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.)

2.1.   Overview 2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. 2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the interpolation family. A proportional part of the diluted exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler. 2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the dilution air. 2.1.3.1.   Background particulate measurement 2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background particulate mass from emissions measurements, these background levels shall be determined in accordance with the procedures listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. of this Sub-Annex. 2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. 2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. 2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be considered to be zero. 2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from a point immediately downstream of the dilution air filters. Background levels in μg/m³ shall be determined as a rolling arithmetic average of at least 14 measurements with at least one measurement per week. 2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. 2.1.3.2.   Background particle number determination 2.1.3.2.1. Where the manufacturer requests a background correction, these background levels shall be determined as follows: 2.1.3.2.1.1. The background value may be either calculated or measured. The maximum permissible background correction shall be related to the maximum allowable leak rate of the particle number measurement system (0,5 particles per cm³) scaled from the particle concentration reduction factor, PCRF, and the CVS flow rate used in the actual test; 2.1.3.2.1.2. Either the approval authority or the manufacturer may request that actual background measurements are used instead of calculated ones. 2.1.3.2.1.3. Where subtraction of the background contribution gives a negative result, the PN result shall be considered to be zero. 2.1.3.2.2. The dilution air background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement system. Background levels in particles per cm³ shall be determined as a rolling arithmetic average of least 14 measurements with at least one measurement per week. 2.1.3.2.3. The dilution tunnel background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow rate utilised during the test. 2.2.   General test cell equipment 2.2.1.   Parameters to be measured 2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1,5 °C: (a) Test cell ambient air; (b) Dilution and sampling system temperatures as required for emissions measurement systems defined in Sub-Annex 5. 2.2.1.2. Atmospheric pressure shall be measurable with a precision of ± 0,1 kPa. 2.2.1.3. Specific humidity H shall be measurable with a precision of ± 1 g H2O/kg dry air. 2.2.2.   Test cell and soak area 2.2.2.1.   Test cell 2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within ± 5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0,1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this Sub-Annex. 2.2.2.1.2. The specific 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 H2O/kg dry air) 2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0,1 Hz. 2.2.2.2.   Soak area The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within ± 3 °C on a 5-minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz (every 30 s). 2.3.   Test vehicle 2.3.1.   General The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be included in all relevant test reports. In selecting the test vehicle, the manufacturer and the approval authority shall agree which vehicle model is representative for the interpolation family. For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle HM in accordance with paragraph 5.1. of Sub-Annex 4 shall be applied. If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Sub-Annex 7), an additional measurement of emissions shall be performed with the road load as determined with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shortest n/v ratio (with a tolerance of ± 1,5 per cent) within the interpolation family. In the case of a road load matrix family, an additional measurement of emissions shall be performed with the road load as calculated for vehicle LM in accordance with paragraph 5.1. of Sub-Annex 4. Road load coefficients and the test mass of test vehicle L and H may be taken from different road load families, as long as the difference between these road load families results from applying paragraph 6.8. of Sub-Annex 4, and the requirements in paragraph 2.3.2. of this Sub-Annex are maintained. 2.3.2.   CO2 interpolation range 2.3.2.1. The interpolation method shall only be used if: (a) The difference in CO2 over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2.; (b) for all applicable phase values the CO2 values resulting of step 9 of Table A7/1 of Sub-Annex 7 of vehicle H are higher than those of vehicle L. If these requirements are not met, tests can be declared void and repeated in agreement with the approval authority. 2.3.2.2. The maximum delta CO2 allowed over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is 20 per cent plus 5 g/km of the CO2 emissions from vehicle H, but at least 15 g/km and not exceeding 30 g/km. This restriction does not apply for the application of a road load matrix family. 2.3.2.3. At the request of the manufacturer and with approval of the approval authority, the interpolation line may be extrapolated to a maximum of 3 g/km above the CO2 emission of vehicle H and/or below the CO2 emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in paragraph 2.3.2.2. For the application of a road load matrix family, extrapolation is not permitted. When two or more interpolation families are identical regarding the requirements of paragraph 5.6. of this Annex, but are distinct because their overall range for CO2 would be higher than the maximum delta specified in paragraph 2.3.2.2., then all individual vehicles of identical specification (e.g. make, model, optional equipment) shall belong to only one of the interpolation families. 2.3.3.   Run-in The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3 000 and 15 000  km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer's recommendations. 2.4.   Settings 2.4.1. Dynamometer settings and verification shall be performed in accordance with Sub-Annex 4. 2.4.2. Dynamometer operation2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation is required by legislation. 2.4.2.2. The vehicle's dynamometer operation mode, if any, shall be activated by using the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer's workshop tester, removing a fuse). The manufacturer shall provide the approval authority a list of the deactivated devices and justification for the deactivation. The dynamometer operation mode shall be approved by the approval authority and the use of a dynamometer operation mode shall be included in all relevant test reports. 2.4.2.3. The vehicle's dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. 2.4.2.4. Allocation of dynamometer type to test vehicle2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a dynamometer in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Sub-Annex 5. 2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. At the request of the manufacturer and with the approval of the approval authority a vehicle with one powered axle may be tested on a 4WD dynamometer in 4WD operation mode. 2.4.2.4.3. If the test vehicle is operated with two axles being powered in dedicated driver-selectable modes which are not intended for normal daily operation but only for special limited purposes, such as ‘mountain mode’ or ‘maintenance mode’, or when the mode with two powered axles is only activated in an off-road situation, the vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. 2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-powered axle may rotate during the test, provided that the vehicle dynamometer operation mode and vehicle coastdown mode support this way of operation. Figure A6/1a Possible test configurations on 2WD and 4WD dynamometers 2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD operation and a dynamometer in 4WD operation2.4.2.5.1. At the request of the manufacturer and with the approval of the approval authority, the vehicle which has to be tested on a dynamometer in 4WD operation may alternatively be tested on a dynamometer in 2WD operation if the following conditions are met: a. the test vehicle is converted to have only one powered axle; b. the manufacturer demonstrates to the approval authority that the CO2, fuel consumption and/or electrical energy consumption of the converted vehicle is the same or higher as for the non-converted vehicle being tested on a dynamometer in 4WD operation; c. a safe operation is ensured for the test (e.g. by removing a fuse or dismounting a drive shaft) and an instruction is provided together with the dynamometer operation mode; d. the conversion is only applied to the vehicle tested at the chassis dynamometer, the road load determination procedure shall be applied to the unconverted test vehicle. 