Commission Regulation (EU) 2018/1832 of 5 November 2018 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy (Text with EEA relevance.)

6.1.   Vehicle preparation

The vehicle shall be prepared in accordance to paragraphs 5.1.1. and 5.1.2. of Annex 7 of UN/ECE Regulation No 83. At the request of the manufacturer and with approval of the approval authority, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) may be reduced to typical vehicle background levels before testing (e.g. baking of tyres at temperatures of 50 °C or higher for appropriate periods, baking of the vehicle, draining washer fluid).

For a sealed fuel tank system, the vehicle canisters shall be installed so that access to canisters and connection/disconnection of canisters can be done easily.

6.2.   Mode selections and gear shift prescriptions

6.2.1. For vehicles with manual shift transmissions, the gear shift prescriptions specified in Sub-Annex 2 of Annex XXI shall apply.

6.2.2. In the case of pure ICE vehicles, the mode shall be selected in accordance with Sub-Annex 6 of Annex XXI.

6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected in accordance with Appendix 6 to Sub-Annex 8 of Annex XXI.

6.2.4. Upon request of the approval authority, the selected mode may be different from that described in paragraphs 6.2.2. and 6.2.3. of this Appendix.

6.3.   Test conditions

The tests included in this Annex shall be performed using the test conditions specific to interpolation family vehicle H with the highest cycle energy demand of all the interpolation families included in the evaporative emission family being considered.

Alternatively, at the request of the approval authority, any cycle energy representative of a vehicle in the family may be used for the test.

6.4.   Flow of the test procedure

The test procedure for non-sealed and sealed tank systems shall be followed in accordance with the flow chart described in Figure VI.4.

The sealed fuel tank systems shall be tested with one of 2 options. One option is to test the vehicle with one continuous procedure. Another option, called the stand-alone procedure, is to test the vehicle with two separate procedures which will allow repeating the dynamometer test and the diurnal tests without repeating the tank depressurisation puff loss overflow test and the depressurisation puff loss measurement.

6.5.   Continuous test procedure for non-sealed fuel tank systems

6.5.1.   Fuel drain and refill

The fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity.

6.5.2.   Soak

Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ± 3 °C.

6.5.3.   Preconditioning drive

The vehicle shall be placed on a chassis dynamometer and driven over the following phases of the cycle described in Sub-Annex 1 of Annex XXI:

(a) For Class 1 vehicles: low, medium, low, low, medium, low

(b) For Class 2 and 3 vehicles: low, medium, high, medium.

For OVC-HEVs, the preconditioning drive shall be performed under the charge-sustaining operating condition as defined in paragraph 3.3.6. of Annex XXI. Upon the request of approval authority, any other mode may be used.

6.5.4.   Fuel drain and refill

Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with test fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity.

6.5.5.   Soak

Within five minutes of completing fuel drain and refill, the vehicle shall be parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ± 3 °C.

During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may be performed either in the order of first paragraph 6.5.5.1. followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may also be performed simultaneously.

6.5.5.1.   REESS charge

For OVC-HEVs, the REESS shall be fully charged in accordance with the charging requirements described in paragraph 2.2.3. of Appendix 4 to Sub-Annex 8 of Annex XXI.

6.5.5.2.   Canister loading

The canister aged in accordance with the sequence described in paragraph 5.1. of this Appendix shall be loaded to 2 gram breakthrough in accordance with the procedure described in paragraph 5.1.4. of Annex 7 of UN/ECE Regulation No 83.

6.5.6.   Dynamometer test

The test vehicle shall be pushed onto a dynamometer and shall be driven over the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this Appendix. OVC-HEVs shall be operated in charge-depleting operating condition. The engine shall be subsequently shut off. Exhaust emissions may be sampled during this operation and the results may be used for the purpose of exhaust emission and fuel consumption type approval if this operation meets the requirement described in Sub-Annex 6 or Sub-Annex 8 of Annex XXI.

6.5.7.   Hot soak evaporative emissions test

Within 7 minutes after the dynamometer test and within 2 minutes of the engine being switched off, the hot soak evaporative emissions test shall be performed in accordance with paragraph 5.5. of Annex 7 of UN/ECE Regulation No 83. The hot soak losses shall be calculated in accordance with paragraph 7.1. of this Appendix and included in all relevant test reports as MHS.

6.5.8.   Soak

After the hot soak evaporative emissions test, the test vehicle shall be soaked for not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period the vehicle shall be soaked at 20 °C ± 2 °C.

6.5.9.   Diurnal testing

6.5.9.1. The test vehicle shall be exposed to two cycles of ambient temperature pursuant to the profile specified for the diurnal emission test in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 with a maximum deviation of ± 2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1 °C. Ambient temperature shall be measured at least every minute and included in all relevant test sheets. Temperature cycling shall begin at time Tstart = 0, as specified in paragraph 6.5.9.6. of this Appendix.

6.5.9.2. The enclosure shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber mixing fan(s) shall also be switched on at this time.

6.5.9.3. The test vehicle, with the powertrain 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.

6.5.9.4. The hydrocarbon analyser shall be zeroed and spanned immediately before the test.

6.5.9.5. The enclosure doors shall be closed and sealed gas-tight.

6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure shall be measured to give initial readings of hydrocarbon concentration in the enclosure CHCi, barometric pressure Pi and ambient chamber temperature Ti for the diurnal testing. Tstart = 0 starts at this time.

6.5.9.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of each emission sampling period.

6.5.9.8. The end of the first and second emission sampling period shall occur at 24 hours ±6 minutes and 48 hours ± 6 minutes, respectively, after the beginning of the initial sampling, as specified in paragraph 6.5.9.6. of this Appendix. The elapsed time shall be included in all relevant test reports. At the end of each emission sampling period, the hydrocarbon concentration, temperature and barometric pressure shall be measured and used to calculate the diurnal test results using the equation in paragraph 7.1. of this Appendix. The result obtained from the first 24 hours shall be included in all relevant test reports as MD1. The result obtained from the second 24 hours shall be included in all relevant test reports as MD2.

