbons concentration in the chamber to the ambient
                  hydrocarbon level.
        4.7.2.    The chamber shall have one or more fans or blowers of like capacity 0.1 to
                  0.5 m3/min. with which to thoroughly mix the atmosphere in the enclosure. It shall
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                                                                Regulation No. 83
                                                                page 185
                                                                Annex 4 – Appendix 7
                   be possible to attain an even temperature and hydrocarbon concentration in the
                   chamber during measurements. The vehicle in the enclosure shall not be subjected
                   to a direct stream of air from the fans or blowers.
         4.8.      Gases
         4.8.1.    The following pure gases shall be available for calibration and operation:
                   Purified synthetic air: (purity < 1 ppm 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.
         4.8.2.    Calibration and span gases shall be available containing mixtures of propane
                   (C3H8) and purified synthetic air. The true concentrations of a calibration gas shall
                   be within 2 per cent of the stated figures. The accuracy of the diluted gases
                   obtained when using a gas divider shall be to within $ 2 per cent of the true value.
                   The concentrations specified in Appendix 1 may also be obtained by the use of a
                   gas divider using synthetic air as the dilutant gas.
         4.9.      Additional equipment
         4.9.1.    The absolute humidity in the test area shall be measurable to within $ 5 per cent.
         5.        TEST PROCEDURE
         5.1.      Test preparation
         5.1.1.    The vehicle is mechanically prepared before the test as follows:
                   (a)      the exhaust system of the vehicle shall not exhibit any leaks,
                   (b)      the vehicle may be steam-cleaned before the test,
                   (c)      In the case of use of the gasoline canister load option (paragraph 5.1.5.
                            below) the fuel tank of the vehicle shall be equipped with a temperature
 ---pagebreak--- 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,
                    (d)      additional fittings, adapters of devices may be fitted to the fuel system in
                             order to allow a complete draining of the fuel tank. For this purpose it is
                             not necessary to modify the shell of the tank.
                    (e)      The manufacturer may propose a test method in order to take into account
                             the loss of hydrocarbons by evaporation coming only from the fuel
                             system of the vehicle.
        5.1.2.      The vehicle is taken into the test area where the ambient temperature is
                    between 293 and 303 K (20 and 30 °C).
        5.1.3.      The ageing of the canister(s) has to be verified. This may be done by
                    demonstrating that it has accumulated a minimum of 3,000 km. If this
                    demonstration is not given, the following procedure is used. In the case of a
                    multiple canister system each canister shall undergo the procedure separately.
        5.1.3.1.    The canister is removed from the 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.    The canister is connected to a fuel tank, possibly an external one, filled with
                    reference fuel, to 40 per cent volume of the fuel tank(s).
        5.1.3.4.    The fuel temperature in the fuel tank shall be between 183 K and 287 K
                    (10 and 14 °C).
        5.1.3.5.    The (external) fuel tank is heated from 288 K to 318 K (15 to 45 °C) (1 °C
                    increase every 9 minutes).
        5.1.3.6.    If the canister reaches breakthrough before the temperature reaches 318 K (45 °C),
                    the heat source shall be turned off. Then the canister is weighed. If the canister
                    did not reach breakthrough during the heating to 318 K (45 °C), the procedure
                    from paragraph 5.1.3.3. above shall be repeated until breakthrough occurs.
        5.1.3.7.    Breakthrough may be checked as described in paragraphs 5.1.5. and 5.1.6. of this
                    annex, or with the use of another sampling and analytical arrangement capable of
                    detecting the emission of hydrocarbons from the canister at breakthrough.
        5.1.3.8.    The canister shall be purged with 25 $ 5 litres per minute with the emission
                    laboratory air until 300 bed volume exchanges are reached.
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                                                                  Regulation No. 83
                                                                  page 187
                                                                  Annex 4 – Appendix 7
         5.1.3.9.    The weight of the canister shall be checked.
         5.1.3.10.   The steps of the procedure in paragraphs 5.1.3.4. to 5.1.3.9. shall be repeated nine
                     times. The test may be terminated prior to that, after not less than three ageing
                     cycles, if the weight of the canister after the last cycles has stabilised.
         5.1.3.11.   The evaporative emission canister is reconnected and the vehicle restored to its
                     normal operating condition.
         5.1.4.      One of the methods specified in paragraphs 5.1.5. and 5.1.6. shall be used to
                     precondition the evaporative canister. For vehicles with multiple canisters, each
                     canister shall be 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.    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.
         5.1.5.2.    The fuel tank(s) is (are) refilled with test fuel at a temperature of between 283 K
                     to 287 K (10 to 14 °C) to 40 $ 2 per cent of the tank's normal volumetric capacity.
                     The fuel cap(s) of the vehicle shall be fitted at this point.
         5.1.5.3.    Within one hour of being refuelled the vehicle shall be placed, with the engine
                     shut off, in the evaporative emission enclosure. The fuel tank temperature sensor
 ---pagebreak--- L 375/410        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.
        5.1.5.4.    The fuel may be artificially heated to the starting diurnal temperature of 293 K
                    (20 °C) $ 1 K.
        5.1.5.5.    When the fuel temperature reaches at least 292 K (19 °C), the following steps
                    shall be taken immediately: the purge blower shall be turned off; enclosure doors
                    closed and sealed; and measurement initiated of the hydrocarbon level in the
                    enclosure.
        5.1.5.6.    When the fuel temperature of the fuel tank reaches 293 K (20 °C) a linear heat
                    build of 15 K (15 °C) begins. The fuel 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.
                    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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                                                                 Regulation No. 83
                                                                 page 189
                                                                 Annex 4 – Appendix 7
         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.    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.
         5.1.7.2.    The fuel tank(s) is (are) refilled with test fuel at a temperature of
                     between 291 $ 8 K (18 $ 8 °C) to 40 +2 per cent of the tank's normal volumetric
                     capacity. The fuel cap(s) of the vehicle shall be fitted at this point.
         5.2.        Preconditioning drive
         5.2.1.      Within one hour from the completing of canister loading in accordance with
                     paragraphs 5.1.5. or 5.1.6. the vehicle is placed on the chassis dynamometer and
                     driven through one Part One and two Part Two driving cycles of Type I test as
                     specified in Annex 4. Exhaust emissions are not sampled during this operation.
         5.3.        Soak
         5.3.1.      Within five minutes of completing the preconditioning operation specified in
                     paragraph 5.2.1. above the engine bonnet shall be completely closed and the
                     vehicle driven off the chassis dynamometer and parked in the soak area. The
                     vehicle is parked for a minimum of 12 hours and a maximum of 36 hours. The
                     engine oil and coolant temperatures shall have reached the temperature of the area
                     or within $ 3 K of it at the end of the period.
         5.4.        Dynamometer test
 ---pagebreak--- L 375/412      EN                Official Journal of the European Union                      27.12.2006
        5.4.1.    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.
        5.4.2.    Within two minutes of completing the Type I test drive specified 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.
        5.5.      Hot soak evaporative emissions test
        5.5.1.    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.
        5.5.2.    The hydrocarbon analyser shall be zeroed and spanned immediately prior to the
                  test.
        5.5.3.    At the end of the driving cycle the engine bonnet shall be completely closed and
                  all connections between the vehicle and the test stand disconnected. The vehicle
                  is then driven to the measuring chamber with a minimum use of the accelerator
                  pedal. The engine shall be turned off 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.
        5.5.4.    The vehicle shall be pushed or otherwise moved into the measuring chamber with
                  the engine switched off.
        5.5.5.    The enclosure doors are closed and sealed gas-tight within two minutes of the
                  engine being switched off and within seven minutes of the end of the conditioning
                  drive.
        5.5.6.    The start of a 60 $ 0.5 minute hot soak period begins when the chamber is sealed.
                  The hydrocarbon concentration, temperature and barometric pressure are
                  measured to give the initial readings CHCi, Pi and Ti for the hot soak test. These
                  figures are used in the evaporative emission calculation, paragraph 6. 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.
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                                                               page 191
                                                               Annex 4 – Appendix 7
         5.5.8.    At the end of the 60 $ 0.5 minute test period, the hydrocarbon concentration in
                   the chamber shall be measured. The temperature and the barometric pressure are
                   also measured. These are the final readings CHCf, Pf and Tf for the hot soak test
                   used for the calculation in paragraph 6. below.
         5.6.      Soak
         5.6.1.    The test vehicle shall be pushed or otherwise moved to the soak area without use
                   of the engine and soaked for not less 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
                   at least 6 hours of this period the vehicle shall be soaked at
                   293 $ 2 K (20 $ 2 °C).
         5.7.      Diurnal test
         5.7.1.    The test vehicle shall be exposed to one cycle of ambient temperature according to
                   the profile specified in Appendix 2 to this annex with a maximum deviation
                   of $ 2 K at any time. The average temperature deviation from the profile,
                   calculated using the absolute value of each measured deviation, shall not
                   exceed $ 1 K. Ambient temperature shall be measured at least every minute.
                   Temperature cycling begins when time Tstart = 0, as specified in paragraph 5.7.6.
                   below.
         5.7.2.    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.
         5.7.3.    The test vehicle, with the engine shut off and the test vehicle windows and
                   luggage compartment(s) opened shall be moved into the measuring chamber. The
                   mixing fan(s) shall be adjusted in such a way as to maintain a minimum air
                   circulation speed of 8 km/h under the fuel tank of the test vehicle.