2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road load family. At the request of the manufacturer, and with approval of the approval authority, this demonstration of equivalency may be extended to other road load families upon evidence that a vehicle from the worst-case road load family was selected as the test vehicle. 2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamometer or a 4WD dynamometer and whether it was tested on a dynamometer in 2WD operation or 4WD operation shall be included in all relevant test reports. In the case that the vehicle was tested on a 4WD dynamometer, with that dynamometer in 2WD operation, this information shall also indicate whether or not the wheels on the non-powered wheels were rotating. 2.4.3. The vehicle's exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. 2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series production. 2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be included in all relevant test reports. 2.4.6. Reference fuelThe appropriate reference fuel as specified in Annex IX shall be used for testing. 2.4.7. Test vehicle preparation2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. 2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. 2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the mileage between scheduled regenerations or that the periodically regenerating device has undergone equivalent loading off the vehicle. 2.5.   Preliminary testing cycles Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits. 2.6.   Test vehicle preconditioning 2.6.1.   Vehicle preparation 2.6.1.1.   Fuel tank filling The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank (or fuel tanks) does not meet the specifications contained in paragraph 2.4.6. of this Sub-Annex, the existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be abnormally purged nor abnormally loaded. 2.6.1.2.   REESSs charging Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, charging may be omitted before preconditioning. The REESSs shall not be charged again before official testing. 2.6.1.3.   Tyre pressures The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this Sub-Annex. 2.6.1.4.   Gaseous fuel vehicles Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. 2.6.2.   Test cell 2.6.2.1.   Temperature During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test (paragraph 2.2.2.1.1. of this Sub-Annex). 2.6.2.2.   Background measurement In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing. 2.6.3.   Procedure 2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer load. 2.6.3.2. The dynamometer load shall be set in accordance with paragraphs 7. and 8. of Sub-Annex 4. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. 2.6.4.   Operating the vehicle 2.6.4.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless otherwise specified. 2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated and a new test shall be driven. 2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that cannot be changed by the driver. This period of time shall not exceed 60 seconds. It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that the energy consumption of gas is higher than 80 per cent of the total amount of energy consumed during the Type 1 test. This percentage shall be calculated in accordance with the method set out in Appendix 3 to this Sub-Annex. 2.6.4.2. The cycle starts on initiation of the powertrain start procedure. 2.6.4.3. For preconditioning, the applicable WLTC shall be driven. At the request of the manufacturer or the approval authority, additional WLTCs may be performed in order to bring the vehicle and its control systems to a stabilized condition. The extent of such additional preconditioning shall be included in all relevant test reports. 2.6.4.4. AccelerationsThe vehicle shall be operated with the appropriate accelerator control movement necessary to accurately follow the speed trace. The vehicle shall be operated smoothly, following representative shift speeds and procedures. For manual transmissions, the accelerator controller shall be released during each shift and the shift shall be accomplished in minimum time. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the vehicle speed reaches the respective target speed again. 2.6.4.5. DecelerationDuring decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually disengage the clutch until the point specified in paragraphs 4.(d), 4.(e) or 4.(f) of Sub-Annex 2. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated such that the vehicle accurately follows the speed trace. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such that it is possible to accurately follow the speed trace. 2.6.4.6. Brake applicationDuring stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the drive wheels from turning. 2.6.5.   Use of the transmission 2.6.5.1.   Manual shift transmissions 2.6.5.1.1. The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested in accordance with Sub-Annex 8 shall be driven in accordance with paragraph 1.5. of that Sub-Annex. 2.6.5.1.2. The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point. 2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point. 2.6.5.2.   Automatic shift transmissions 2.6.5.2.1. After initial engagement, the selector shall not be operated at any time during the test. Initial engagement shall be done 1 second before beginning the first acceleration. 2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode. 2.6.6.   Driver-selectable modes 2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO2 emissions. 2.6.6.2. The manufacturer shall provide evidence to the approval authority of the existence of a driver-selectable mode that fulfils the requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the predominant mode may be used as the only driver-selectable mode for the relevant system or device for the determination of criteria emissions, CO2 emissions, and fuel consumption. 2.6.6.3. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval authority as being a predominant mode, the vehicle shall be tested in the best case driver-selectable mode and worst case driver-selectable mode for criteria emissions, CO2 emissions, and fuel consumption. Best and worst case modes shall be identified by the evidence provided on the CO2 emissions and fuel consumption in all modes. CO2 emissions and fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both modes shall be recorded. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO2 emissions. 2.6.6.4. On the basis of technical evidence provided by the manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode). All remaining driver-selectable modes used for forward driving shall be considered and the criteria emissions limits shall be fulfilled in all these modes. 2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex shall apply to all vehicle systems with driver-selectable modes, including those not solely specific to the transmission. 2.6.7.   Voiding of the Type 1 test and completion of the cycle If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the beginning of the test for which the vehicle has been preconditioned. 2.6.8.   Data required, quality control 2.6.8.1.   Speed measurement During the preconditioning, speed shall be measured against actual time or collected by the data acquisition system at a frequency of not less than 1 Hz so that the actual driven speed can be assessed. 2.6.8.2.   Distance travelled The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC phase. 2.6.8.3.   Speed trace tolerances Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall be operated with the accelerator control fully activated until they once again reach the required speed trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall be included in all relevant test reports. 2.6.8.3.1. The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of the applicable test cycles. The tolerances shall not be shown to the driver: (a) Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point in time; (b) Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time. See Figure A6/2. Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded for more than 1 second on any one occasion. There shall be no more than ten such deviations per test cycle. 