6.6.   Continuous test procedure for sealed fuel tank systems

6.6.2.	In the case that the fuel tank relief pressure is lower than 30 kPaThe test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13. of this Appendix. However, in this case, the ambient temperature described in paragraph 6.5.9.1. of this Appendix shall be replaced by the profile specified in Table VI.1 of this Appendix for the diurnal emission test. Table VI.1 Ambient temperature profile of the alternative sequence for sealed fuel tank system Time (hours) Temperature (°C) 0/24 20,0 1 20,4 2 20,8 3 21,7 4 23,9 5 26,1 6 28,5 7 31,4 8 33,8 9 35,6 10 37,1 11 38,0 12 37,7 13 36,4 14 34,2 15 31,9 16 29,9 17 28,2 18 26,2 19 24,7 20 23,5 21 22,3 22 21,0 23 20,2
Time (hours)	Temperature (°C)
0/24	20,0
1	20,4
2	20,8
3	21,7
4	23,9
5	26,1
6	28,5
7	31,4
8	33,8
9	35,6
10	37,1
11	38,0
12	37,7
13	36,4
14	34,2
15	31,9
16	29,9
17	28,2
18	26,2
19	24,7
20	23,5
21	22,3
22	21,0
23	20,2

6.7.   Stand-alone test procedure for sealed fuel tank systems

6.7.1   Measurement of depressurisation puff loss loading mass

6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. of this Appendix shall be performed. The depressurisation puff loss loading mass is defined as the difference in weight of the vehicle canister before paragraph 6.6.1.6. of this Appendix is applied and after paragraph 6.6.1.7.2. of this Appendix is applied.

6.7.1.2. The depressurisation puff loss overflow from the vehicle canister shall be measured in accordance with paragraphs 6.6.1.8.1. and 6.6.1.8.2. of this Appendix and fulfil the requirements of paragraph 6.6.1.8.3. in this Appendix.

6.7.2.   Hot soak and diurnal breathing evaporative emissions test

6.7.2.1.   In the case that the fuel tank relief pressure is greater than or equal to 30 kPa

6.7.2.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and paragraphs 6.6.1.9. to 6.6.1.9.1. of this Appendix.

6.7.2.1.2. The canister shall be aged in accordance with the sequence described in paragraph 5.1. of this Appendix and shall be loaded and purged in accordance with paragraph 6.6.1.5. of this Appendix.

6.7.2.1.3. The aged canister shall subsequently be loaded in accordance with the procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE Regulation No 83 with the exemption of loading mass. Total loading mass shall be determined in accordance with paragraph 6.7.1.1. of this Appendix. At the request of the manufacturer, the reference fuel may alternatively be used instead of butane. The canister shall be disconnected.

6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. of this Appendix shall be followed.

6.7.2.2.   In the case that the fuel tank relief pressure is lower than 30 kPa

The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4. of this Appendix. However, in this case, the ambient temperature described in 6.5.9.1. of this Appendix shall be modified pursuant to the profile specified in Table VI.1 of this Appendix for the diurnal emission test.

7.2. The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in paragraph 6.1.

The test report shall contain at least the following:

(a) Description of the soak periods, including time and mean temperatures;

(b) Description of aged canister used and reference to exact ageing report;

(c) Mean temperature during the hot soak test;

(d) Measurement during hot soak test, HSL;

(e) Measurement of first diurnal, DL1st day;

(f) Measurement of second diurnal, DL2nd day;

(g) Final evaporative test result, calculated in accordance with paragraph 7. of this Appendix;

(h) Declared fuel tank relief pressure of the system (for sealed tank systems);

(i) Puff loss loading value (in the case of using the stand-alone test described in paragraph 6.7. of this Appendix).’

ANNEX V

Annex IX to Regulation (EU) 2017/1151 is amended as follows:

(1) in Section A, point 3. is replaced by the following: ‘3.   Technical data on fuels for testing fuel cell vehicles Type: Hydrogen for fuel cell vehicles Characteristics Units Limits Test Method minimum maximum Hydrogen fuel index () % mole 99,97 Total non-hydrogen gases μmol/mol

300 Maximum concentration of individual contaminants Water (H2O) μmol/mol

5 () Total hydrocarbons () (Methane basis) μmol/mol

2 () Oxygen (O2) μmol/mol

5 () Helium (He) μmol/mol

300 () Total Nitrogen (N2) and Argon (Ar) () μmol/mol

100 () Carbon dioxide (CO2) μmol/mol

2 () Carbon monoxide (CO) μmol/mol

0,2 () Total sulfur compounds () (H2S basis) μmol/mol

0,004 () Formaldehyde (HCHO) μmol/mol

0,01 () Formic acid (HCOOH) μmol/mol

0,2 () Ammonia (NH3) μmol/mol

0,1 () Total halogenated compounds () (Halogenate ion basis) μmol/mol

0,05 () (¹)The hydrogen fuel index is determined by subtracting the “total non-hydrogen gases” in this table, expressed in mole per cent, from 100 mole per cent. (²)Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol). Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in which case the summation of methane, nitrogen and argon shall not exceed 100 μmol/mol. (³)As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas. (⁴)Total halogenated compounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl2), and organic halides (R-X). (⁵)Test method shall be documented.’ For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be less than or equal to the acceptable limit.

ANNEX VI

‘ANNEX XI

ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES

1.1. This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions from motor vehicles.

2. DEFINITIONS, REQUIREMENTS AND TESTS

2.2. The ‘Type V durability distance’ and ‘Type V durability test’ mentioned in section 3.1 and 3.3.1 of Annex 11 to UN/ECE Regulation No 83 respectively shall be understood as reference to the requirements of Annex VII to this Regulation.

| 2.3. | The ‘OBD threshold limits’ specified in section 3.3.2 of Annex 11 to UN/ECE Regulation 83 shall be understood as reference to the requirements specified in points 2.3.1. and 2.3.2. below: 2.3.1. The OBD thresholds limits for vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in Article 10(4) and 10(5) of that Regulation are given in the following table: Final Euro 6 OBD threshold limits Reference mass (RM) (kg) Mass of carbon monoxide Mass of non-methane hydrocarbons Mass of oxides of nitrogen Mass of particulate matter (¹) Number of particles (²) Category Class (CO) (mg/km) (NMHC) (mg/km) (NOx) (mg/km) (PM) (mg/km) (PN) (#/km) PI CI PI CI PI CI CI PI CI PI M — All 1 900 1 750 170 290 90 140 12 12 N1 I RM ≤ 1 305 1 900 1 750 170 290 90 140 12 12 II 1 305 < RM ≤ 1 760 3 400 2 200 225 320 110 180 12 12 III 1 760 < RM 4 300 2 500 270 350 120 220 12 12 N2 — All 4 300 2 500 270 350 120 220 12 12 (¹)Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines. (²)Particle number limits may be introduced at a later date. Key: PI = Positive Ignition, CI = Compression Ignition. 2.3.2. Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new type approvals and new vehicles respectively, the following OBD threshold limits shall be applied to vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007, upon the choice of the manufacturer: Preliminary Euro 6 OBD threshold limits Reference mass (RM) (kg) Mass of carbon monoxide Mass of non-methane hydrocarbons Mass of oxides of nitrogen Mass of particulate matter (¹) Category Class (CO) (mg/km) (NMHC) (mg/km) (NOx) (mg/km) (PM) (mg/km) PI CI PI CI PI CI CI PI M — All 1 900 1 750 170 290 150 180 25 25 N1 I RM ≤ 1 305 1 900 1 750 170 290 150 180 25 25 II 1 305 < RM ≤ 1 760 3 400 2 200 225 320 190 220 25 25 III 1 760 < RM 4 300 2 500 270 350 210 280 30 30 N2 — All 4 300 2 500 270 350 210 280 30 30 (¹)Positive ignition particulate mass limits apply only to vehicles with direct injection engines. Key: PI = Positive Ignition, CI = Compression Ignition | | | | | | | | | | | |

| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | | Final Euro 6 OBD threshold limits | | | | | | | | | | | | | | | | Reference mass (RM) (kg) | Mass of carbon monoxide | Mass of non-methane hydrocarbons | Mass of oxides of nitrogen | Mass of particulate matter (¹) | Number of particles (²) | | | | | | | Category | Class | | (CO) (mg/km) | (NMHC) (mg/km) | (NOx) (mg/km) | (PM) (mg/km) | (PN) (#/km) | | | | | | | | PI | CI | PI | CI | PI | CI | CI | PI | CI | PI | | | | M | — | All | 1 900 | 1 750 | 170 | 290 | 90 | 140 | 12 | 12 | | | | N1 | I | RM ≤ 1 305 | 1 900 | 1 750 | 170 | 290 | 90 | 140 | 12 | 12 | | | | II | 1 305 < RM ≤ 1 760 | 3 400 | 2 200 | 225 | 320 | 110 | 180 | 12 | 12 | | | | | III | 1 760 < RM | 4 300 | 2 500 | 270 | 350 | 120 | 220 | 12 | 12 | | | | | N2 | — | All | 4 300 | 2 500 | 270 | 350 | 120 | 220 | 12 | 12 | | | | (¹)Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines. (²)Particle number limits may be introduced at a later date. Key: PI = Positive Ignition, CI = Compression Ignition. | | | | | | | | | | | | | | Preliminary Euro 6 OBD threshold limits | | | | | | | | | | | | | | | | Reference mass (RM) (kg) | Mass of carbon monoxide | Mass of non-methane hydrocarbons | Mass of oxides of nitrogen | Mass of particulate matter (¹) | | | | | | | | Category | Class | | (CO) (mg/km) | (NMHC) (mg/km) | (NOx) (mg/km) | (PM) (mg/km) | | | | | | | | | PI | CI | PI | CI | PI | CI | CI | PI | | | | | | M | — | All | 1 900 | 1 750 | 170 | 290 | 150 | 180 | 25 | 25 | | | | N1 | I | RM ≤ 1 305 | 1 900 | 1 750 | 170 | 290 | 150 | 180 | 25 | 25 | | | | | II | 1 305 < RM ≤ 1 760 | 3 400 | 2 200 | 225 | 320 | 190 | 220 | 25 | 25 | | | | | III | 1 760 < RM | 4 300 | 2 500 | 270 | 350 | 210 | 280 | 30 | 30 | | | | N2 | — | All | 4 300 | 2 500 | 270 | 350 | 210 | 280 | 30 | 30 | | | | (¹)Positive ignition particulate mass limits apply only to vehicles with direct injection engines. Key: PI = Positive Ignition, CI = Compression Ignition | | | | | | | | | | | | |

2.5. Reserved.

2.6. The ‘Type I test cycle’ referred to in paragraph 3.3.3.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being the same as the Type 1 cycle that was used for at least two consecutive cycles after introduction of the misfire faults in accordance with paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83.

2.7. The reference to ‘the particulate threshold limits provided for by paragraph 3.3.2.’ in paragraph 3.3.3.7. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the particulate threshold limits provided in Section 2.3 of this Annex.

2.8. Paragraph 3.3.3.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “3.3.3.4.If active on the selected fuel, 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 tailpipe emissions exceeding the OBD threshold limits given in paragraph 3.3.2. of this Annex.”

2.9. Paragraph 3.3.4.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “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 OBD threshold limits given in paragraph 3.3.2. of this Annex. 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).”

3.1. The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the following exceptions.

3.2. Reference to ‘OBD threshold limits’ in paragraph 4.2.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the OBD threshold limits in Section 2.3 of this Annex.

3.3. Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows: ‘The approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’

4.1. Requirements for access to OBD information are specified in section 5 of Annex 11 to UN/ECE Regulation 83. The exceptions to these requirements are described in the following sections.

4.2. References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood as references to Appendix 5 to Annex I to this Regulation.

4.3. References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be understood as references to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation.

4.4. References to ‘contracting parties’ shall be understood as references to ‘member states’.

4.5. References to ‘approval granted under Regulation 83’ shall be understood as references to type-approval granted under this Regulation and Regulation (EC) No 715/2007.

4.6. UN/ECE type-approval shall be understood as EC type-approval.

Appendix 1

FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS

1.1. This Appendix describes the procedure of the test in accordance with section 2 of this Annex.

2.1. The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections.

2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD threshold limits set out in paragraph 3.3.2. to Annex 11 of UN/ECE Regulation No 83 shall be understood as references to the OBD threshold limits set out in section 2.3 of this Annex.

2.3. The reference to ‘the Type I test cycle’ in section 2.1.3 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as a reference to the Type 1 test in accordance with Regulation (EC) No 692/2008 or Annex XXI of this Regulation, upon the choice of the manufacturer for each individual malfunction to be demonstrated.

2.4. The reference fuels specified in paragraph 3.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to the appropriate reference fuel specifications in Annex IX to this Regulation.

2.5. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “6.4.1.1.After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.1.2. to 6.4.1.5. of this Appendix. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions with others in accordance with paragraph 6.4.1.6. of this Appendix. However, the total number of failures simulated shall not exceed four (4) for the purpose of type approval. In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum of four (4) simulated failures at the discretion of the Type Approval Authority.”

2.6. The reference to “Annex 11” in paragraph 6.5.1.4. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to Annex XI to this Regulation.

2.7. In addition to the requirements of the second paragraph of Section 1 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: “For electrical failures (short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more than twenty per cent.”

2.9. In addition to the requirements of paragraph 6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: “The Type I Test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. These conditions shall be documented in the type approval documentation.”

2.10 Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “At the request of the manufacturer, alternative and/or additional preconditioning methods may be used.”

2.11 In addition to the requirements of paragraph 6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: “The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.”

2.12. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type).”

2.13. Reserved.

2.14. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: “After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions by others in accordance with paragraph 6.4.2.5. of this appendix. However, the total number of failures simulated shall not exceed four (4) for the purposes of type approval.”

2.15. The information listed in point 3 of Annex XXII shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2 (c) of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in point 2.8 of Appendix 1 to this Annex.

3. IN-USE PERFORMANCE

3.1.   General Requirements

The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections.