         5.7.4.    The hydrocarbon analyser shall be zeroed and spanned immediately before the
                   test.
         5.7.5.    The enclosure doors shall be closed and gas-tight sealed.
         5.7.6.    Within 10 minutes of closing and sealing the doors, the hydrocarbon
                   concentration, temperature and barometric pressure are measured to give the
                   initial readings CHCi, Pi and Ti for the diurnal test. This is the point where time
                   Tstart = 0.
         5.7.7.    The hydrocarbon analyser shall be zeroed and spanned immediately before the
                   end of the test.
 ---pagebreak--- L 375/414      EN               Official Journal of the European Union                       27.12.2006
        5.7.8.    The end of the emission sampling period occurs 24 hours $ 6 minutes after the
                  beginning of the initial sampling, as specified in paragraph 5.7.6. above. The time
                  elapsed is recorded. The hydrocarbon 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.
        6.        CALCULATION
        6.1.      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    =          mass of hydrocarbon exiting the enclosure, in the case of
                                        fixed-volume enclosures for diurnal emission testing
                                        (grams).
                  MHC,i      =          mass of hydrocarbon entering the enclosure, in the case of
                                        fixed-volume enclosures for diurnal emission testing
                                        (grams).
                  CHC        =          measured hydrocarbon concentration        in   the   enclosure
                                        (ppm volume in C1 equivalent),
                  V          =          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,
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                                                              Regulation No. 83
                                                              page 193
                                                              Annex 4 – Appendix 7
                   P          =          barometric pressure in kPa,
                   H/C        =          hydrogen to carbon ratio,
                   k          =          1.2 . (12 + H/C);
                   where:
                   i          =          is the initial reading,
                   f          =          is the final reading,
                   H/C        =          is taken to be 2.33 for diurnal test losses,
                   H/C        =          is taken to be 2.20 for hot soak losses.
         6.2.      Overall results of test
                   The overall hydrocarbon mass emission for the vehicle is taken to be:
                                    Mtotal = 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).
         7.        CONFORMITY OF PRODUCTION
         7.1.      For routine end-of-production-line testing, the holder of the approval may
                   demonstrate compliance by sampling vehicles which shall meet the following
                   requirements.
         7.2.      Test for leakage
         7.2.1.    Vents to the atmosphere from the emission control system shall be isolated.
         7.2.2.    A pressure of 370 $ 10 mm of H2O shall be applied to the fuel system.
         7.2.3.    The pressure shall be allowed to stabilise prior to isolating the fuel system from
                   the pressure source.
 ---pagebreak--- L 375/416        EN                Official Journal of the European Union                      27.12.2006
        7.2.4.      Following isolation of the fuel system, the pressure shall not drop by more
                    than 50 mm of H2O in five minutes.
        7.3.        Test for venting
        7.3.1.      Vents to the atmosphere from the emission control shall be isolated.
        7.3.2.      A pressure of 370 $ 10 mm of H2O shall be applied to the fuel system.
        7.3.3.      The pressure shall be allowed to stabilise prior to isolating the fuel system from
                    the pressure source.
        7.3.4.      The venting outlets from the emission control systems to the atmosphere shall be
                    reinstated to the production condition.
        7.3.5.      The pressure of the fuel system shall drop to below 100 mm of H20 in not less
                    than 30 seconds but within two minutes.
        7.3.6.      At the request of the manufacturer the functional capacity for venting can be
                    demonstrated by equivalent alternative procedure. The specific procedure should
                    be demonstrated by the manufacturer to the technical service during the type
                    approval procedure.
        7.4.        Purge test
        7.4.1.      Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be
                    attached to the purge inlet and a pressure vessel of sufficient size to have
                    negligible effect on the purge system shall be connected via a switching valve to
                    the purge inlet, or alternatively.
        7.4.2.      The manufacturer may use a flow meter of his own choosing, if acceptable to the
                    competent authority.
        7.4.3.      The vehicle shall be operated in such a manner that any design feature of the
                    purge system that could restrict purge operation is detected and the circumstances
                    noted.
        7.4.4.      Whilst the engine is operating within the bounds noted in paragraph 7.4.3. above,
                    the air flow shall be determined by either:
        7.4.4.1.    The device indicated in paragraph 7.4.1. above 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
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                                                                 Regulation No. 83
                                                                 page 195
                                                                 Annex 4 – Appendix 7
         7.4.4.2.    if an alternative flow measuring device is used, a reading of no less than 1.0 litre
                     per minute shall be detectable.
         7.4.4.3.    At the request of the manufacturer an alternative purge tat procedure can be used,
                     if the procedure has been presented to and has been accepted by the technical
                     service during the type approval procedure.
         7.5.        The competent authority which has granted type approval may at any time verify
                     the conformity control methods applicable to each production unit.
         7.5.1.      The inspector shall take a sufficiently large sample from the series.
         7.5.2.      The inspector may test these vehicles by application of paragraph 8.2.5. of this
                     Regulation.
         7.6.        If the requirements of paragraph 7.5. above are not met, the competent authority
                     shall ensure that all necessary steps are taken to re-establish conformity of
                     production as rapidly as possible.
 ---pagebreak--- L 375/418      EN                  Official Journal of the European Union                      27.12.2006
                                              Annex 7 - Appendix 1
               CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING
        1.          CALIBRATION FREQUENCY AND METHODS
        1.1.        All equipment shall be calibrated before its initial use and then calibrated as often
                    as necessary and in any case in the month before type approval testing. The
                    calibration methods to be used are described in this Appendix.
        1.2.        Normally the series of temperatures which are mentioned first shall be used. The
                    series of temperatures within square brackets may alternatively be used.
        2.          CALIBRATION OF THE ENCLOSURE
        2.1.        Initial determination of internal volume of the enclosure
        2.1.1.      Before its initial use, the internal volume of the chamber shall be determined as
                    follows:
                    The internal dimensions of the chamber are carefully measured, allowing for any
                    irregularities such as bracing struts. The internal volume of the chamber is
                    determined from these measurements.
                    For variable-volume enclosures, the 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.
        2.1.2.      The net internal volume is determined by subtracting 1.42 m3 from the internal
                    volume of the chamber. Alternatively the volume of the test vehicle with the
                    luggage compartment and windows open may be used instead of the 1.42 m3.
        2.1.3.      The chamber shall be checked as in paragraph 2.3. below. If the propane mass
                    does not correspond to the injected mass to within $ 2 per cent, then corrective
                    action is required.
        2.2.        Determination of 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.
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                                                               page 197
                                                               Annex 4 – Appendix 7
         2.2.1.    Variable-volume enclosures may be operated in either latched or unlatched
                   volume configuration, as described in paragraph 2.1.1. above, ambient
                   temperatures shall be maintained at 308 K $ 2 K. (35 $ 2 °C) [309 K $ 2 K
                   (36 $ 2 °C)], throughout the 4-hour period mentioned below.
         2.2.2.    Fixed volume enclosures shall be 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.
         2.2.3.    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.
         2.2.4.    The analyser (if required) shall be calibrated, then zeroed and spanned.
         2.2.5.    The enclosure shall be purged until a stable hydrocarbon reading is obtained, and
                   the mixing fan turned on if not already on.
         2.2.6.    The chamber is then sealed and the background hydrocarbon concentration,
                   temperature and barometric pressure are measured. These are the initial readings
                   CHCi, Pi, Ti used in the enclosure background calculation.
         2.2.7.    The enclosure is allowed to stand undisturbed with the mixing fan on for a period
                   of four hours.
         2.2.8.    At the end of this time the same analyser is used to measure the hydrocarbon
                   concentration in the chamber. The temperature and the barometric pressure are
                   also measured. These are the final readings CHCf, Pf, Tf.
         2.2.9.    The change in mass of hydrocarbons in the enclosure shall be calculated over the
                   time of the test in accordance with paragraph 2.4. below and shall
                   not exceed 0.05 g.
         2.3.      Calibration and hydrocarbon 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.
 ---pagebreak--- L 375/420       EN                 Official Journal of the European Union                     27.12.2006
        2.3.1.     The enclosure shall be purged until a stable hydrocarbon concentration is reached.
                   The mixing fan is turned on, if not already switched on. The hydrocarbon
                   analyser is zeroed, calibrated if required, and spanned.
        2.3.2.     On variable-volume enclosures, the enclosure shall be latched to the nominal
                   volume position. On fixed-volume enclosures the outlet and inlet flow streams
                   shall be closed.
        2.3.3.     The ambient temperature control system is then turned on (if not already on) and
                   adjusted for an initial temperature of 308 K (35 °C) [309 K (36 °C)].
        2.3.4.     When the enclosure stabilises at 308 K $ 2 K (35 $ 2 °C)
                   [309 K $ 2 K (36 $ 2 °C)], the enclosure is sealed and the background
                   concentration, temperature and barometric pressure measured. These are the initial
                   readings CHCi, Pi, Ti used in the enclosure calibration.
        2.3.5.     A quantity of approximately 4 grams of propane is injected into the enclosure.
                   The mass of propane shall be measured to an accuracy and precision of $ 2 per
                   cent of the measured value.