2.6.8.3.2. IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of Sub-Annex 7. If either IWR or RMSSE is outside the respective validity range, the driving test has to be considered invalid. Figure A6/2 Speed trace tolerances 2.7.   Soaking 2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as specified in paragraph 2.2.2.2. of this Sub-Annex. 2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accelerated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment system is achieved in a homogeneous manner. 2.8.   Emission and fuel consumption test (Type 1 test) 2.8.1. The test cell temperature at the start of the test shall be 23 °C ± 3 °C. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 23 °C. 2.8.2. The test vehicle shall be pushed onto a dynamometer. 2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine. 2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this Sub-Annex. 2.8.2.3. The engine compartment cover shall be closed. 2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine. 2.8.3. Starting of the powertrain and driving 2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. 2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.7. of this Sub-Annex over the applicable WLTC, as described in Sub-Annex 1. 2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex. 2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices described in paragraph 7. of Sub-Annex 7 shall be calculated and documented. 2.8.6. Actual vehicle speed sampled with a measurement frequency of 10 Hz together with actual time shall be applied for corrections of CO2 results against the target speed and distance as defined in Sub-Annex 6b. 2.9.   Gaseous sampling Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test phase, or the compounds may be analysed continuously and integrated over the cycle. 2.9.1. The following steps shall be taken prior to each test: 2.9.1.1. The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample collection systems. 2.9.1.2. Measuring instruments shall be started in accordance with the instrument manufacturer's instructions. 2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5. 2.9.1.4. Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until stabilised operating temperatures are reached. 2.9.1.5. CVS flow rates shall be set in accordance with paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be set to the appropriate levels. 2.9.1.6. Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase. 2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a test only if switching is performed by changing the calibration over which the digital resolution of the instrument is applied. The gains of an analyser's analogue operational amplifiers may not be switched during a test. 2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of paragraph 6. of Sub-Annex 5. 2.10.   Sampling for PM determination 2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. of this Sub-Annex shall be taken prior to each test. 2.10.1.1.   Filter selection A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In order to accommodate regional cycle variations, a single filter may be employed for the first three phases and a separate filter for the fourth phase. 2.10.1.2.   Filter preparation 2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contamination and allowing air exchange, and placed in a weighing chamber (or room) for stabilization. At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or room). The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned for at least 1 hour before weighing. 2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The filter holder assembly shall be placed in a sample line through which there is no flow. 2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing session and balance are considered valid. 2.11.   PN sampling 2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this Sub-Annex shall be taken prior to each test: 2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for sampling; 2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed in accordance with the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. of this Sub-Annex. 2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement system, VPR and PNC, shall report a measured concentration of less than 0,5 particles per cm³. 2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report a concentration of ≤ 0,2 particles per cm³. Upon removal of the filter, the PNC shall show an increase in measured concentration to at least 100 particles per cm³ when sampling ambient air and a return to ≤ 0,2 particles per cm³ on replacement of the filter. 2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature. 2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND1 has reached its correct operating temperature. 2.12.   Sampling during the test 2.12.1. The dilution system, sample pumps and data collection system shall be started. 2.12.2. The PM and PN sampling systems shall be started. 2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined by integrating the analyser signals over each phase. 2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the cycle. 2.12.5. Sample switching2.12.5.1.   Gaseous emissions Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven. 2.12.5.2.   Particulate The requirements of paragraph 2.10.1.1. of this Sub-Annex shall apply. 2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase. 2.13.   Ending the test 2.13.1. The engine shall be turned off immediately after the end of the last part of the test. 2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be disconnected. 2.13.3. The vehicle may be removed from the dynamometer. 2.14.   Post-test procedures 2.14.1.   Gas analyser check Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be checked. The test shall be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the calibration gas value. 2.14.2.   Bag analysis 2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase. The gas reactivity time for compounds in the bag shall be taken into consideration. 2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero with the appropriate zero gas. 2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 70 to 100 per cent of the range. 2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 per cent of the range from that set in paragraph 2.14.2.2. of this Sub-Annex, the procedure shall be repeated for that analyser. 2.14.2.5. The samples shall be subsequently analysed. 2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be considered acceptable if the difference is less than 2 per cent of the calibration gas value. 2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during calibration of the analysers. 2.14.2.8. The content of each of the compounds measured shall be included in all relevant test sheets after stabilization of the measuring device. 2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated in accordance with Sub-Annex 7. 2.14.2.10. Calibrations and checks shall be performed either: (a) Before and after each bag pair analysis; or (b) Before and after the complete test. In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test. In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and exhaust bags. 2.14.3.   Particulate sample filter weighing 2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour after completion of the test. It shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter shall be included in all relevant test sheets. 2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, the sample filter weighings. Reference filters shall be of the same size and material as the sample filter. 2.14.3.3. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed. 2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be calculated from the specific weights collected in the period after the reference filters were placed in the weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days. 2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80-hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter weighing may be considered valid. If, at the 80-hour point, two reference filters are employed and one filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum of the absolute differences between specific and rolling means from the two reference filters shall be less than or equal to 10 μg. 2.14.3.6. In the case that less than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison to a reference filter that has been present in the weighing chamber (or room) for at least one day. 2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control system and re-running the test. Sub-Annex 6 - Appendix 1 Emissions test procedure for all vehicles equipped with periodically regenerating systems