3.1.1. The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. For new type approvals and new vehicles the monitor required by paragraph 3.3.4.7. of Annex 11 to UN/ECE Regulation No 83 shall have an IUPR greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 respectively.

3.1.2. The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. The manufacturer shall demonstrate to the approval authority and, upon request, to the Commission that these statistical conditions are satisfied for all monitors required to be reported by the OBD system in accordance with paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this purpose, for OBD families consisting of more than 1 000 registrations in the Union, that are subject to sampling within the sampling period, the process described in Annex II shall be used without prejudice to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83. In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section 2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as sufficient for compliance with this requirement. For this purpose, type-approval authorities may find arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as these arrangements do not harm the dissuasive effect of the type-approval authority's own in-service conformity check on non-compliance with the requirements of Section 3 of this Annex. Data collected by Member States during surveillance testing programmes may be used for in-service conformity checks. Upon request, type-approval authorities shall provide data on the audits and random in-service conformity checks performed, including the methodology used for identifying those cases, which are made subject to the random in-service conformity check, to the Commission and other type-approval authorities.

3.1.3. Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83 established by tests described in point 3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly refer to Article 13 of Regulation (EC) No 715/2007.

3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following: “7.6.1.The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of this Appendix, the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this Annex:

3.1.5. Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows:

“7.6.2.For specific components or systems that have multiple monitors, which are required to be reported by this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.”

3.1.6. In addition to the requirements of paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: “Numerators and denominators for specific monitors of components or systems, that are monitoring continuously for short circuit or open circuit failures are exempted from reporting. “Continuously,” if used in this context means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs. It is not required to activate an output component/system for the sole purpose of monitoring that output component/system.”

Appendix 2

ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY

The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 11 to UN/ECE Regulation No 83.’

ANNEX VII

Annex XII to Regulation (EU) 2017/1151 is amended as follows:

(1) the heading is replaced by the following: ‘TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS AND DETERMINATION OF CO2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL’;

(2) point 1.4. is deleted;

(3) point 2 is replaced by the following: ‘2.   DETERMINATION OF CO2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL 2.1. For the purpose of determining the CO2 emissions and fuel consumption of a vehicle submitted to multi-stage type-approval, as defined in Article 3(7) of Directive 2007/46/EC, the procedures of Annex XXI apply. However, at the choice of the manufacturer and irrespective of the technically permissible maximum laden mass, the alternative described in paragraphs 2.2. to 2.6. may be used where the base vehicle is incomplete. 2.2. A road load matrix family, as defined in paragraph 5.8. of Annex XXI, shall be established based on the parameters of a representative multi-stage vehicle in accordance with paragraph 4.2.1.4. of Sub-Annex 4 to Annex XXI. 2.3. The manufacturer of the base vehicle shall calculate the road load coefficients of vehicle HM and LM of a road load matrix family as set out in paragraph 5. of Sub-Annex 4 to Annex XXI and shall determine the CO2 emission and fuel consumption in a Type 1 test of both vehicles. The manufacturer of the base vehicle shall make available a calculation tool to establish, on the basis of the parameters of completed vehicles, the final fuel consumption and CO2 values as specified in Sub-Annex 7 to Annex XXI. 2.4. The calculation of road load and running resistance for an individual multi stage vehicle shall be performed in accordance with paragraph 5.1. of Sub-Annex 4 of Annex XXI. 2.5. The final fuel consumption and CO2 values shall be calculated by the final-stage manufacturer on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle. 2.6. The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the completed vehicles and add the information of the base vehicles in accordance with Annex IX to Directive 2007/46/EC. 2.7. In the case of multi stage vehicles submitted to individual vehicle approval, the individual approval certificate shall include the following information: (a) the CO2 emissions measured in accordance with the methodology set out in points 2.1 to 2.6.; (b) the mass of the completed vehicle in running order; (c) the identification code corresponding to the type, variant and version of the base vehicle; (d) the type-approval number of the base vehicle, including the extension number; (e) the name and address of the manufacturer of the base vehicle; (f) the mass of the base vehicle in running order. 2.8. In the case of multi stage type approvals or individual vehicle approval where the base vehicle is a complete vehicle with a valid certificate of conformity, the final stage manufacturer shall consult the base vehicle manufacturer to set the new CO2 value in accordance with the CO2 interpolation using the appropriate data from the completed vehicle or calculate the new CO2 value on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle as mentioned in paragraph 2.3. above. If the tool is not available or the CO2 interpolation is not possible, the CO2 value of Vehicle High from the base vehicle shall be used with the agreement of the approval authority.’;

ANNEX VIII

‘ANNEX XVI

REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST AFTER-TREATMENT SYSTEM

This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order to reduce emissions. Every reference in this Annex to ‘reagent tank’ shall be understood as also applying to other containers in which a reagent is stored.

1.1. The capacity of the reagent tank shall be such that a full reagent tank does not need to be replenished over an average driving range of 5 full fuel tanks providing the reagent tank can be easily replenished (e.g. without the use of tools and without removing vehicle interior trim. The opening of an interior flap, in order to gain access for the purpose of reagent replenishment, shall not be understood as the removal of interior trim). If the reagent tank is not considered to be easy to replenish as described above, the minimum reagent tank capacity shall be at least equivalent to an average driving distance of 15 full fuel tanks. However, in the case of the option in paragraph 3.5., where the manufacturer chooses to start the warning system at a distance which may not be less than 2 400  km before the reagent tank becomes empty, the above restrictions on a minimum reagent tank capacity shall not apply.

1.2. In the context of this Annex, the term “average driving distance” shall be taken to be derived from the fuel or reagent consumption during a Type 1 test for the driving distance of a fuel tank and the driving distance of a reagent tank respectively.

2.1. The vehicle shall include a specific indicator on the dashboard that informs the driver when reagent levels are below the threshold values specified in paragraph 3.5.

3.1. The vehicle shall include a warning system consisting of visual alarms that informs the driver when an abnormality is detected in the reagent dosing, e.g. when emissions are too high, the reagent level is low, reagent dosing is interrupted, or the reagent is not of a quality specified by the manufacturer. The warning system may also include an audible component to alert the driver.

3.2. The warning system shall escalate in intensity as the reagent approaches empty. It shall culminate in a driver notification that cannot be easily defeated or ignored. It shall not be possible to turn off the system until the reagent has been replenished.

3.3. The visual warning shall display a message indicating a low level of reagent. The warning shall not be the same as the warning used for the purposes of OBD or other engine maintenance. The warning shall be sufficiently clear for the driver to understand that the reagent level is low (e.g. “urea level low”, “AdBlue level low”, or “reagent low”).