        2.3.6.     The contents of the chamber shall be allowed to mix for five minutes and then the
                   hydrocarbon concentration, temperature and barometric pressure are measured.
                   These are the readings CHCf, Pf, Tf for the calibration of the enclosure as well as
                   the initial readings CHCi, Pi, Ti for the retention check.
        2.3.7.     Based on the readings taken according to paragraphs 2.3.4. and 2.3.6. above and
                   the formula in paragraph 2.4. below, 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.
        2.3.8.     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.
        2.3.9.     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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                                                                Regulation No. 83
                                                                page 199
                                                                Annex 4 – Appendix 7
         2.3.11.    Using the formula in paragraph 2.4. below, the hydrocarbon mass is then
                    calculated from the readings taken in 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        =           hydrocarbon concentration in the enclosure (ppm         carbon
                                           (Note: ppm carbon = ppm propane x 3)),
                    V          =           enclosure volume in cubic metres,
                    T          =           ambient temperature in the enclosure, (K),
                    P          =           barometric pressure, (kPa),
                    K          =           17.6;
                    where:
                             i is the initial reading,
                             f is the final reading.
         3.         CHECKING OF FID HYDROCARBON ANALYZER
 ---pagebreak--- L 375/422    EN               Official Journal of the European Union                         27.12.2006
        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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                                                              Annex 4 – Appendix 7
         4.2.    Calculate the calibration curve by the method of least squares. If the resulting
                 polynomial degree is greater than 3, then the number of calibration points shall be
                 at least the number of the polynomial degree plus 2.
         4.3.    The calibration curve shall not differ by more than 2 per cent from the nominal
                 value of each calibration gas.
         4.4.    Using the coefficients of the polynomial derived from paragraph 3.2. above, a
                 table of indicated reading against true 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.
 ---pagebreak--- L 375/424      EN                        Official Journal of the European Union                                27.12.2006
                                                     Annex 7 - Appendix 2
                                                                                   Alternative diurnal ambient
                   Diurnal ambient temperature profile
                                                                                   temperature profile for the
                    for the calibration of the enclosure
                                                                                   calibration of the enclosure
                       and the diurnal emission test
                                                                                  in accordance with Annex 7,
                                                                                  Appendix 1, paragraphs 1.2.
                                                                                            and 2.3.9.
                   Time (hours)                       Temperature              Time (hours)            Temperature
          Calibration             Test                     (°Ci)                                           (°Ci)
              13                  0/24                     20.0                      0                     35.6
              14                    1                      20.2                      1                     35.3
              15                    2                      20.5                      2                     34.5
              16                    3                      21.2                      3                     33.2
              17                    4                      23.1                      4                     31.4
              18                    5                      25.1                      5                     29.7
              19                    6                      27.2                      6                     28.2
              20                    7                      29.8                      7                     27.2
              21                    8                      31.8                      8                     26.1
              22                    9                      33.3                      9                     25.1
              23                   10                      34.4                     10                     24.3
             24/0                  11                      35.0                     11                     23.7
               1                   12                      34.7                     12                     23.3
               2                   13                      33.8                     13                     22.9
               3                   14                      32.0                     14                     22.6
               4                   15                      30.0                     15                     22.2
               5                   16                      28.4                     16                     22.5
               6                   17                      26.9                     17                     24.2
               7                   18                      25.2                     18                     26.8
               8                   19                      24.0                     19                     29.6
               9                   20                      23.0                     20                     31.9
              10                   21                      22.0                     21                     33.9
              11                   22                      20.8                     22                     35.1
              12                   23                      20.2                     23                     35.4
                                                                                    24                     35.6
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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.
         2.        TEST EQUIPMENT
         2.1.      Summary
         2.1.1.    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.      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.    The provisions of paragraph 4.3. of Annex 4 apply, but only for carbon monoxide,
                  carbon dioxide, and hydrocarbon testing.
        2.4.2.    For calibrations of the analytical 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.    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.
        3.        TEST SEQUENCE AND FUEL
        3.1.      General requirements
        3.1.1.    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
         3.4.1.    The test fuel must comply with the specifications given in paragraph 3. of Annex 10.
         4.        VEHICLE PRECONDITIONING
         4.1.      Summary
         4.1.1.    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.    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.
         4.2.4.    During the preconditioning the test cell temperature shall remain relatively constant
                   and not be higher than 303 K (30 °C)
         4.2.5.    The drive-wheel tyre pressure shall be set in accordance with the provisions of
                   paragraph 5.3.2 of Annex 4.
         4.2.6.    Within ten minutes of completion of the preconditioning, the engine shall be
                   switched off.
         4.2.7.    If requested by the manufacturer and approved by the technical service, additional
                   preconditioning may in exceptional cases be allowed. The technical service may also
                   choose to conduct 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.    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.
         5.2.1.3.    The fan speed shall be such that, within the operating range of 10 km/h to at
                     least 50 km/h, the linear velocity of 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,
 ---pagebreak--- L 375/432        EN                   Official Journal of the European Union                       27.12.2006
                    (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.      Preliminary testing cycles may be carried out if necessary, to determine how best to
                    actuate the accelerator and brake controls so as to achieve a cycle approximating to
                    the theoretical cycle within the prescribed limits, or to permit sampling system
                    adjustment. Such driving shall be carried out before "START" according to
                    Figure 8/1.
        5.2.4.      Humidity in the air shall be kept low enough to prevent condensation on the
                    dynamometer roll(s).
        5.2.5.      The dynamometer shall be thoroughly warmed as recommended by the dynamometer
                    manufacturer, and using procedures or control methods that assure stability of the
                    residual frictional power.
        5.2.6.      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.
        5.2.7.      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.
        5.2.8.      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.    The provisions of paragraphs 6.2. to 6.6., excluding 6.2.2., of Annex 4 apply in
                   respect of starting the engine, carrying out the test and taking the emission samples.
                   The sampling begins before or at the initiation of the engine start-up procedure and
                   ends on conclusion of the final idling period of the last elementary cycle of the Part
                   One (urban driving cycle), after 780 seconds.
                   The first driving cycle starts with a period of 11 seconds idling as soon as the engine
                   has started.
         5.3.2.    For the analysis of the sampled 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.
         5.3.3.    For the calculations of the mass emissions the provisions of paragraph 8. of Annex 4
                   apply.
         6.        OTHER REQUIREMENTS
         6.1.      Irrational emission control strategy
         6.1.1.    Any irrational emission control strategy which results in a reduction in effectiveness
                   of the emission control system under normal operating conditions at low temperature
                   driving, so far as not covered by the standardised emission tests, may be considered a
                   defeat device.
 ---pagebreak--- L 375/434      EN                    Official Journal of the European Union                      27.12.2006
                                                         Annex 9
                                                    TYPE V TEST
                         (Description of the endurance test for verifying the durability
                                            of pollution control devices)
        1.        INTRODUCTION
                  This annex described the test for verifying the durability of anti-pollution devices
                  equipping vehicles with positive-ignition or compression-ignition engines during an
                  ageing test of 80,000 km.
        2.        TEST VEHICLE
        2.1.      The vehicle shall be in good 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.
        3.        FUEL
                  The durability test is conducted with a suitable commercially available fuel.
        4.        VEHICLE MAINTENANCE AND ADJUSTMENTS
                  Maintenance, adjustments as well as the use of the test vehicle's controls shall be
                  those recommended by the manufacturer.
        5.        VEHICLE OPERATION                      ON      TRACK,     ROAD  OR     ON     CHASSIS
                  DYNAMOMETER
        5.1.      Operating cycle
                  During operation on track, road or on roller 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,
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         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                               Cycle speed
                                                                            in km/h
                                         1                                     64
                                         2                                     48
                                         3                                     64
                                         4                                     64
                                         5                                     56
                                         6                                     48
                                         7                                     56
                                         8                                     72
                                         9                                     56
                                        10                                     89
                                        11                                    113
 ---pagebreak--- 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.
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                                                                    Annex 7 – Appendix 2
         5.4.        Test equipment
         5.4.1.      Chassis dynamometer
         5.4.1.1.    When the durability test is performed on a chassis dynamometer, the dynamometer
                     shall enable the cycle described in paragraph 5.1. to be carried out. In particular, it
                     shall be equipped with systems simulating inertia and resistance to progress.
         5.4.1.2.    The brake shall be adjusted in order to absorb the power exerted on the driving
                     wheels at a steady speed of 80 km/h. Methods to be applied to determine this power
                     and to adjust the brake are the same as those described in Appendix 3 to Annex 4.
         5.4.1.3.    The vehicle cooling system should 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.
 ---pagebreak--- 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.