1.1. This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating systems as defined in paragraph 3.8.1. of this Annex. 1.2. During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at least once per Type 1 test and has already occurred at least once during vehicle preparation or the distance between two successive periodic regenerations is more than 4 000  km of driving repeated Type 1 tests, it does not require a special test procedure. In this case, this Appendix does not apply and a Ki factor of 1,0 shall be used. 1.3. The provisions of this Appendix shall apply for the purposes of PM measurements only and not PN measurements. 1.4. At the request of the manufacturer, and with approval of the approval authority, the test procedure specific to periodically regenerating systems need not apply to a regenerative device if the manufacturer provides data demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits for the relevant vehicle category. In this case, a fixed Ki value of 1,05 shall be used for CO2 and fuel consumption. 1.5. At the request of the manufacturer and with the agreement of the approval authority the Extra High phase may be excluded for determining the regenerative factor Ki for Class 2 and Class 3 vehicles.

The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the regeneration system and during the preconditioning cycles. It is not permitted during the measurement of emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with agreement of the approval authority, an “engineering control unit” which has no effect on original engine calibrations may be used during Ki determination. 2.1.   Exhaust emissions measurement between two WLTCs with regeneration events 2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1 tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15 per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. All emissions measurements shall be carried out in accordance with this Sub-Annex and all calculations shall be carried out in accordance with paragraph 3. of this Appendix. 2.1.2. The loading process and Ki determination shall be made during the Type 1 driving 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. Upon request of the manufacturer and with approval of the approval authority, a manufacturer may develop an alternative procedure and demonstrate its equivalency, including filter temperature, loading quantity and distance driven. This may be done on an engine bench or on a chassis dynamometer. 2.1.3. The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which emission measurements are made n and mass emissions measurement M′sij for each compound i over each cycle j shall be included in all relevant test sheets. 2.2.   Measurement of emissions during regeneration events 2.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed using the preconditioning cycles in paragraph 2.6. of this Sub-Annex or equivalent engine test bench cycles, depending on the loading procedure chosen in paragraph 2.1.2. of this Appendix. 2.2.2. The test and vehicle conditions for the Type 1 test described in this Annex apply before the first valid emission test is carried out. 2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following methods: 2.2.3.1. A “dummy” regenerating system or partial system may be fitted for the preconditioning cycles. 2.2.3.2. Any other method agreed between the manufacturer and the approval authority. 2.2.4. A cold start exhaust emissions test including a regeneration process shall be performed in accordance with the applicable WLTC. 2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single particulate sample filter for multiple cycles required to complete regeneration is permissible. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new test shall be as short as possible. The engine shall not be switched off during this period. 2.2.6. The emission values during regeneration Mri for each compound i shall be calculated in accordance with paragraph 3. of this Appendix. The number of applicable test cycles d measured for complete regeneration shall be included in all relevant test sheets.

3.1.   Calculation of the exhaust and CO2 emissions, and fuel consumption of a single regenerative system where for each compound i considered: M′sij are the mass emissions of compound i over test cycle j without regeneration, g/km; M′rij are the mass emissions of compound i over test cycle j during regeneration, g/km (if d > 1, the first WLTC test shall be run cold and subsequent cycles hot); Msi are the mean mass emissions of compound i without regeneration, g/km; Mri are the mean mass emissions of compound i during regeneration, g/km; Mpi are the mean mass emissions of compound i, g/km; n is the number of test cycles, between cycles where regenerative events occur, during which emissions measurements on Type 1 WLTCs are made, ≥ 1; d is the number of complete applicable test cycles required for regeneration; D is the number of complete applicable test cycles between two cycles where regeneration events occur. The calculation of Mpi is shown graphically in Figure A6.App1/1. Figure A6.App1/1 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example, the emissions during D may increase or decrease) 3.1.1. Calculation of the regeneration factor Ki for each compound i considered. The manufacturer may elect to determine for each compound independently either additive offsets or multiplicative factors. Ki factor : Ki offset : Ki = Mpi – Msi Msi, Mpi and Ki results, and the manufacturer's choice of type of factor shall be recorded. The Ki result shall be included in all relevant test reports. Msi, Mpi and Ki results shall be included in all relevant test sheets. Ki may be determined following the completion of a single regeneration sequence comprising measurements before, during and after regeneration events as shown in Figure A6.App1/1. 3.2.   Calculation of exhaust and CO2 emissions, and fuel consumption of multiple periodically regenerating systems The following shall be calculated for one Type 1 operation cycle for criteria emissions and for CO2 emissions. The CO2 emissions used for that calculation shall be from the result of step 3 described in Table A7/1 of Sub-Annex 7. for nj ≥ 1 Ki factor : Ki offset : Ki = Mpi – Msi where: Msi are the mean mass emissions of all events k of compound i without regeneration, g/km; Mri are the mean mass emissions of all events k of compound i during regeneration, g/km; Mpi are the mean mass emission of all events k of compound i, g/km; Msik are the mean mass emissions of event k of compound i without regeneration, g/km; Mrik are the mean mass emissions of event k of compound i during regeneration, g/km; M′sik,j are the mass emissions of event k of compound i in g/km without regeneration measured at point j where 1 ≤ j ≤ nk, g/km; M′rik,j are the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test is run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ dk, g/km; nk are the number of complete test cycles of event k, between two cycles where regenerative phases occur, during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, ≥ 2; dk is the number of complete applicable test cycles of event k required for complete regeneration; Dk is the number of complete applicable test cycles of event k between two cycles where regenerative phases occur; x is the number of complete regeneration events. The calculation of Mpi is shown graphically in Figure A6.App1/2. Figure A6.App1/2 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example) The calculation of Ki for multiple periodically regenerating systems is only possible after a certain number of regeneration events for each system. After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be reached again. 3.3. Ki factors (multiplicative or additive) shall be rounded to four decimal places based on the physical unit of the emission standard value. Sub-Annex 6 - Appendix 2 Test procedure for rechargeable electric energy storage system monitoring

In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 to Sub-Annex 8 shall apply. This Appendix defines the specific provisions regarding the correction of test results for CO2 mass emission as a function of the energy balance ΔEREESS for all REESSs. The corrected values for CO2 mass emission shall correspond to a zero energy balance (ΔEREESS = 0), and shall be calculated using a correction coefficient determined as defined below.

2.1.   Current measurement REESS depletion shall be defined as negative current. 2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test in accordance with the instrument manufacturer's instructions. 2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority. In order to easily measure REESS current using external measuring equipment, manufacturers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer shall support the approval authority by providing the means to connect a current transducer to the REESS cables in the manner described above. 2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. 2.2.   Vehicle on-board data 2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement method, the following information shall be accessible from the test vehicle: (a) Integrated charging balance value since last ignition run in Ah; (b) Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz; (c) The charging balance value via an OBD connector as described in SAE J1962. 2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manufacturer to the approval authority. The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative vehicle. The following family criteria shall be valid: (a) Identical combustion processes (i.e. positive ignition, compression ignition, two-stroke, four-stroke); (b) Identical charge and/or recuperation strategy (software REESS data module); (c) On-board data availability; (d) Identical charging balance measured by REESS data module; (e) Identical on-board charging balance simulation. 2.2.3. All REESS having no influence on CO2 mass emissions shall be excluded from monitoring.