3.4. The warning system does not initially need to be continuously activated, however the warning shall escalate so that it becomes continuous as the level of the reagent approaches the point where the driver inducement system in paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. “fill up urea”, “fill up AdBlue”, or “fill up reagent”). The continuous warning system may be temporarily interrupted by other warning signals providing that they are important safety related messages.

3.5. The warning system shall activate at a distance equivalent to a driving range of at least 2 400  km in advance of the reagent tank becoming empty, or at the choice of the manufacturer at the latest when the level of reagent in the tank reaches one of the following levels: whichever occurs earlier.

4.1. The vehicle shall include a means of determining that a reagent corresponding to the characteristics declared by the manufacturer and recorded in Appendix 3 to Annex I is present on the vehicle.

4.2. If the reagent in the storage tank does not correspond to the minimum requirements declared by the manufacturer the driver warning system in paragraph 3. shall be activated and shall display a message indicating an appropriate warning (e.g. “incorrect urea detected”, “incorrect AdBlue detected”, or “incorrect reagent detected”). If the reagent quality is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply.

5.1. The vehicle shall include a means of determining reagent consumption and providing off-board access to consumption information.

5.2. Average reagent consumption and average demanded reagent consumption by the engine system shall be available via the serial port of the standard diagnostic connector. Data shall be available over the previous complete 2 400  km period of vehicle operation.

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

5.4. A deviation of more than 50 % between the average reagent consumption and the average demanded reagent consumption by the engine system over a period of 30 minutes of vehicle operation, shall result in the activation of the driver warning system in paragraph 3., which shall display a message indicating an appropriate warning (e.g. “urea dosing malfunction”, “AdBlue dosing malfunction”, or “reagent dosing malfunction”). If the reagent consumption is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply.

5.5. In the case of interruption in reagent dosing activity the driver warning system as referred to in paragraph 3. shall be activated, which shall display a message indicating an appropriate warning. Where the reagent dosing interruption is initiated by the engine system because the vehicle operating conditions are such that the vehicle's emission performance does not require reagent dosing, the activation of the driver warning system as referred to in paragraph 3. may be omitted, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply. If the reagent dosing is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply.

6.1. As an alternative to the monitoring requirements referred to in paragraphs 4. and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx levels in the exhaust.

6.2. The manufacturer shall demonstrate that use of the sensors referred to in paragraph 6.1. above and any other sensors on the vehicle, results in the activation of the driver warning system as referred to in paragraph 3. above, the display of a message indicating an appropriate warning (e.g. “emissions too high — check urea”, “emissions too high — check AdBlue”, “emissions too high — check reagent”), and the activation of the driver inducement system as referred to in paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5. occur. For the purposes of this paragraph these situations are presumed to occur if the applicable NOx OBD threshold limit of the tables set out in paragraph 2.3. of Annex XI is exceeded. NOx emissions during the test to demonstrate compliance with these requirements shall be no more than 20 % higher than the OBD threshold limits.

7.1. Where reference is made to this paragraph, non-erasable Parameter Identifiers (PID) shall be stored identifying the reason for and the distance travelled by the vehicle during the inducement system activation. The vehicle shall retain a record of the PID for at least 800 days or 30 000  km of vehicle operation. The PID shall be made available via the serial port of a standard diagnostic connector upon request of a generic scan tool in accordance with the provisions of paragraph 2.3. of Appendix 1 to Annex XI. The information stored in the PID shall be linked to the period of cumulated vehicle operation, during which it has occurred, with an accuracy of not less than 300 days or 10 000  km.

7.2. Malfunctions in the reagent dosing system attributed to technical failures (e.g. mechanical or electrical faults) shall also be subject to the OBD requirements in Annex XI.

8.1. The vehicle shall include a driver inducement system to ensure that the vehicle operates with a functioning emissions control system at all times. The inducement system shall be designed so as to ensure that the vehicle cannot operate with an empty reagent tank.

8.2. The inducement system shall activate at the latest when the level of reagent in the tank reaches: Where the alternative described in paragraph 6.1. is utilised, the system shall activate when the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred. The detection of an empty reagent tank and the irregularities mentioned in paragraphs 4., 5., or 6. shall result in the failure information storage requirements of paragraph 7. taking effect.

8.4. Once the inducement system has prevented engine restarts, the inducement system shall only be deactivated if the irregularities specified in paragraphs 4., 5., or 6. have been rectified or if the quantity of reagent added to the vehicle meets at least one of the following criteria: After a repair has been carried out to correct a fault where the OBD system has been triggered under paragraph 7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be restarted for self-diagnosis purposes. The vehicle shall operate for a maximum of 50 km to enable the success of the repair to be validated. The inducement system shall be fully reactivated if the fault persists after this validation.

8.5. The driver warning system referred to in paragraph 3. shall display a message indicating clearly:

8.6. The driver inducement system shall be deactivated when the conditions for its activation have ceased to exist. The driver inducement system shall not be automatically deactivated without the reason for its activation having been remedied.

8.7. Detailed written information fully describing the functional operation characteristics of the driver inducement system shall be provided to the Type Approval Authority at the time of approval.

8.8. As part of the application for type approval under this Regulation, the manufacturer shall demonstrate the operation of the driver warning and inducement systems.

9.1. The manufacturer shall provide all owners of new vehicles with clear written information about the emission control system. This information shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the driver warning system and that the driver inducement system shall consequentially result in the vehicle being unable to start.

9.2. The instructions shall indicate requirements for the proper use and maintenance of vehicles, including the proper use of consumable reagents.

9.3. The instructions shall specify if consumable reagents have to be replenished by the vehicle driver between normal maintenance intervals. They shall indicate how the vehicle driver should replenish the reagent tank. The information shall also indicate a likely rate of reagent consumption for that type of vehicle and how often it should be replenished.

9.4. The instructions shall specify that use of, and replenishing of, a required reagent of the correct specifications is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle type.

9.5. The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of emissions.

9.6. The instructions shall explain how the warning system and driver inducement systems work. In addition, the consequences of ignoring the warning system and not replenishing the reagent shall be explained.

Manufacturers shall ensure that the emission control system retains its emission control function during all ambient conditions, especially at low ambient temperatures. This includes taking measures to prevent the complete freezing of the reagent during parking times of up to 7 days at 258 K (– 15 °C) with the reagent tank 50 % full. If the reagent is frozen, the manufacturer shall ensure that the reagent shall be liquefied and ready for use within 20 minutes of the vehicle being started at 258 K (– 15 °C) measured inside the reagent tank.’