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                                                                      Annex 7 – Appendix 2
                                                             Annex 10
                                      SPECIFICATIONS OF REFERENCE FUELS
         1.    SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE
               EMISSION LIMITS GIVEN IN ROW A OF THE TABLE IN PARAGRAPH 5.3.1.4. –
               TYPE I TEST
         1.1. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING
               VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES
         Type: unleaded petrol
                                                                               Limits 1/
                           Parameter                      Unit                                      Test Method
                                                                       minimum maximum
              Research octane number, RON                              95.0         -          EN 25164
              Motor octane number, MON                                 85.0         -          EN 25163
              Density at 15 °C                      kg/m3              748          762        ISO 3675
              Reid vapour pressure                  kPa                56.0         60.0       EN 12
              Distillation:
              - initial boiling point               °C                 24           40         EN-ISO 3405
              - evaporated at 100 °C                per cent v/v       49.0         57.0       EN-ISO 3405
              - evaporated at 150 °C                per cent v/v       81.0         87.0       EN-ISO 3405
              - final boiling point                 °C                 190          215        EN-ISO 3405
              Residue                               per cent v/v       -            2          EN-ISO 3405
              Hydrocarbon analysis:
              - olefins                             per cent v/v       -            10         ASTM D 1319
              - aromatics                           per cent v/v       28.0         40.0       ASTM D 1319
              - benzene                             per cent v/v       -            1.0        pr. EN 12177
              - saturates                           per cent v/v       -            balance    ASTM D 1319
              Carbon/hydrogen ratio                                    report       report
              Induction period 2/                   min.               480          -          EN-ISO 7536
              Oxygen content                        per cent m/m       -            2.3        EN 1601
              Existent gum                          mg/ml              -            0.04       EN-ISO 6246
              Sulphur content 3/                    mg/kg              -            100        pr. EN ISO/DIS
                                                                                               14596
              Class I copper corrosion                                 -            1          EN-ISO 2160
              Lead content                          mg/l               -            5          EN 237
              Phosphorus content                    mg/l               -            1.3        ASTM D 3231
         ___________________
         1/ The values quoted in the 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).
 ---pagebreak--- 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.
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                                                                       Regulation No. 83
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                                                                       Annex 7 – Appendix 2
         1.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING
                 VEHICLES EQUIPPED WITH DIESEL ENGINE
         Type: Diesel fuel
                                                                              Limits 1/
                       Parameter                      Unit                                         Test Method
                                                                     minimum        maximum
         Cetane number 2/                                            52.0           54.0      EN-ISO 5165
                                                      3
         Density at 15 °C                       kg/m                 833            837       EN-ISO 3675
         Distillation:
          50 per cent point                     °C                   245            -         EN-ISO 3405
          95 per cent point                     °C                   345            350       EN-ISO 3405
         - final boiling point                  °C                   -              370       EN-ISO 3405
         Flash point                            °C                   55             -         EN 22719
         CFPP                                   °C                   -              -5        EN 116
         Viscosity at 40 °C                     mm2/s                2.5            3.5       EN-ISO 3104
         Polycyclic aromatic hydrocarbons       per cent m/m         3              6.0       IP 391
         Sulphur content 3/                     mg/kg                -              300       Pr. EN-ISO/DIS 14596
         Copper corrosion                                            -              1         EN-ISO 2160
         Conradson carbon residue (10 per
                                                per cent m/m         -              0.2       EN-ISO 10370
         cent DR)
         Ash content                            per cent m/m         -              0.01      EN-ISO 6245
         Water content                          per cent m/m         -              0.02      EN-ISO 12937
         Neutralisation (strong acid) number    mg KOH/g             -              0.02      ASTM D 974-95
         Oxidation stability 4/                 mg/ml                -              0.025     EN-ISO 12205
         New and better method for poly-
         cyclic aromatics under                 per cent m/m         -              -         EN 12916
         development
         __________________
         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
 ---pagebreak--- 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.
        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
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                                                                     Regulation No. 83
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                                                                     Annex 7 – Appendix 2
         2.       SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE
                  EMISSION LIMITS GIVEN IN ROW B OF THE TABLE IN PARAGRAPH 5.3.1.4. -
                  TYPE I TEST
         2.1.     TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING
                  VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES
         Type: Unleaded petrol
                                                                        Limits 1/
                      Parameter                  Unit                                         Test Method
                                                                minimum       maximum
         Research octane number, RON                            95.0          -          EN 25164
         Motor octane number, MON                               85.0          -          EN 25163
         Density at 15 °C                 kg/m3                 740           754        ISO 3675
         Reid vapour pressure             kPa                   56.0          60.0       PrEN ISO     13016-1
                                                                                         (DVPE)
         Distillation:
         - Evaporated at 70 °C            per cent v/v          24.0          40.0       EN-ISO 3405
         - Evaporated at 100 °C           per cent v/v          50.0          58.0       EN-ISO 3405
         - Evaporated at 150 °C           per cent v/v          83.0          89.0       EN-ISO 3405
         - final boiling point            °C                    190           210        EN-ISO 3405
         Residue                          per cent v/v          -             2.0        EN-ISO 3405
         Hydrocarbon analysis:
         Olefins                          per cent v/v          -             10.0       ASTM D 1319
         Aromatics                        per cent v/v          29.0          35.0       ASTM D 1319
         Saturates                        per cent v/v          Report                   ASTM D 1319
         Benzene                          per cent v/v          -             1.0        pr. EN 12177
         Carbon/hydrogen ratio                                  Report
         Induction period 2/              minutes               480           -          EN-ISO 7536
         Oxygen content                   per cent m/m          -             1.0        EN 1601
         Existent gum                     mg/ml                 -             0.04       EN-ISO 6246
         Sulphur content 3/               mg/kg                 -             10         ASTM D 5453
         Copper corrosion                                       -             class 1    EN-ISO 2160
         Lead content                     mg/l                  -             5          EN 237
         Phosphorus content               mg/l                  -             1.3        ASTM D 3231
         ____________
         1/ The values quoted in the 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).
 ---pagebreak--- 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.
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                                        Official Journal of the European Union            Rev.1/Add.82/Rev.3
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                                                                      Regulation No. 83
                                                                      page 223
                                                                      Annex 7 – Appendix 2
         2.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING
                VEHICLES EQUIPPED WITH DIESEL ENGINE
         Type: Diesel fuel
                                                                            Limits 1/
                       Parameter                      Unit                                     Test Method
                                                                   minimum maximum
         Cetane number 2/                                           52.0        54.0       EN-ISO 5165
         Density at 15°C                       kg/m3                833         837        EN-ISO 3675
         Distillation:
          50 per cent point                    °C                   245         -          EN-ISO 3405
          95 per cent point                    °C                   345         350        EN-ISO 3405
         - Final boiling point                 °C                   -           370        EN-ISO 3405
         Flash point                           °C                   55          -          EN 22719
         CFPP                                  °C                   -           -5         EN 116
         Viscosity at 40 °C                    mm2/s                2.3         3.3        EN-ISO 3104
         Polycyclic aromatic hydrocarbons      per cent m/m         3.0         6,0        IP 391
         Sulphur content 3/                    mg/kg                -           10         ASTM D 5453
         Copper corrosion                                           -           Class 1    EN-ISO 2160
         Conradson carbon residue (10 per
                                               per cent m/m         -           0.2        EN-ISO 10370
         cent DR)
         Ash content                           per cent m/m         -           0.01       EN-ISO 6245
         Water content                         per cent m/m         -           0.02       EN-ISO 12937
         Neutralisation (strong acid)
                                               mg KOH/g             -           0.02       ASTM D 974
         number
         Oxidation stability 4/                mg/ml                -           0.025      EN-ISO 12205
         Lubricity (HFRR wear scan             om                   -           400        CEC F-06-A-96
         diameter at 60 °C)
         FAME                                  Prohibited
         _____________
         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.
 ---pagebreak--- 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
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                                                                     Regulation No. 83
                                                                     page 225
                                                                     Annex 7 – Appendix 2
         3.      SPECIFICATIONS OF REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
                 EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT
                 TEMPERATURE - TYPE VI TEST
         Type: Unleaded petrol
                                                                        Limits 1/
                      Parameter                  Unit                                          Test Method
                                                                minimum       maximum
         Research octane number, RON                            95.0          -          EN 25164
         Motor octane number, MON                               85.0          -          EN 25163
         Density at 15 °C                 kg/m3                 740           754        ISO 3675
         Reid vapour pressure             kPa                   56.0          95.0       prEN ISO       13016-1
                                                                                         (DVPE)
         Distillation:
         - Evaporated at 70 °C            per cent v/v          24.0          40.0       EN-ISO 3405
         - Evaporated at 100 °C           per cent v/v          50.0          58.0       EN-ISO 3405
         - Evaporated at 150 °C           per cent v/v          83.0          89.0       EN-ISO 3405
         - final boiling point            °C                    190           210        EN-ISO 3405
         Residue                          per cent v/v          -             2.0        EN-ISO 3405
         Hydrocarbon analysis:
         Olefins                          per cent v/v          -             10.0       ASTM D 1319
         Aromatics                        per cent v/v          29.0          35.0       ASTM D 1319
         Saturates                        per cent v/v          Report                   ASTM D 1319
         Benzene                          per cent v/v          -             1.0        pr. EN 12177
         Carbon/hydrogen ratio                                  Report
         Induction period 2/              minutes               480           -          EN-ISO 7536
         Oxygen content                   per cent m/m          -             1,0        EN 1601
         Existent gum                     mg/ml                 -             0.04       EN-ISO 6246
         Sulphur content 3/               mg/kg                 -             10         ASTM D 5453
         Copper corrosion                                       -             Class 1    EN-ISO 2160
         Lead content                     mg/l                  -             5          EN 237
         Phosphorus content               mg/l                  -             1.3        ASTM D 3231
          _____________
          1/     The values quoted in the specifications are “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).