3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle. 3.2. The electricity balance Q measured in the electric power supply system, shall be used as a measure of the difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance shall be determined for the total driven WLTC. 3.3. Separate values of Qphase shall be logged over the driven cycle phases. 3.4. Correction of CO2 mass emission over the whole cycle as a function of the correction criterion c3.4.1.   Calculation of the correction criterion c The correction criterion c is the ratio between the absolute value of the electric energy change ΔEREESS,j and the fuel energy and shall be calculated using the following equations:

where: c is the correction criterion; ΔEREESS,j is the electric energy change of all REESSs over period j determined in accordance with paragraph 4.1. of this Appendix, Wh; j is, in this paragraph, the whole applicable WLTP test cycle; EFuel is the fuel energy calculated with the following equation: Efuel = 10 × HV × FCnb × d where: Efuel is the energy content of the consumed fuel over the applicable WLTP test cycle, Wh; HV is the heating value in accordance with Table A6.App2/1, kWh/l; FCnb is the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance, determined in accordance with paragraph 6. of Sub-Annex 7, and using the results for criteria emissions and CO2 calculated in Step 2 in Table A7/1, l/100 km; d is the distance driven over the corresponding applicable WLTP test cycle, km; 10 conversion factor to Wh. 3.4.2. The correction shall be applied if ΔEREESS is negative (corresponding to REESS discharging) and the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is greater than the applicable threshold in accordance with Table A6.App2/2. 3.4.3. The correction shall be omitted and uncorrected values shall be used if the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is less than the applicable threshold in accordance with Table A6.App2/2. 3.4.4. The correction may be omitted and uncorrected values may be used if: (a) ΔEREESS is positive (corresponding to REESS charging) and the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is greater than the applicable threshold in accordance with Table A6.App2/2; (b) the manufacturer can prove to the approval authority by measurement that there is no relation between ΔEREESS and CO2 mass emission and ΔEREESS and fuel consumption respectively.

Table A6.App2/1 Energy content of fuel Fuel Petrol Diesel Content Ethanol/Biodiesel, per cent

E10

E85

B7 Heat value (kWh/l)

8,64

6,41

9,79

Table A6.App2/2 RCB correction criteria thresholds Cycle low + medium) low + medium + high low + medium + high + extra high Thresholds for correction criterion c 0,015 0,01 0,005

4.1. To apply the correction function, the electric energy change ΔTREESS,j of a period j of all REESSs shall be calculated from the measured current and the nominal voltage:

where: ΔEREESS,j,i is the electric energy change of REESS i during the considered period j, Wh; and:

where: UREESS is the nominal REESS voltage determined in accordance with IEC 60050-482, V; I(t)j,i is the electric current of REESS i during the considered period j, determined in accordance with paragraph 2. of this Appendix, A; t0 is the time at the beginning of the considered period j, s; tend is the time at the end of the considered period j, s. i is the index number of the considered REESS; n is the total amount of REESS; j is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; is the conversion factor from Ws to Wh. 4.2. For correction of CO2 mass emission, g/km, combustion process-specific Willans factors from Table A6.App2/3 shall be used. 4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and shall be included in all relevant test reports. 4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used: ηalternator = 0,67 for electric power supply system REESS alternators 4.5. The resulting CO2 mass emission difference for the considered period j due to load behaviour of the alternator for charging a REESS shall be calculated using the following equation:

where: ΔMCO2,j is the resulting CO2 mass emission difference of period j, g/km; ΔEREESS,j is the REESS energy change of the considered period j calculated in accordance with paragraph 4.1. of this Appendix, Wh; dj is the driven distance of the considered period j, km; j is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; 0,0036 is the conversion factor from Wh to MJ; ηalternator is the efficiency of the alternator in accordance with paragraph 4.4. of this Appendix; Willansfactor is the combustion process-specific Willans factor as defined in Table A6.App2/3, gCO2/MJ; 4.5.1. The CO2 values of each phase and the total cycle shall be corrected as follows: MCO2,p,3 = MCO2,p,1 – ΔMCO2,j MCO2,c,3 = MCO2,c,2 – ΔMCO2,j where: ΔMCO2,j is the result from paragraph 4.5. of this Appendix for a period j, g/km. 4.6. For the correction of CO2 emission, g/km, the Willans factors in Table A6.App2/3 shall be used.

Table A6.App2/3 Willans factors Naturally aspirated Pressure-charged Positive ignition

Petrol (E10) l/MJ 0,0756 0,0803 gCO2/MJ 174 184 CNG (G20) m³/MJ 0,0719 0,0764 gCO2/MJ 129 137 LPG l/MJ 0,0950 0,101 gCO2/MJ 155 164 E85 l/MJ 0,102 0,108 gCO2/MJ 169 179 Compression ignition

Diesel (B7) l/MJ 0,0611 0,0611 gCO2/MJ 161 161 Sub-Annex 6 - Appendix 3 Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)

Measurement of the mass of gas consumed during the cycle shall be done by a fuel weighing system capable of measuring the weight of the storage container during the test in accordance with the following: (a) An accuracy of ± 2 per cent of the difference between the readings at the beginning and at the end of the test or better. (b) Precautions shall be taken to avoid measurement errors. Such precautions shall at least include the careful installation of the device in accordance with the instrument manufacturer's recommendations and to good engineering practice. (c) Other measurement methods are permitted if an equivalent accuracy can be demonstrated.

The fuel consumption value shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide determined from the measurement results assuming that only the gaseous fuel is burned during the test. The gas ratio of the energy consumed in the cycle shall be determined using the following equation: where: Ggas is the gas energy ratio, per cent; Mgas is the mass of the gaseous fuel consumed during the cycle, kg; FCnorm is the fuel consumption (l/100 km for LPG, m³/100 km for NG/biomethane) calculated in accordance with paragraphs 6.6. and 6.7. of Sub-Annex 7; dist is the distance recorded during the cycle, km; ρ is the gas density: ρ = 0,654 kg/m³ for NG/Biomethane; ρ = 0,538 kg/litre for LPG; cf is the correction factor, assuming the following values: cf = 1 in the case of LPG or G20 reference fuel; cf = 0,78 in the case of G25 reference fuel.’