ANNEX IX

Annex XXI to Regulation (EU) 2017/1151 is amended as follows:

(1) The following points 3.1.16, 3.1.17. and 3.1.18. are inserted before Figure 1: ‘3.1.16. “Response time” means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and takes place in less than 0,1 second. The system response time consists of the delay time to the system and of the rise time of the system. 3.1.17. “Delay time” means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t10) with the sampling probe being defined as the reference point. For gaseous components, this is the transport time of the measured component from the sampling probe to the detector. 3.1.18. “Rise time” means the difference in time between the 10 per cent and 90 per cent response of the final reading (t90 – t10).’;

(2) point 3.2.21. is replaced by the following: ‘3.2.21. “Vehicle coastdown mode” means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting.’;

(3) the following points 3.2.28. to 3.2.35. are inserted: ‘3.2.28. “n/v ratio” means the engine rotational speed divided by vehicle speed in a specific gear. 3.2.29. “Single roller dynamometer” means a dynamometer where each wheel on a vehicle's axle is in contact with one roller. 3.2.30. “Twin-roller dynamometer” means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers. 3.2.31. “Powered axle” means an axle of a vehicle which is able to deliver propulsion energy and/or recuperate energy, independent of whether that is only temporarily or permanently possible and/or selectable by the driver. 3.2.32. “2WD dynamometer” means a dynamometer where only the wheels on one vehicle axle are in contact with the roller(s). 3.2.33. “4WD dynamometer” means a dynamometer where all wheels on both vehicle axles are in contact with the rollers. 3.2.34. “Dynamometer in 2WD operation” means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle while the wheels on the non-powered axle do not influence the measurement result, independent of whether they are rotating or not. 3.2.35. “Dynamometer in 4WD operation” means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle.’;

(4) point 3.3. is replaced by the following: ‘3.3.Pure electric, hybrid electric, fuel cell and bi-fuel vehicles’;

(5) The following points are inserted: ‘3.3.21. “Bi-fuel vehicle” means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; however the simultaneous use of both fuels is permitted in limited amount and duration. 3.3.22. “Bi-fuel gas vehicle” means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen.’;

(6) point 3.5.9. is replaced by the following: ‘3.5.9. ‘Predominant mode’ for the purpose of this Annex means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, and which cannot be redefined to another mode. After the vehicle is switched on, the predominant mode can only be switched to another driver-selectable mode by an intentional action of the driver.’;

(7) point 3.5.11. is replaced by the following: ‘3.5.11. “Exhaust emissions” means the emission of gaseous, solid and liquid compounds from the tailpipe.’;

(8) point 3.7.1. is replaced by the following: ‘3.7.1. “Rated engine power” (Prated) means maximum net power of the engine or motor in kW as per the requirements of Annex XX.’;

(9) Point 3.8.1. is replaced by the following: ‘3.8.1. “Periodically regenerating system” means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process.’;

(10) in point 4.1. is amended as follows: (a) the lines for the abbreviations ‘Extra High2’ and ‘Extra High3’ are replaced by the following: ‘Extra High2 Class 2 WLTC extra high speed phase Extra High3 Class 3 WLTC extra high speed phase’; (b) the lines for the abbreviations ‘High2’, ‘High3-1’ and ‘High3-2’ are replaced by the following: ‘High2 Class 2 WLTC high speed phase High3a Class 3a WLTC high speed phase High3b Class 3b WLTC high speed phase’; (c) the lines for the abbreviations ‘Low1’, ‘Low2’, ‘Low3’, ‘Medium1’, ‘Medium2’, ‘Medium3-1’ and ‘Medium3-2’ are replaced by the following: ‘Low1 Class 1 WLTC low speed phase Low2 Class 2 WLTC low speed phase Low3 Class 3 WLTC low speed phase Medium1 Class 1 WLTC medium speed phase Medium2 Class 2 WLTC medium speed phase Medium3a Class 3a WLTC medium speed phase Medium3b Class 3b WLTC medium speed phase’; (d) after the line for the abbreviation ‘REESS’, the following line is inserted: ‘RRC Rolling resistance coefficient’;

(11) point 5.0. is replaced by the following: ‘5.0.Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed a unique identifier of the following format: FT-nnnnnnnnnnnnnnn-WMI-x Where: FT is an identifier of the family type: IP = Interpolation family as defined in paragraph 5.6. RL = Road load family as defined in paragraph 5.7. RM = Road load matrix family as defined in paragraph 5.8. PR = Periodically regenerating systems (Ki) family as defined in paragraph 5.9. AT = ATCT family as defined in paragraph 2. of Sub-Annex 6a. nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character ‘_’. WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009. x shall be set to ‘1’ or ‘0’ in accordance with the following provisions: (a) With the agreement of the approval authority and the owner of the WMI, the number shall be set to ‘1’ where a vehicle family is defined for the purpose of covering vehicles of: (i) a single manufacturer with one single WMI code; (ii) a manufacturer with several WMI codes, but only in cases when one WMI code is to be used; (iii) more than one manufacturer, but only in cases when one WMI code is to be used. In the cases (i), (ii) and (iii), the family identifier code shall consist of one unique string of n-characters and one unique WMI code followed by ‘1’. (b) With the agreement of the approval authority, the number shall be set to ‘0’ in the case that a vehicle family is defined based on the same criteria as the corresponding vehicle family defined in accordance with point (a), but the manufacturer chooses to use a different WMI. In this case the family identifier code shall consist of the same string of n-characters as the one determined for the vehicle family defined in accordance with point (a) and a unique WMI code which shall be different from any of the WMI codes used under case (a), followed by ‘0’.’;

(12) in point 5.1. the following paragraph is added: ‘This shall include the security of all hoses, joints and connections used within the emission control systems.’

(13) point 5.1.1. is deleted;

(14) point 5.3.6. is replaced by the following: ‘5.6.The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Sub-Annex 6 to this Annex.’;

(15) point 5.5. is replaced by the following: ‘5.5.   Provisions for electronic system security The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I.’;

(16) points 5.5.1., 5.5.2., 5.5.3. and 5.5.4. are deleted;

(17) point 5.6.1. is replaced by the following: ‘5.6.1.Interpolation family for pure ICE vehicles’;

(18) the following points 5.6.1.1, 5.6.1.2. and 5.6.1.3. are inserted: ‘5.6.1.1. Vehicles may be part of the same interpolation family in any of the following cases including combinations of these cases: (a) they belong to different vehicle classes as described in paragraph 2. of Sub-Annex 1; (b) they have different levels of downscaling as described in paragraph 8. of Sub-Annex 1; (c) they have different capped speeds as described in paragraph 9. of Sub-Annex 1. 5.6.1.2. Only vehicles that are identical with respect to the following vehicle/power-train/transmission characteristics may be part of the same interpolation family: (a) Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine displacement, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO2 mass emission under WLTP conditions; (b) Operation strategy of all CO2 mass emission influencing components within the powertrain; (c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.); (d) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to n/v ratios of the most commonly installed transmission type is within 8 per cent; (e) Number of powered axles; (f) ATCT family, per reference fuel in the case of flex-fuel or bi-fuel vehicles; (g) Number of wheels per axle. 5.6.1.3. If an alternative parameter such as a higher nmin_drive, as specified in paragraph 2.(k) of Sub-Annex 2, or ASM, as defined in paragraph 3.4. of Sub-Annex 2 is used, this parameter shall be the same within an interpolation family.’;

(19) in point 5.6.2., point (c) is replaced by the following: ‘(c)Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO2 mass emission and electric energy consumption under WLTP conditions;’;

(20) in point 5.6.3., point (e) is replaced by the following: ‘(e)Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions;’;

(21) in point 5.6.3., point (g) is replaced by the following: ‘(g)n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent.’;

(22) in point 5.7., from point (d) until the end is replaced by the following: ‘(d)Number of wheels per axle. If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped with a vehicle coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no influence on the road load, the criteria in paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply. If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the approval authority.’