 ---pagebreak--- 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.
         2/    The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise
        refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added.
         3/   The actual sulphur content of the fuel used for the Type VI test shall be reported.
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                                       Official Journal of the European Union             Rev.1/Add.82/Rev.3
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                                                                    Regulation No. 83
                                                                    page 227
                                                                    Annex 7 – Appendix 2
                                                          Annex 10a:
         1.       SPECIFICATIONS OF GASEOUS REFERENCE FUELS
         1.1.     TECHNICAL DATA OF THE LPG REFERENCE FUELS
         1.1.1.   TECHNICAL DATA OF THE LPG REFERENCE FUELS USED FOR TESTING
                  VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW A OF THE TABLE IN
                  PARAGRAPH 5.3.1.4. - TYPE I TEST
            Parameter                 Unit               Fuel A            Fuel B         Test method
            Composition:                                                                  ISO 7941
            C3-content                per cent vol       30 ± 2            85 ± 2
            C4-content                per cent vol       balance           balance
            < C3 , >C4                per cent vol       max. 2            max. 2
            Olefins                   per cent vol       max. 12           max. 15
            Evaporation residue       mg/kg              max. 50           max. 50        ISO 13757
            Water at 0C                                 free              free           visual inspection
            Total sulphur content     mg/kg              max. 50           max. 50        EN 24260
            Hydrogen sulphide                            none              none           ISO 8819
            Copper strip corrosion    rating             Class 1           class 1        ISO 6251 1/
            Odour                                        characteristic    characteristic
            Motor octane number                          min. 89           min. 89        EN 589 Annex B
         __________
         1/ This method may not accurately determine the presence of corrosive materials if the sample
         contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to
         the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the
         test method is prohibited
 ---pagebreak--- 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:                                                                     ISO 7941
           C3-content                  per cent vol         30 ± 2           85 ± 2
           C4-content                  per cent vol         balance          balance
           < C3 , >C4                  per cent vol         max. 2           max. 2
           Olefins                     per cent vol         max. 12          max. 15
           Evaporation residue         mg/kg                max. 50          max. 50        ISO 13757
           Water at 0 C                                    free             free           Visual inspection
           Total sulphur content       mg/kg                max. 10          max. 10        EN 24260
           Hydrogen sulphide                                none             none           ISO 8819
           Copper strip corrosion      Rating               class 1          class 1        ISO 6251 1/
           Odour                                            characteristic   characteristic
           Motor octane number                              min. 89          min. 89        EN 589 Annex B
        ___________
        1/ This method may not accurately determine the presence of corrosive materials if the sample
        contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to
        the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the
        test method is prohibited
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                                                                     Regulation No. 83
                                                                     page 229
                                                                     Annex 7 – Appendix 2
       1.2.     TECHNICAL DATA OF THE NG REFERENCE FUELS
                                                                         Limits
            Characteristics            Units           Basis                               Test Method
                                                                    min.         max.
         Reference fuel G20
         Composition:
         Methane                   per cent mole      100         99           100     ISO 6974
         Balance 1/                per cent mole      -           -            1       ISO 6974
         N2                        per cent mole                                       ISO 6974
         Sulphur content           mg/m3 2/           -           -            10      ISO 6326-5
         Wobbe Index (net)         MJ/m3 3/           48.2        47.2         49.2
         Reference fuel G25
         Composition:
         Methane                   per cent mole      86          84           88      ISO 6974
         Balance 1/                per cent mole      -           -            1       ISO 6974
         N2                        per cent mole      14          12           16      ISO 6974
         Sulphur content           mg/m3 2/           -           -            10      ISO 6326-5
         Wobbe Index (net)         MJ/m3 3/           39.4        38.2         40.6
         ____________
         1/     Inerts (different from 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
 ---pagebreak--- L 375/452    EN                   Official Journal of the European Union                     27.12.2006
                                                     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.    "OBD" means an on-board diagnostic system for emission control which shall have
                the capability of identifying the likely area of malfunction by means of fault codes
                stored in computer memory.
        2.2.    "Vehicle type" means a category of power-driven vehicles which do not differ in
                such essential engine and OBD system characteristics.
        2.3.    "Vehicle family" means a manufacturer's grouping of vehicles which, through their
                design, are expected to have similar exhaust emission and OBD system
                characteristics. Each vehicle of this family shall have complied with the requirements
                of this Regulation as defined in Appendix 2 to this annex.
        2.4.    "Emission control system" means the electronic engine management controller and
                any emission-related component in the exhaust or evaporative system which supplies
                an input to or receives an output from this controller.
        2.5.    "Malfunction indicator (MI)" means a visible or audible indicator that clearly
                informs the driver of the vehicle in the event of a malfunction of any emission-
                related component connected to the OBD system, or the OBD system itself.
        2.6.    "Malfunction" means the failure of an emission-related component or system that
                would result in emissions exceeding the limits in paragraph 3.3.2. or if the OBD
                system is unable to fulfil the basic monitoring requirements of this annex
        2.7.    "Secondary air" refers to air introduced into the exhaust system by means of a pump
                or aspirator valve or other means that is intended to aid in the oxidation of HC and
                CO contained in the exhaust gas stream.
        2.8.    "Engine misfire" means lack of combustion in the cylinder of a positive-ignition
                engine due to absence of spark, poor 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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                                                                 Annex 7 – Appendix 2
                  emissions exceeding the limits given in paragraph 3.3.2. or that percentage that could
                  lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage.
         2.9.     "Type I test" means the driving cycle (Parts One and Two) used for emission
                  approvals, as detailed in Annex 4, Appendix 1.
         2.10.     A "driving cycle" consists of engine start-up, driving mode where a malfunction
                  would be detected if present, and engine shut-off.
         2.11.    A "warm-up cycle" means sufficient vehicle operation such that the coolant
                  temperature has risen by a least 22 K from engine starting and reaches a minimum
                  temperature of 343 K (70 °C).
         2.12.    A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-term
                  fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers
                  to much more gradual adjustments to the fuel calibration schedule than short-term
                  trim adjustments. These long-term adjustments compensate for vehicle differences
                  and gradual changes that occur over time.
         2.13.    A "Calculated load value" refers to an indication of the current airflow divided by
                  peak airflow, where peak airflow is corrected for altitude, if available. This definition
                  provides a dimensionless number that is not engine specific and provides the service
                  technician with an indication of the proportion of engine capacity that is being used
                  (with wide open throttle as 100 per cent);
         2.14.       "Permanent emission default mode" refers to a case where the engine management
                     controller permanently switches to a setting that does not require an input from a
                     failed component or system where such a failed component or system would result
                     in an increase in emissions from the vehicle to a level above the limits given in
                     paragraph 3.3.2. of this annex.
         2.15.       "Power take-off unit" means an engine-driven output provision for the purposes of
                     powering auxiliary, vehicle mounted, equipment.
         2.16.       "Access" means the availability of all emission-related OBD data including all
                     fault codes required for the inspection, 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:
 ---pagebreak--- L 375/454       EN                 Official Journal of the European Union                      27.12.2006
        2.17.1.    access not dependent on an access code obtainable only from the manufacturer, or
                   a similar device, or
        2.17.2.    access allowing evaluation of the data produced without the need for any unique
                   decoding information, unless that information itself is standardised.
        2.18.      "Standardised" means that all data stream information, including all fault codes
                   used, shall be produced only in accordance with industry standards which, by
                   virtue of the fact that their format and their permitted options are clearly defined,
                   provide for a maximum level of harmonisation in the motor vehicle industry, and
                   whose use is expressly permitted in this Regulation.
        2.19.      "Repair information" means all information required for diagnosis, servicing,
                   inspection, periodic monitoring or 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.
        2.20.      "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.
        3.         REQUIREMENTS AND TESTS
        3.1.       All vehicles shall be equipped with an OBD system so designed, constructed and
                   installed in a vehicle as to enable it to identify types of deterioration or
                   malfunction over the entire life of the vehicle. In achieving this objective the
                   approval authority shall accept that vehicles which have travelled distances in
                   excess of the Type V durability distance, referred to in paragraph 3.3.1., may show
                   some deterioration in OBD system performance such that the emission limits given
                   in paragraph 3.3.2. may be exceeded before the OBD system signals a failure to
                   the driver of the vehicle.
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                                                                 Regulation No. 83
                                                                 page 233
                                                                 Annex 7 – Appendix 2
         3.1.1.      Access to the OBD system required for the inspection, diagnosis, servicing or
                     repair of the vehicle shall be unrestricted and standardised. All emission-related
                     fault codes shall be consistent with paragraph 6.5.3.4. of Appendix 1 to this annex.
         3.1.2.      No later than three months after the manufacturer has provided any authorised
                     dealer or repair shop with repair 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.    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.
         3.2.1.2.    A manufacturer may disable the OBD system at ambient engine starting
                     temperatures below 266 K (-7 °C) or at elevations over 2,500 metres above sea
                     level provided the 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.        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.
        3.3.            Description of tests
        3.3.1.          The test are carried out on the vehicle used for the Type V durability test, given in
                        Annex 9, and using the test procedure in Appendix 1 to this annex. Tests are
                        carried out at the conclusion of the Type V durability testing.