(32) Sub-Annex 6a is replaced by the following: ‘Sub-Annex 6a Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions

This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO2 emissions under representative regional temperature conditions. 1.1. The CO2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected in accordance with the requirements of this Sub-Annex. No correction is required for the CO2 value of the charge depleting test. No correction is required for an Electric Range.

2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same ATCT Family: (a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric); (b) Combustion process (i.e. two stroke or four stroke); (c) Number and arrangement of cylinders; (d) Method of engine combustion (i.e. indirect or direct injection); (e) Type of cooling system (i.e. air, water, or oil); (f) Method of aspiration (i.e. naturally aspirated, or charged); (g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.); (h) Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s)); (i) Whether or not a particulate trap is installed; and (j) Exhaust gas recirculation (with or without, cooled or non-cooled). In addition the vehicles shall be similar with respect to the following characteristics: (k) The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the lowest capacity; and (l) Engine compartment insulation shall be of a similar type regarding material, amount and location of the insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that for all vehicles in the family, the volume and weight of the insulation material which will be installed is greater than 90 % of that of the ATCT measured reference vehicle. Difference in insulation material and location may also be accepted to be part of a single ATCT family under the condition that the test vehicle can be demonstrated as being the worst case with regards to engine compartment insulation. 2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered to be part of the same ATCT Family: (i) the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the enthalpy of the test vehicle; and (ii) the OEM can provide evidence to the technical service that the time for heat release at engine start within a family is within a range of 0 to 10 % below the time for the heat release of the test vehicle. 2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Sub-Annex 6a shall be considered to be part of the same ATCT Family.

The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in paragraphs 3.1. to 3.9. of this Sub-Annex 6a. That requires also a new calculation and application of gearshift points in accordance with Sub-Annex 2 taking into account the different road load as specified in paragraph 3.4. of this Sub-Annex 6a. 3.1.   Ambient conditions for ATCT 3.1.1. The temperature (Treg) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C. 3.1.2. The minimum soaking time (tsoak_ATCT) for the ATCT shall be 9 hours. 3.2.   Test cell and soak area 3.2.1.   Test cell 3.2.1.1. The test cell shall have a temperature set point equal to Treg. The actual temperature value shall be within ± 3 °C at the start of the test and within ± 5 °C during the test. 3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:

3,0 ≤ H ≤ 8,1 (g H2O/kg dry air) 3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0,1 Hz. 3.2.2.   Soak area 3.2.2.1. The soak area shall have a temperature set point equal to Treg and the actual temperature value shall be within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz. 3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle and shall be checked by the technical service. The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow. The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection flow representative for the dimension of the room (no forced convection). 3.3.   Test vehicle 3.3.1. The vehicle to be tested shall be representative of the family for which the ATCT data are determined (as described in paragraph 2.1. of this Sub-Annex 6a). 3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 2 of this Sub-Annex 6a), and the test vehicle shall be in the ‘vehicle H’ configuration of this family. 3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat release for the active heat storage device from the ATCT Family shall be selected. 3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of Sub-Annex 6 and paragraph 2.1 of this Sub-Annex 6a. 3.4.   Settings 3.4.1. Road load and dynamometer settings shall be as specified in Sub-Annex 4, including the requirement for the room temperature to be at 23 °C. To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f2_TReg from the following equation shall be used as the target coefficient Ct. f2_TReg = f2 × (Tref + 273)/(Treg + 273) where: f2 is the second order road load coefficient, at reference conditions, N/(km/h)²; Tref is the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C; Treg is the regional temperature, as defined in paragraph 3.1.1., C. In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of Cd shall be adapted in accordance with the following equation: Cd_Treg = Cd + (f2_TReg – f2) 3.4.2. The ATCT test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer; and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. 3.5.   Preconditioning At the request of the manufacturer preconditioning may be undertaken at Treg. The engine temperature shall be within ± 2 °C of the set point of 23 °C or Treg, whichever temperature is chosen for the preconditioning. 3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of Sub-Annex 6. 3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of Sub-Annex 8. 3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Sub-Annex 8. 3.6.   Soak procedure 3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions described in paragraph 3.2.2. of this Sub-Annex 6a. 3.6.2. From the end of the preconditioning until the soaking at Treg, the vehicle shall not be exposed to a different temperature than Treg for longer than 10 minutes. 3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the beginning of the ATCT test is equal to tsoak_ATCT with a tolerance of an additional 15 minutes. At the request of the manufacturer, and upon approval of the approval authority, tsoak_ATCT can be extended by up to 120 minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this Sub-Annex 6a. 3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall be recorded. 3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not be exposed to a temperature different from Treg for longer than 10 minutes. 3.7.   ATCT Test 3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle. 3.7.2. The procedures for undertaking the emissions test as specified in Sub-Annex 6 for pure ICE vehicles and in Sub-Annex 8 for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Sub-Annex 6a. 3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.1 for pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not exceed the Euro 6 emission limits applicable to the vehicle tested defined in Table 2 of Annex I to Regulation (EC) No 715/2007. 3.8.   Calculation and Documentation 3.8.1. The family correction factor, FCF, shall be calculated as follows: FCF = MCO2,Treg/MCO2,23° where MCO2,23° is the CO2 mass emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km; MCO2,Treg is the CO2 mass emission over the complete WLTC cycle of the test at regional temperature after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For OVC-HEVs and NOVC-HEVs, the KCO2 factor as defined in Sub-Annex 8 Appendix 2 shall be used. Both MCO2,23° and MCO2,Treg shall be measured on the same test vehicle. The FCF shall be included in all relevant test reports. The FCF shall be rounded to 4 points of decimal. 3.8.2. The CO2 values for each pure ICE vehicle within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,c,5 = MCO2,c,4 × FCF MCO2,p,5 = MCO2,p,4 × FCF where MCO2,c,4 and MCO2,p,4 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km; MCO2,c,5 and MCO2,p,5 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km; 3.8.3. The CO2 values for each OVC-HEV and NOVC-HEV within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,CS,c,5 = MCO2,CS,c,4 × FCF MCO2,CS,p,5 = MCO2,CS,p,4 × FCF where MCO2,CS,c,4 and MCO2,CS,p,4 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km; MCO2,CS,c,5 and MCO2,CS,p,5 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km. 3.8.4. If a FCF is less than one, it is deemed to be equal to one, in the case of the worstcase approach, in accordance with paragraph 4.1 of this Sub-Annex. 3.9.   Provision for cool down 3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation families within the ATCT Family, the end temperature of the engine coolant shall be measured after soaking at 23 °C for the duration of tsoak_ATCT, with a tolerance of an additional 15 minutes, having beforehand driven the respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test. 3.9.1.1. In the case that tsoak_ATCT was extended in the respective ATCT test, the same soaking time shall be used, with a tolerance of an additional 15 minutes. 3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a maximum delay of 20 minutes. The measured soaking time is the time between the measurement of the end temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets. 3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This is referred to as ΔT_ATCT, rounded to the nearest whole number. 3.9.4. If ΔT_ATCT is higher or equal than – 2 °C from the test vehicle ΔT_ATCT, this Interpolation Family shall be considered to be a member of the same ATCT Family. 3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. That location shall be as close as possible to the engine so that the coolant temperature is as representative as possible to the engine temperature. 3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Sub-Annex 6a.