(23) point 5.8. is replaced by the following: ‘5.8.   Road load matrix family The road load matrix family may be applied for vehicles designed for a technically permissible maximum laden mass ≥ 3 000 kg. The road load matrix family may also be applied for vehicles submitted for multi-stage type approval or multi-stage vehicles submitted for individual vehicle approval. In these cases the provisions set out in point 2. of Annex XII shall apply. Only vehicles which are identical with respect to the following characteristics may be part of the same road load matrix family: (a) Transmission type (e.g. manual, automatic, CVT); (b) Number of powered axles; (c) Number of wheels per axle.’;

(24) point 5.9. is replaced by the following: ‘5.9.   Periodically regenerating systems (Ki) family Only vehicles that are identical with respect to the following characteristics may be part of the same periodically regenerating systems family: (a) Type of internal combustion engine: fuel type, combustion process, (b) Periodically regenerating system (i.e. catalyst, particulate trap); (i) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density); (ii) Type and working principle; (iii) Volume ± 10 per cent; (iv) Location (temperature ± 100 °C at second highest reference speed). (c) The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the Ki demonstration test plus 250 kg.’;

(25) points 5.9.1. and 5.9.2. are deleted;

(26) point 6.1. is replaced by the following: ‘6.1.   Limit values Limit values for emissions shall be those specified in Table 2 of Annex I of Regulation (EC) No 715/2007.’;

(27) Sub-Annex 1 is amended as follows: (a) points from 1. to 3.5. are replaced by the following: ‘1.   General requirements The cycle to be driven depends on the ratio of the test vehicle's rated power to mass in running order minus 75 kg, W/kg, and its maximum velocity, vmax. The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the Annex as the “applicable cycle”.

2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio Pmr ≤ 22 W/kg. 2.2. Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg. 2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg. 2.3.1. Class 3 vehicles are divided into 2 subclasses in accordance with their maximum speed, vmax. 2.3.1.1. Class 3a vehicles with vmax < 120 km/h. 2.3.1.2. Class 3b vehicles with vmax ≥ 120 km/h. 2.3.2. All vehicles tested in accordance with Sub-Annex 8 shall be considered to be Class 3 vehicles.

3.1.   Class 1 cycle 3.1.1. A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase (Medium1) and an additional low phase (Low1). 3.1.2. The Low1 phase is described in Figure A1/1 and Table A1/1. 3.1.3. The Medium1 phase is described in Figure A1/2 and Table A1/2. 3.2.   Class 2 cycle 3.2.1. A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase (Medium2), a high phase (High2) and an extra high phase (Extra High2). 3.2.2. The Low2 phase is described in Figure A1/3 and Table A1/3. 3.2.3. The Medium2 phase is described in Figure A1/4 and Table A1/4. 3.2.4. The High2 phase is described in Figure A1/5 and Table A1/5. 3.2.5. The Extra High2 phase is described in Figure A1/6 and Table A1/6. 3.3.   Class 3 cycle Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles. 3.3.1.   Class 3a cycle 3.3.1.1. A complete cycle shall consist of a low phase (Low3), a medium phase (Medium3a), a high phase (High3a) and an extra high phase (Extra High3). 3.3.1.2. The Low3 phase is described in Figure A1/7 and Table A1/7. 3.3.1.3. The Medium3a phase is described in Figure A1/8 and Table A1/8. 3.3.1.4. The High3a phase is described in Figure A1/10 and Table A1/10. 3.3.1.5. The Extra High3 phase is described in Figure A1/12 and Table A1/12. 3.3.2.   Class 3b cycle 3.3.2.1. A complete cycle shall consist of a low phase (Low3) phase, a medium phase (Medium3b), a high phase (High3b) and an extra high phase (Extra High3). 3.3.2.2. The Low3 phase is described in Figure A1/7 and Table A1/7. 3.3.2.3. The Medium3b phase is described in Figure A1/9 and Table A1/9. 3.3.2.4. The High3b phase is described in Figure A1/11 and Table A1/11. 3.3.2.5. The Extra High3 phase is described in Figure A1/12 and Table A1/12. 3.4.   Duration of all phases 3.4.1. All low speed phases last 589 seconds. 3.4.2. All medium speed phases last 433 seconds. 3.4.3. All high speed phases last 455 seconds. 3.4.4. All extra high speed phases last 323 seconds. 3.5.   WLTC city cycles OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC and WLTC city cycles (see Sub-Annex 8). The WLTC city cycle consists of the low and medium speed phases only.’; (b) the title of point 4. is replaced by the following: ‘WLTC Class 1 cycle’ (c) the title of Figure A1/1 is replaced by the following: ‘WLTC, Class 1 cycle, phase Low1’ (d) the title of Figure A1/2 is replaced by the following: ‘WLTC, Class 1 cycle, phase Medium1’ (e) the title of Table A1/1 is replaced by the following: ‘WLTC, Class 1 cycle, phase Low1’ (f) the title of Table A1/2 is replaced by the following: ‘WLTC, Class 1 cycle, phase Medium1’ (g) the title of point 5. is replaced by the following: ‘WLTC Class 2 cycle’ (h) the title of Figure A1/3 is replaced by the following: ‘WLTC, Class 2 cycle, phase Low2’ (i) the title of Figure A1/4 is replaced by the following: ‘WLTC, Class 2 cycle, phase Medium2’ (j) the title of Figure A1/5 is replaced by the following: ‘WLTC, Class 2 cycle, phase High2’ (k) the title of Figure A1/6 is replaced by the following: ‘WLTC, Class 2 cycle, phase Extra High2’ (l) the title of Table A1/3 is replaced by the following: ‘WLTC, Class 2 cycle, phase Low2’ (m) the title of Table A1/4 is replaced by the following: ‘WLTC, Class 2 cycle, phase Medium2’ (n) the title of Table A1/5 is replaced by the following: ‘WLTC, Class 2 cycle, phase High2’ (o) the title of Table A1/6 is replaced by the following: ‘WLTC, Class 2 cycle, phase Extra High2’ (p) the title of point 6. is replaced by the following: ‘WLTC Class 3 cycle’ (q) the title of Figure A1/7 is replaced by the following: ‘WLTC, Class 3 cycle, phase Low3’ (r) the title of Figure A1/8 is replaced by the following: ‘WLTC, Class 3a cycle, phase Medium3a’ (s) the title of Figure A1/9 is replaced by the following: ‘WLTC, Class 3b cycle, phase Medium3b’ (t) the title of Figure A1/10 is replaced by the following: ‘WLTC, Class 3a cycle, phase High3a’ (u) the title of Figure A1/11 is replaced by the following: ‘WLTC, Class 3b cycle, phase High3b’ (v) the title of Figure A1/12 is replaced by the following: ‘WLTC, Class 3 cycle, phase Extra High3’ (w) the title of Table A1/7 is replaced by the following: ‘WLTC, Class 3 cycle, phase Low3’ (x) the title of Table A1/8 is replaced by the following: ‘WLTC, Class 3a cycle, phase Medium3a’ (y) the title of Table A1/9 is replaced by the following: ‘WLTC, Class 3b cycle, phase Medium3b’ (z) the title of Table A1/10 is replaced by the following: ‘WLTC, Class 3a cycle, phase High3a’ (aa) the title of Table A1/11 is replaced by the following: ‘WLTC, Class 3b cycle, phase High3b’ (ab) the title of Table A1/12 is replaced by the following: ‘WLTC, Class 3 cycle, phase Extra High3’ (ac) in point 7, Table A1/13 is replaced by the following: ‘Table A1/13 1 Hz checksums Cycle class Cycle phase Checksum of 1 Hz target vehicle speeds Class 1 Low 11 988,4 Medium 17 162,8 Low 11 988,4 Total 41 139,6 Class 2 Low 11 162,2 Medium 17 054,3 High 24 450,6 Extra High 28 869,8 Total 81 536,9 Class 3a Low 11 140,3 Medium 16 995,7 High 25 646,0 Extra High 29 714,9 Total 83 496,9 Class 3b Low 11 140,3 Medium 17 121,2 High 25 782,2 Extra High 29 714,9 Total 83 758,6 ’ (ad) in point 8.1., the first paragraph below the title is deleted; (ae) point 8.2.2. is replaced by the following: ‘8.2.2.   Downscaling procedure for Class 2 vehicles Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3 cycles, the downscaling is related to those time periods of the extra high speed phases where driveability problems are expected to occur (see Figures A1/15 and A1/16).’; (af) in point 8.2.3., the first paragraph below the title is replaced by the following: ‘Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC.’ (ag) in point 8.3., after the first equation the text ‘f0, f1, f2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)² respectively; TM is the applicable test mass, kg; vi is the speed at time i, km/h. The cycle time i at which maximum power or power values close to maximum power is required, is: second 764 for Class 1, second 1 574 for Class 2 and second 1 566 for Class 3 vehicles.’ is replaced by the following: ‘f0, f1, f2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)² respectively; TM is the applicable test mass, kg; vi is the speed at time i, km/h; ai is the acceleration at time i, km/h². The cycle time i at which maximum power or power values close to maximum power is required is second 764 for the Class 1 cycle, second 1 574 for the Class 2 cycle and second 1 566 for the Class 3 cycle.’ (ah) point 9.1. is replaced by the following: ‘9.1.   General remarks This paragraph applies to vehicles that are technically able to follow the speed trace of the applicable cycle specified in paragraph 1. of this Sub-Annex (base cycle) at speeds lower than its maximum speed, but whose maximum speed is limited to a value lower than the maximum speed of the base cycle for other reasons. That applicable cycle shall be referred to as the “base cycle” and used to determine the capped speed cycle. In the cases where downscaling in accordance with paragraph 8.2. is applied, the downscaled cycle shall be used as the base cycle. The maximum speed of the base cycle shall be referred to as vmax,cycle. The maximum speed of the vehicle shall be referred to as its capped speed vcap. If vcap is applied to a Class 3b vehicle as defined in paragraph 3.3.2., the Class 3b cycle shall be used as the base cycle. This shall apply even if vcap is lower than 120 km/h. In the cases where vcap is applied, the base cycle shall be modified as described in paragraph 9.2. in order to achieve the same cycle distance for the capped speed cycle as for the base cycle.’; (ai) points 9.2.1.1. and 9.2.1.2. are replaced by the following: ‘9.2.1.1. If vcap < vmax,medium, the distance of the medium speed phases of the base cycle dbase,medium and the interim capped speed cycle dcap,medium shall be calculated using the following equation for both cycles: , for i = 591 to 1 022 where: vmax,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle. 9.2.1.2. If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high and the interim capped speed cycle dcap,high shall be calculated using the following equation for both cycles: , for i = 1 024 to 1 477 vmax,high is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table A1/11 for the Class 3b cycle.’; (aj) in point 9.2.2., the second paragraph below the title is replaced by the following: ‘In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle, corresponding time periods with vi = vcap shall be added to the interim capped speed cycle as described in paragraphs 9.2.2.1. to 9.2.2.3.’ (ak) the title of point 9.2.3.1. is replaced by the following: ‘Class 1 cycle’ (al) the title of point 9.2.3.2. is replaced by the following: ‘Class 2 and Class 3 cycles’ (am) in point 9.2.3.2.2., the equation in the first line ‘vmax, medium ≤ = vcap < vmax, high’ is replaced with the following: ‘vmax, medium ≤ vcap < vmax, high’ (an) in point 9.2.3.2.3., the equation in the first line ‘vmax, high < = vcap < vmax, exhigh’ is replaced with the following: ‘vmax, high ≤ vcap < vmax, exhigh’ (ao) the following points 10. and 10.1. are added: ‘10.   Allocation of cycles to vehicles 10.1. A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle. However, at the request of the manufacturer and with approval of the approval authority, a vehicle may be tested on a numerically higher cycle class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this case the differences between Classes 3a and 3b shall be respected and the cycle may be downscaled in accordance with paragraphs 8. to 8.4.’;

(28) Sub-Annex 2 is replaced by the following: ‘Sub-Annex 2 Gear selection and shift point determination for vehicles equipped with manual transmissions

1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual shift transmissions. 1.2. The prescribed gears and shifting points are based on the balance between the power required to overcome driving resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase. 1.3. The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus engine speed. 1.4. For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road operation shall be considered for gear use determination. 1.5. The prescriptions for the clutch operation shall not be applied if the clutch is operated automatically without the need of an engagement or disengagement of the driver. 1.6. This Sub-Annex shall not apply to vehicles tested in accordance with Sub-Annex 8.