                        When no Type V durability testing is carried out, or at the request of the
                        manufacturer, a suitably aged and representative vehicle may be used for these
                        OBD demonstration tests.
        3.3.2.          The OBD system shall indicate the failure of an emission-related component or
                        system when that failure results in emissions exceeding the threshold limits given
                        below:
                                Reference       Mass of carbon         Mass of total  Mass of oxides       Mass of
                                   mass             monoxide          hydrocarbons       of nitrogen    particulates (1)
                                   (RM)               (CO)                (THC)             (NOx)            (PM)
                                    (kg)               L1                   L2                L3               L4
                                                     (g/km)               (g/km)           (g/km)           (g/km)
          Category   Class                      Petrol     Diesel    Petrol    Diesel Petrol     Diesel      Diesel
            M(2)         -           all         3.20       3.20      0.40      0.40   0.60       1.20        0.18
                        I      RM < 1305         3.20       3.20      0.40      0.40   0.60       1.20        0.18
           N1(3)        II     1305 < RM ṥ       5.80       4.00      0.50      0.50   0.70       1.60        0.23
                                  < 1760
                       III     1760 < RM         7.30       4.80      0.60      0.60   0.80       1.90        0.28
               (1) For compression-ignition engines.
               (2) Except vehicles the maximum mass of which exceeds 2,500 kg.
               (3) And those category M vehicles which are specified in note (2).
        3.3.3.         Monitoring requirements for vehicles equipped with positive-ignition engines
                       In satisfying the requirements of paragraph 3.3.2. the OBD system shall, at a
                       minimum, monitor for:
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         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.       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 exhaust emissions exceeding the limits given in
                       paragraph 3.3.2. Examples of such systems or components are those for
                       monitoring and control of air mass-flow, air volumetric flow (and temperature),
                       boost pressure and inlet manifold pressure (and relevant sensors to enable these
                       functions to be carried out).
        3.3.4.5.       Unless otherwise monitored, any other emission-related power-train component
                       connected to a computer shall be monitored for circuit continuity.
        3.3.5.         Manufacturers may demonstrate to the approval authority that certain components
                       or systems need not be monitored if, in the event of their total failure or removal,
                       emissions do not exceed the emission limits given in paragraph 3.3.2.
        3.4.           A sequence of diagnostic checks 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.
        3.5.           Activation of malfunction indicator (MI)
        3.5.1.         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.
        3.5.2.         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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                        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.
         3.6.           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.
         3.6.1.         The distance travelled by the vehicle while the MI is activated shall be available at
                        any instant through the serial port on the standard link connector. 2/
         3.6.2.         In the case of vehicles equipped with positive-ignition engines, misfiring cylinders
                        need not be uniquely identified if a distinct single or multiple cylinder misfire fault
                        code is stored.
         3.7.           Extinguishing the MI
         3.7.1.         If misfire at levels likely to cause catalyst damage (as specified by the
                        manufacturer) is not present any more, or if the engine is operated after changes to
                        speed and load conditions where the level of misfire will not cause catalyst
                        damage, the MI may be switched back to 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.
         3.7.2.         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.
         3.8.           Erasing a fault code
         2/      This requirement is only applicable from 1 January 2003 to new types of vehicles with an
         electronic speed input to the engine management. It 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.
        4.        REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD
                  DIAGNOSTIC SYSTEMS
        4.1.      A manufacturer may request to the authority that an OBD system be accepted for
                  type-approval even though the system contains one or more deficiencies such that
                  the specific requirements of this annex are not fully met.
        4.2.      In considering the request, the authority shall determine whether compliance with
                  the requirements of this annex is infeasible or unreasonable.
                  The authority shall take into consideration data from the manufacturer that details
                  such factors as, but not limited to, 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.
        4.2.1.    The authority will not accept any deficiency request that includes the complete lack
                  of a required diagnostic monitor.
        4.2.2.    The authority will not accept any deficiency request that does not respect the OBD
                  threshold limits in paragraph 3.3.2.
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         4.3.      In determining the identified order of deficiencies, deficiencies relating to
                   paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive-ignition engines
                   and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this annex for compression-ignition
                   engines shall be identified first.
         4.4.      Prior to or at the time of type-approval, no deficiency shall be granted in respect of
                   the requirements of paragraph 6.5., except paragraph 6.5.3.4. of Appendix 1 to this
                   annex. This paragraph does not apply to bi-fuelled gas vehicles.
         4.5.      Bi-fuelled gas vehicles
         4.5.1.    Notwithstanding the requirements of paragraph 3.9.1., and where requested by the
                   manufacturer, the administrative department shall accept the following deficiencies
                   as meeting the requirements of this 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.
         4.5.2.    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.        Deficiency period
        4.6.1.      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.
        4.6.1.1.    In the case of a bi-fuelled gas vehicle, a deficiency granted in accordance with
                    paragraph 4.5. may be carried-over for a 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.
        4.6.2.      A manufacturer may request that the administrative department grant a deficiency
                    retrospectively when such a deficiency is discovered after the original type-
                    approval. In this case, the deficiency 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.
        4.7.        The authority shall notify its decision in granting a deficiency request to all other
                    Parties to the 1958 Agreement applying this Regulation.
        5.          ACCESS TO OBD INFORMATION
        5.1.        Applications for type-approval or amendment of a type-approval shall be
                    accompanied by the relevant information concerning the vehicle OBD system.
                    This relevant information shall enable manufacturers of replacement or retrofit
                    components to make the parts they 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.
        5.2.        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 tools or test equipment manufacturer on a non-
                    discriminatory basis.
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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 transmit this information to the
                       administrative departments of the Contracting Parties and the administrative
                       department which granted the original type-approval shall attach this
                       information to Annex 1 of the vehicle type-approval information.
                   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.
         5.2.2.    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.
         5.2.3.    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.
        2.          DESCRIPTION OF TEST
        2.1.       The testing of OBD systems consists of the following phases:
        2.1.1.     simulation of malfunction of a component of the engine management or emission
                   control system,
        2.1.2.     preconditioning of the vehicle with a simulated malfunction over preconditioning
                   specified in paragraph 6.2.1. or paragraph 6.2.2.
        2.1.3.     driving the vehicle with a simulated malfunction over the Type I test cycle and
                   measuring the emissions of the vehicle,
        2.1.4.     determining whether the OBD system reacts to the simulated malfunction and
                   indicates malfunction in an appropriate manner to the vehicle driver.
        2.2.       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.
        2.3.       Manufacturers may request that monitoring take place outside the Type I test cycle
                   if it can be demonstrated to the authority that monitoring during conditions
                   encountered during the Type I test cycle would impose restrictive monitoring
                   conditions when the vehicle is used in service.
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         3.        TEST VEHICLE AND FUEL
         3.1.      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.
         4.        TEST TEMPERATURE AND PRESSURE
         4.1.      The test temperature and pressure shall meet the requirements of the Type I test as
                   described in Annex 4.
         5.        TEST EQUIPMENT
         5.1.      Chassis dynamometer
                   The chassis dynamometer shall meet the requirements of Annex 4.
         6.        OBD TEST PROCEDURE
         6.1.      The operating cycle on the chassis dynamometer shall meet the requirements of
                   Annex 4.
         6.2.      Vehicle preconditioning
         6.2.1.    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.
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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.    Replacement of the catalyst with a deteriorated or defective catalyst or electronic
                    simulation of such a failure.
        6.3.1.2.    Engine misfire conditions according to the conditions for misfire monitoring given
                    in paragraph 3.3.3.2. of Annex 11.
        6.3.1.3.    Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor
                    or electronic simulation of such a failure.
        6.3.1.4.    Electrical disconnection of any other emission-related component connected to a
                    power-train management computer (if active on the selected fuel type).
        6.3.1.5.    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.    Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or
                    electronic simulation of such a failure.
        6.3.2.2.    Where fitted, total removal of the particulate trap or, where sensors are an integral
                    part of the trap, a defective trap assembly.
        6.3.2.3.    Electrical disconnection of any fuelling system electronic fuel quantity and timing
                    actuator.
        6.3.2.4.    Electrical disconnection of any other emission-related component connected to a
                    power-train management computer.
        6.3.2.5.    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.
         6.4.1.2.    Replacement of a catalyst with a deteriorated or defective catalyst or electronic
                     simulation of a deteriorated or defective catalyst that results in emissions exceeding
                     the HC limit given in paragraph 3.3.2. of Annex 11.
         6.4.1.3.    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.
         6.4.1.4.    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.
         6.4.1.5.    Electrical disconnection of the electronic evaporative purge control device (if
                     equipped and if active on the selected fuel type).
         6.4.1.6.    Electrical disconnection of any 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).
         6.4.2.      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.    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.
        6.4.2.4.    With reference to paragraph 6.3.2.5., disconnection of any fuelling system
                    electronic fuel quantity and timing actuator that results in emissions exceeding any
                    of the limits given in paragraph 3.3.2. of Annex 11.
        6.4.2.5.    With reference to paragraph 6.3.2.5., disconnection of any other emission-related
                    power-train component connected to a 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.    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.
        6.5.1.2.    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.    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.
         6.5.1.4.    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.
         6.5.1.5.    From 1 January 2003 for new types and from 1 January 2005 for all types of
                     vehicles entering into service, the software calibration identification number shall
                     be made available through the serial port on the standardised data link connector.
                     The software calibration identification number shall be provided in a standardised
                     format.
         6.5.2.      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.
         6.5.3.      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.    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.
        6.5.3.3.    Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control
                    information must be provided using the format and units described in
                    ISO DIS 15031-5 "Road vehicles – 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 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.
        6.5.3.4.    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.
        6.5.3.5.    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
              considered to belong to the same engine/emission control/OBD system
              combination.
              Engine:
              (a)   Combustion process (i.e. positive-ignition, compression-ignition, two-stroke,
                    four-stroke),
              (b)   method of engine fuelling (i.e. carburettor or fuel injection).
              Emission control system:
              (a)   type of catalytic converter (i.e. 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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                                                         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.      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.
         2.2.      Member of the family
         2.2.1.    A "member of the family" is a vehicle that shares the following essential
                   characteristics with its parent(s):
                   (a)    It is produced by the same manufacturer;
                   (b)    It is subject to the same emission limits;
                   (c)    If the gas fuelling system has a central metering for the whole engine:
                          It has a certified power output between 0.7 and 1.15 times that of the parent
                          vehicle.
 ---pagebreak--- L 375/474        EN                  Official Journal of the European Union                     27.12.2006
                           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.      The parent vehicle(s) shall be tested in the test Type I on the two extreme reference
                    fuels of Annex 10a.
        3.1.1.1.    If the transition from one fuel to 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.
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         3.1.2.        The vehicle(s) is (are) considered to conform if, with both reference fuels, the
                       vehicle complies with the emission limits.
         3.1.3.        The ratio of emission results "r" should be determined for each pollutant as shown
                       below:
                 Type(s) of fuel                        Reference fuels                Calculation of "r"
                 LPG and petrol                               Fuel A
                  (Approval B)
                   or LPG only                                Fuel B
                  (Approval D)
                 NG and petrol                              Fuel G 20
                  (Approval B)
                   or NG only                               Fuel G 25
                  (Approval D)
         3.2.          Exhaust emissions approval of a member of the family:
                       For a member of the family a test Type I shall be performed with one reference
                       fuel. This reference fuel may be either reference fuel. The vehicle is considered to
                       comply if the following requirements are met:
         3.2.1.        The vehicle complies with the definition of a family member as defined under
                       paragraph 2.2. above.
         3.2.2.        If the test fuel is reference fuel A for LPG or G20 for NG, the emission result shall
                       be multiplied by the relevant factor "r" if r > 1; if r < 1, no correction is needed.
                       If the test fuel is reference fuel B for LPG or G25 for NG, the emission result shall
                       be divided by the relevant factor "r" if r < 1; if r > 1, no correction is needed.
         3.2.3.        The vehicle shall comply with the emission limits valid for the relevant category
                       for both measured and calculated emissions.
         3.2.4.        If repeated tests are made on the same engine the results on reference fuel G20, or
                       A, and those on reference fuel G25, or B, shall first be averaged; the "r" factor shall
                       then be calculated from these averaged results.
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        4.      GENERAL CONDITIONS
        4.1.    Tests for conformity of production may be performed with a commercial fuel of
                which the C3/C4 ratio lies between those of the reference fuels in the case of LPG,
                or of which the Wobbe index lies between those of the extreme reference fuels in
                the case of NG. In that case a fuel analysis needs to be present.
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                                                                    Annex 7 – Appendix 2
                                                           Annex 13
                    EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH
                                A PERIODICALLY REGENERATING SYSTEM
         1.        INTRODUCTION
                   This annex defines the specific provisions regarding type-approval of a vehicle
                   equipped with a periodically regenerating system as defined in paragraph 2.20. of this
                   Regulation.
         2.        SCOPE AND EXTENSION OF THE TYPE APPROVAL
         2.1.      Vehicle family groups equipped with periodically regenerating system
                   The procedure applies to vehicles equipped 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)       Construction (i.e. type of enclosure, type of precious metal, type of substrate,
                             cell density),
                   (b)       Type and working principle,
                   (c)       Dosage and additive system,
                   (d)       Volume ±10 per cent,
                   (e)       Location (temperature ±50 °C at 120 km/h or 5 per cent difference of max.
                             temperature / pressure).
         2.2.      Vehicle types of different reference masses
                   The 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.
 ---pagebreak--- L 375/478      EN                     Official Journal of the European Union                    27.12.2006
        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.    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.
        3.1.3.    The number of cycles (D) between two cycles where regeneration phases occur, the
                  number of cycles over which emissions measurements are made (n), and each
                  emissions measurement (M’sij) shall be reported in 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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                                                                         Annex 7 – Appendix 2
         3.2.3.      Regeneration must not occur during the preparation of the vehicle. This may be
                     ensured by one of the following methods:
         3.2.3.1.    A "dummy" regenerating system or partial system may be fitted for the pre-
                     conditioning cycles.
         3.2.3.2.    Any other method agreed between the manufacturer and the type approval authority.
         3.2.4.      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.
         3.2.5.      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                                                 d
                             ÅM       '
                                      sij                                      ÅM
                                                                               j ?1
                                                                                      '
                                                                                      rij
                             j ?1
                      M si ?                     n  2;                 M ri ?
                                  n                                                 d
                             Ì M * D - M ri * d Ü
                      M pi ? Í si                      Ý
                             Î            D-d          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
 ---pagebreak--- L 375/480        EN                     Official Journal of the European Union                        27.12.2006
                    n=        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
                    d=        number of operating cycles required for regeneration
                    D=        number of operating cycles between two cycles where regenerative phases
                              occur
        For exemplary illustration of measurement parameters see Figure 8/1.
          Emission [g/km]
          Mpi ?
                ]*Msi · D+- *Mri · d+_                               Ki ?
                                                                          M pi
                        *D - d +                                          M si
                                          M ri
                                                                                           M pi
          M si
                                     ,                           D               d
                                  M sij
                                                                               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.
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                                                                  Annex 7 – Appendix 2
                                                         Annex 14
                EMISSIONS TEST PROCEDURE FOR HYBRID ELECTRIC VEHICLES (HEV)
         1.          INTRODUCTION
         1.1.        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.
         1.2.        As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid
                     electric vehicles shall be tested according to Annex 4, 5, 6, 7, 9, 8 and 11
                     respectively, unless modified by this annex.
         1.3.        For the Type I test only, OVC vehicles (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.
         1.4.        The emissions test results shall comply with the limits under all specified test
                     conditions of this Regulation.
         2.          CATEGORIES OF HYBRID ELECTRIC VEHICLES
                          Vehicle            Off-Vehicle Charging (1)        Not Off-Vehicle Charging (2)
                          charging                      (OVC)                         (NOVC)
                      Operating mode
                                               Without               With         Without          With
                           switch
                     (1) also known as "externally chargeable"
                     (2) also known as "not externally chargeable"
         3.          TYPE I TEST METHODS
         3.1.        EXTERNALLY CHARGEABLE (OVC HEV) WITHOUT AN OPERATING
                     MODE SWITCH
         3.1.1.      Two tests shall be 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).
 ---pagebreak--- L 375/482        EN                  Official Journal of the European Union                      27.12.2006
                    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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                                                                  Annex 7 – Appendix 2
         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.  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)).
         3.1.2.5.3.  The vehicle shall be driven according to Annex 4, or in case of special gear shifting
                     strategy according to the manufacturer's instructions, as incorporated in the drivers'
                     handbook of production vehicles 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 time/distance (to be specified between technical service and
                         manufacturer),
                    -    or with manufacturer’s recommendation.
                    The fuel consuming engine shall be stopped within 10 seconds of it being
                    automatically started.
        3.1.3.3.    After this preconditioning, and before testing, the 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.  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)).
        3.1.3.4.3.  The vehicle shall be driven according to Annex 4, or in case of special gear shifting
                    strategy according to the manufacturer's instructions, as incorporated in the drivers'
                    handbook of production vehicles 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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                                                                  E/ECE/324
                                     Official Journal of the European Union           Rev.1/Add.82/Rev.3
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                                                                  Regulation No. 83
                                                                  page 263
                                                                  Annex 7 – Appendix 2
         3.1.3.5.    The test results shall be compared to the limits prescribed in paragraph 5.3.1.4. of
                     this Regulation and the average emission of each pollutant for Condition B shall be
                     calculated (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       =     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 3.1.2.6.
                     M2i      =     average mass emission of the pollutant i in grams per kilometre with
                                    an electrical energy/power storage device in minimum state of
                                    charge (maximum discharge of capacity) calculated in
                                    paragraph 3.1.3.5.
                     De       =     vehicle electric range, according to the procedure described in
                                    Regulation No. 101, Annex 7, where the manufacturer must provide
                                    the means for performing the measurement with the vehicle running
                                    in pure electric mode.
                     Dav      =     25 km (average distance between two battery recharges)
         3.2.        EXTERNALLY CHARGEABLE (OVC HEV) WITH AN OPERATING MODE
                     SWITCH
         3.2.1.      Two tests shall be 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)
 ---pagebreak--- L 375/486        EN                     Official Journal of the European Union                           27.12.2006
        3.2.1.3.        The operating mode switch shall be positioned according the table below:
                     Hybrid-   -Pure electric         -Pure fuel             -Pure electric     -Hybrid mode n (1)
                      modes                            consuming             -Pure fuel         ......
                               -Hybrid                -Hybrid                 consuming         -Hybrid mode m (1)
               Battery                                                       -Hybrid
               state
               of charge       Switch in position     Switch in position     Switch in position Switch in position
               Condition A Hybrid                     Hybrid                 Hybrid             Most electric hybrid
               Fully charged                                                                    mode (2)
               Condition B     Hybrid                 Fuel consuming         Fuel consuming     Most fuel consuming
               Min. state of                                                                    mode (3)
               charge
        (1)             For instance: sport, economic, urban, extra-urban position ...
        (2)             Most electric hybrid mode:
                        The hybrid mode which can be proven to have the highest electricity consumption
                        of all selectable hybrid modes when 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.
        (3)             Most fuel consuming mode:
                        The hybrid mode which can be proven to have the highest fuel consumption of all
                        selectable hybrid modes when tested in accordance with condition B of
                        paragraph 4. of Annex 10 to Regulation No. 101, to be established based on
                        information provided by the manufacturer and in agreement with the technical
                        service.
        3.2.2.          Condition A
        3.2.2.1.        If the pure electric range of the 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.
        3.2.2.2.        The procedure shall start with the discharge of the electrical energy/power storage
                        device of the vehicle while driving with the switch in pure electric position (on the
                        test track, on a chassis dynamometer, etc.) at a steady speed of 70 per
                        cent ± 5 per cent of the maximum thirty minutes speed of the vehicle (determined
                        according to Regulation No. 101).
                        Stopping the discharge occurs:
                            -        when the vehicle is not able to run at 65 per cent of the maximum thirty
                                     minutes speed; or
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                                      Official Journal of the European Union           Rev.1/Add.82/Rev.3
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                                                                   Regulation No. 83
                                                                   page 265
                                                                   Annex 7 – Appendix 2
                         -       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
 ---pagebreak--- L 375/488        EN                 Official Journal of the European Union                      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.  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)).
        3.2.2.6.3.  The vehicle shall be driven according to Annex 4, or in case of special gear shifting
                    strategy according to the manufacturer's instructions, as incorporated in the drivers'
                    handbook of production vehicles 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.
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                                                                   E/ECE/324
                                      Official Journal of the European Union           Rev.1/Add.82/Rev.3
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                                                                   Regulation No. 83
                                                                   page 267
                                                                   Annex 7 – Appendix 2
         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.
                     M2i =        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.
 ---pagebreak--- L 375/490      EN                  Official Journal of the European Union                     27.12.2006
                  De     =     vehicle electric range with the switch in pure electric position,
                               according to the procedure described in Regulation No. 101, Annex 7.
                               If there is not a pure electric position, the manufacturer must provide
                               the means for performing the measurement with the vehicle running in
                               pure electric mode.
                  Dav =        25 km (average distance between two battery recharge).
        3.3.      NOT EXTERNALLY CHARGEABLE (NOTOVC HEV) WITHOUT AN
                  OPERATING MODE SWITCH
        3.3.1.    These vehicles shall be tested according to Annex 4.
        3.3.2.    For preconditioning, at least two consecutive complete driving cycles (one
                  Part One and one Part Two) are carried out without soak.
        3.3.3.    The vehicle shall be driven according to 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.
        3.4.      NOT EXTERNALLY CHARGEABLE                               (NOTOVC HEV)     WITH      AN
                  OPERATING MODE SWITCH
        3.4.1.    These vehicles are preconditioned and tested in hybrid mode according to Annex 4.
                  If several hybrid modes are available, the test shall be carried out in the mode that
                  is automatically set after turn on of the 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.
        3.4.2.    For preconditioning, at least two consecutive complete driving cycles (one
                  Part One and one Part Two) shall be carried out without soak.
        3.4.3.    The vehicle shall be driven according to Annex 4, or in case of special gear shifting
                  strategy according to the manufacturer's instructions, as incorporated in the drivers'
                  handbook of production vehicles 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.
        4.        TYPE II TEST METHODS
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                                                                   E/ECE/324
                                      Official Journal of the European Union           Rev.1/Add.82/Rev.3
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                                                                   Regulation No. 83
                                                                   page 269
                                                                   Annex 7 – Appendix 2
         4.1.        The vehicles shall be tested according to Annex 5 with the fuel consuming engine
                     running. The manufacturer shall provide a "service mode" that makes execution of
                     this test possible.
                     If necessary, the special procedure provided for in paragraph 5.1.6. to the
                     Regulation shall be used.
         5.          TYPE III TEST METHODS
         5.1.        The vehicles shall be tested according to Annex 6 with the fuel consuming engine
                     running. The manufacturer shall provide a "service mode" that makes execution of
                     this test possible.
         5.2.        The tests shall be carried out only for conditions 1 and 2 of the paragraph 3.2. of
                     Annex 6. If for any reasons it is not possible to test on condition 2, alternatively
                     another steady speed condition (with fuel consuming engine running under load)
                     should be carried out.
         6.          TYPE IV TEST METHODS
         6.1.        The vehicles shall be tested according to Annex 7.
         6.2.        Before starting the test procedure (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.
 ---pagebreak--- L 375/492        EN                  Official Journal of the European Union                      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.    NOVC vehicles without an operating mode switch: the procedure shall start with a
                    preconditioning of at least two consecutive complete driving cycles (one Part One
                    and one Part Two) without soak.
        6.2.2.2.    NOVC vehicles with an operating mode switch: the procedure shall start with a
                    preconditioning of at least two consecutive complete driving cycles (one Part One
                    and one Part Two) without soak, performed with the vehicle running in hybrid
                    mode. If several hybrid modes are available, the test shall be carried out in the
                    mode which is automatically set after turn on of the ignition key (normal mode).
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                                                                E/ECE/TRANS/505
                                                                Regulation No. 83
                                                                page 271
                                                                Annex 7 – Appendix 2
         6.3.      The preconditioning drive and the dynamometer test shall be carried out according
                   to paragraphs 5.2. and 5.4. of Annex 7:
         6.3.1.    For OVC vehicles: under the same conditions as specified by condition B of the
                   Type I test (paragraphs 3.1.3. and 3.2.3.).
         6.3.2.    For NOVC vehicles: under the same conditions as in the Type I test.
         7.        TYPE V TEST METHODS
         7.1.      The vehicles shall be tested according to Annex 9.
         7.2.      For OVC vehicles:
                   It is allowed to charge the electrical energy/power storage device twice a day
                   during mileage accumulation.
                   For OVC vehicles with an operating mode switch, mileage accumulation should be
                   driven in the mode which is automatically set after turn on of the ignition key
                   (normal mode).
                   During the mileage accumulation a change into another hybrid mode is allowed if
                   necessary in order to continue the mileage accumulation after agreement of the
                   technical service.
                   The measurements of emissions of 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.
         8.        TYPE VI TEST METHODS
         8.1.      The vehicles shall be tested according to Annex 8.
         8.2.      For OVC vehicles, the measurements of emissions of pollutants shall be carried out
                   under the same conditions as specified for condition B of the Type I test
                   (paragraphs 3.1.3. and 3.2.3.).
         8.3.      For NOVC vehicles, the measurements of emissions of pollutants shall be carried
                   out under the same conditions as in the Type I test.
 ---pagebreak--- L 375/494    EN                Official Journal of the European Union                   27.12.2006
        9.      ON BOARD DIAGNOSTICS (OBD) TEST METHODS
        9.1.    The vehicles shall be tested according to Annex 11.
        9.2.    For OVC vehicles, the measurements of emissions of pollutants shall be carried out
                under the same conditions as specified for condition B of the Type I test
                (paragraphs 3.1.3. and 3.2.3.).
        9.3.    For NOVC vehicles, the 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
                                       Official Journal of the European Union           Rev.1/Add.82/Rev.3
                                                                                                     L 375/495
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                                                                    Regulation No. 83
                                                                    page 273
                                                                    Annex 7 – Appendix 2
                                                Annex 14, Appendix 1,
        Electrical energy/power storage device State Of Charge (SOC) profile for OVC HEV Type I test
        Condition A of the Type I test
                   100 %
             SOC
             minimum
                           (1)   (2)     (3)          (4)             (5)
        Condition A:
        (1)    initial electrical energy/power storage device state of charge
        (2)    discharge according to paragraph 3.1.2.1. or 3.2.2.1.
        (3)    vehicle conditioning according to paragraph 3.1.2.2. or 3.2.2.2.
        (4)    charge during soak according to paragraphs 3.1.2.3. and 3.1.2.4., or paragraphs 3.2.2.3.
               and 3.2.2.4.
        (5)    test according to paragraph 3.1.2.5. or 3.2.2.5.
        Condition B of the Type I test
                   100 %
             SOC
             minimum
                           (1)   (2)     (3)          (4)             (5)
        Condition B:
        (1)    initial state of charge
        (2)    vehicle conditioning according to paragraph 3.1.3.1. or 3.2.3.1.
        (3)    discharge according to paragraph 3.1.3.2. or 3.2.3.2.
        (4)    soak according to paragraph 3.1.3.3. or 3.2.3.3.
        (5)    test according to paragraph 3.1.3.4. or 3.2.3.4.
                                                            _____