4.1.   Worst case approach vehicle cool down On request by the manufacturer and with approval by the approval authority, the Type 1 Test procedure for cool down may be applied instead of provisions of paragraph 3.6 of this Sub-Annex 6a. For that purpose: (a) The provisions of paragraph 2.7.2. of Sub-Annex 6 shall apply with the additional requirement of a minimum soak time of 9 hours. (b) The engine temperature shall be within ± 2 °C of the set point Treg before the start of the ATCT test. That temperature shall be included in all relevant test sheets. In this case, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a and the criteria on engine compartment insulation can be skipped for all vehicles in the family. This alternative is not allowed if the vehicle is equipped with an active heat storage device. The application of that approach shall be included in all relevant test reports. 4.2.   ATCT family composed of a single Interpolation family In the case, that the ATCT family consists of only one interpolation family, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a can be skipped. This shall be included in all relevant test reports. 4.3.   Alternative engine temperature measurement In the case that measuring the coolant temperature is not feasible, on request of the manufacturer and with approval of the approval authority, instead of using the coolant temperature for the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a, the engine oil temperature may be used. In that case, for all vehicles within the family the engine oil temperature shall be used. The application of that procedure shall be included in all relevant test reports.’

(33) the following Sub-Annex 6b is inserted: ‘Sub-Annex 6b Correction of CO2 results against the target speed and distance

This Sub-Annex 6b defines the specific provisions regarding the correction of CO2 test results for tolerances against the target speed and distance. This Sub-Annex 6b applies to pure ICE vehicles only.

2.1. The actual/measured vehicle speed (vmi; km/h) coming from the roller speed of the chassis dynamometer shall be sampled with a measurement frequency of 10 Hz together with the actual time that corresponds to the actual speed. 2.2. The target speed (vi; km/h) between time points in Tables A1/1 to A1/12 in Sub-Annex 1 shall be determined by a linear interpolation method at a frequency of 10 Hz.

3.1.   Calculation of the actual/measured and target power at the wheels The power and the forces at the wheels from the target and actual/measured speed shall be calculated by applying the following equations: where: Fi is the target driving force during the period from (i – 1) to (i), N; Fmi is the actual/measured driving force during the period from (i – 1) to (i), N; Pi is the target power during the period from (i – 1) to (i), kW; Pmi is the actual/measured power during the period from (i – 1) to (i), kW; f 0, f 1, f 2 are the road load coefficients from Sub-Annex 4, N, N/(km/h), N/(km/h)²; Vi is the target speed at time (i); km/h; Vmi is the actual/measured speed at time (i); km/h; TM is the test mass of the vehicle, kg; mr is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1. of Sub-Annex 4, kg; ai is the target acceleration during the period from (i-1) to (i), m/s²; ami is the actual/measured acceleration during the period from (i – 1) to (i), m/s²; ti is the time, s. 3.2. In the next step an initial POVERRUN,1 is calculated using the following equation: POVERRUN,1 = – 0,02 × PRATED where: POVERRUN,1 is the initial overrun power, kW; PRATED is the rated vehicle power, kW. 3.3. All calculated Pi and Pmi values that are below POVERRUN,1 shall be set to POVERRUN,1 in order to exclude negative values not relevant for the CO2 emissions. 3.4. The Pm,j values shall be calculated for each individual phase of the WLTC using the following equation:

where: Pm,j is the average actual/measured power of the considered phase j, kW; Pmi is the actual/measured power during the period from (i – 1) to (i), kW; t 0 is the time at the beginning of the considered phase j, s; tend is the time at the end of the considered phase j, s; n is the number of time steps in the considered phase; j is the index number for the considered phase. 3.5. The average RCB corrected CO2 mass emissions (g/km) for each phase of the applicable WLTC shall be expressed in units g/s using the following equation:

where: MCO 2, j is the average CO2 mass emission of phase j, g/s; MCO 2, RCB,j is the CO2 mass emission from step 1 of Table A7/1 of Sub-Annex 7 for the considered WLTC phase j corrected in accordance with Appendix 2 to Sub-Annex 6, and with the requirement of applying the RCB correction without considering the correction criterion c; dm,j is the actually driven distance of the considered phase j, km; tj is the duration of considered phase j, s. 3.6. In the next step these CO2 mass emissions (g/s) for each phase of the WLTC shall be correlated to the average Pm,j 1 values calculated in accordance with paragraph 3.4. of this Sub-Annex 6b. The best fit of the data shall be calculated using the least square regression method. An example for this regression line (Veline line) is shown in Figure A6b /1. Figure A6b/1 Example of the Veline regression line 3.7. The vehicle specific Veline equation-1 calculated from paragraph 3.6. of this Sub-Annex 6b defines the correlation between CO2 emissions in g/s for the considered phase j and the average measured power at the wheel for the same phase j and is expressed with the following equation: MCO 2, j = (kv,1 × Pm,j 1) + Dv,1 where: MCO 2, j is the average CO2 mass emission of phase j, g/s; Pm,j 1 is the average actual/measured power of the considered phase j calculated using POVERRUN,1, kW; kv,1 is the slope of the Veline equation-1, g CO2/kWs; Dv,1 is the constant of the Veline equation-1, g CO2/s. 3.8. In the next step, a second POVERRUN,2 is calculated following the equation: POVERRUN,2 = – Dv,1/ kv,1 where: POVERRUN,2 is the second overrun power, kW; kv,1 is the slope of the Veline equation-1, g CO2/kWs; Dv,1 is the constant of the Veline equation-1, g CO2/s. 3.9. All calculated Pi and Pmi values from paragraph 3.1. of this Sub-Annex 6b that are below POVERRUN,2 shall be set to POVERRUN,2 in order to exclude negative values not relevant for the CO2 emissions. 3.10. The Pm,j 2 values shall be computed again for each individual phase of the WLTC using the equations from paragraph 3.4. of this Sub-Annex 6b. 3.11. New vehicle specific Veline equation-2 shall be computed using the least square regression method described in paragraph 3.6. of this Sub-Annex 6b. The Veline equation-2 is expressed with the following equation: MCO 2, j = (kv,2 × Pm,j 2) + Dv,2 where: MCO 2 ,j is the average CO2 mass emission of phase j, g/s; Pm,j 2 is the average actual/measured power of the considered phase j calculated using POVERRUN,2, kW; kv,2 is the slope of the Veline equation-2, g CO2/kWs; Dv,2 is the constant of the Veline equation-2, g CO2/s. 3.12. In the next step, the Pi,j values coming from the target speed profile shall be calculated for each individual phase of the WLTC using the following equation:

where: Pi,j 2 is the average target power of the considered phase j calculated using POVERRUN,2, kW; Pi, 2 is the target power during the period from (i – 1) to (i) calculated using POVERRUN,2, kW; t 0 is the time at the beginning of the considered phase j, s; tend is the time at the end of the considered phase j, s; n is the number of time steps in the considered phase; j is the index number for the considered WLTC phase. 3.13. Delta in CO2 mass emissions of period j expressed in g/s is then calculated following the equation: ΔCO2,j = kv,2 × (Pi,j 2 – Pm,j 2) where: ΔCO2,j is the delta in CO2 mass emissions of period j expressed, g/s; kv,2 is the slope of the Veline equation-2, g CO2/kWs; Pi,j 2 is the average target power of the considered period j calculated using POVERRUN,2, kW; Pm,j 2 is the average actual/measured power of the considered period j calculated using POVERRUN,2, kW; j is the considered period j and it can be the cycle phase or the total cycle. 3.14. The final distance and speed corrected CO2 mass emissions of period j is calculated following the equation:

where: MCO 2, j ,2, b is distance and speed corrected CO2 mass emissions of period j, g/km; MCO 2, j ,1 is CO2 mass emissions of period j of step 1, see Table A7/1 in Sub-Annex 7, g/km; ΔCO2,j is the delta in CO2 mass emissions of period j expressed, g/s; tj is the duration of considered period j, s; dm,j is the actually driven distance of the considered phase j, km; di,j is the target distance of the considered period j, km; j is the considered period j, which can either be the cycle phase or the total cycle.’

(34) Sub-Annex 7 is amended as follows: (a) in point 1.1., the second paragraph is replaced by the following: ‘A stepwise procedure for calculating test results is described in paragraph 4. of Sub-Annex 8.’ (b) in point 1.4., the first paragraph is replaced by the following: ‘Stepwise procedure for calculating the final test results for vehicles using combustion engines’ (c) in point 1.4., Table A7/1 is replaced by the following: ‘Table A7/1 Procedure for calculating final test results Source Input Process Output Step No. Sub-Annex 6 Raw test results Mass emissions Paragraphs 3. to 3.2.2. of this Sub-Annex. Mi,p,1, g/km; MCO2,p,1, g/km. 1 Output step 1 Mi,p,1, g/km; MCO2,p,1, g/km. Calculation of combined cycle values:

where: Mi/CO2,c,2 are the emission results over the total cycle; dp are the driven distances of the cycle phases, p. Mi,c,2, g/km; MCO2,c,2, g/km. 2 Output step 1 and 2 MCO2,p,1, g/km; MCO2,c,2, g/km. Correction of CO2 results against the target speed and distance. Sub-Annex 6b. Note: As the distance is also corrected, from this calculation step onwards any reference to a driven distance shall be interpreted as a reference to the target distance. MCO2,p,2b, g/km; MCO2,c,2b, g/km. 2b Output step 2b MCO2,p,2b, g/km; MCO2,c,2b, g/km. RCB correction Appendix 2 to Sub-Annex 6. MCO2,p,3, g/km; MCO2,c,3, g/km. 3 Output step 2 and 3 Mi,c,2, g/km; MCO2,c,3, g/km. Emissions test procedure for all vehicles equipped with periodically regenerating systems, Ki. Sub-Annex 6, Appendix 1. Mi,c,4 = Ki × Mi,c,2 or Mi,c,4 = Ki + Mi,c,2 and MCO2,c,4 = KCO2 × MCO2,c,3 or MCO2,c,4 = KCO2 + MCO2,c,3 Additive offset or multiplicative factor to be used in accordance with Ki determination. If Ki is not applicable: Mi,c,4 = Mi,c,2 MCO2,c,4 = MCO2,c,3 Mi,c,4, g/km; MCO2,c,4, g/km. 4a Output step 3 and 4a MCO2,p,3, g/km; MCO2,c,3, g/km; MCO2,c,4, g/km. If Ki is applicable, align CO2 phase values to the combined cycle value: MCO2,p,4 = MCO2,p,3 × AFKi for every cycle phase p; where: