Commission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance
Data as of 2026-07-04 · Compiled from an official source version. Later amendments or repeals may not be reflected; the official text prevails. · Read the official text ↗
Subject matter
This Regulation establishes the detailed technical requirements and test procedures regarding environmental and propulsion unit performance for the approval of L-category vehicles and the systems, components and separate technical units intended for such vehicles in accordance with Regulation (EU) No 168/2013 and sets out a list of UNECE regulations and amendments thereto.
Definitions
The definitions of Regulation (EU) No 168/2013 shall apply. In addition, the following definitions shall apply: (1) ‘WMTC stage 1’ refers to the World harmonised Motorcycle Test Cycle laid down in UNECE Global Technical Regulation No 2 ( 4 ) used as alternative type I emission test cycle to the European Driving Cycle as of 2006 for category L3e motorcycle types; (2) ‘WMTC stage 2’ refers to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 ( 5 ) which is used as compulsory type I emission test cycle in the approval of Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles; (3) ‘WMTC stage 3’ refers to the revised WMTC referred to in Annex VI(A) of Regulation (EU) No 168/2013 and is equal to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 ( 6 ) and adapted for vehicles with a low maximum design vehicle speed, which is used as the compulsory type I emission test cycle in the approval of Euro 5 compliant L-category vehicles; (4) ‘maximum design vehicle speed’ means the maximum speed of the vehicle determined in accordance with Article 15 of this Regulation; (5) ‘exhaust emissions’ means tailpipe emissions of gaseous pollutants and particulate matter; (6) ‘particulate filter’ means a filtering device fitted in the exhaust system of a vehicle to reduce particulate matter from the exhaust flow; (7) ‘properly maintained and used’ means that when selecting a test vehicle it satisfies the criteria with regard to a good level of maintenance and normal use according to the recommendations of the vehicle manufacturer for acceptance of such a test vehicle; (8) ‘fuel requirement’ by the engine means the type of fuel normally used by the engine: (a) petrol (E5); (b) liquefied petroleum gas (LPG); (c) NG/biomethane (natural gas); (d) either petrol (E5) or LPG; (e) either petrol (E5) or NG/biomethane; (f) diesel fuel (B5); (g) mixture of ethanol (E85) and petrol (E5) (flex fuel); (h) mixture of biodiesel and diesel (B5) (flex fuel); (i) hydrogen (H 2 ) or a mixture (H 2 NG) of NG/biomethane and hydrogen; (j) either petrol (E5) or hydrogen (bi-fuel); (9) ‘environmental performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the following conditions: (a) complying with Parts A and B of Annex V to Regulation (EU) No 168/2013; (b) falling into one propulsion family according to the criteria set out in Annex XI; (10) ‘vehicle type with regard to environmental performance’ means a set of L-category vehicles which do not differ in the following: (a) the equivalent inertia determined in relation to the reference mass, in accordance with Appendices 5, 7 or 8 to Annex II; (b) the propulsion characteristics set out in Annex XI regarding propulsion family; (11) ‘periodically regenerating system’ means a pollution control device such as a catalytic converter, particulate filter or any other pollution control device that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation; (12) ‘alternative fuel vehicle’ means a vehicle designed to run on at least one type of fuel that is either gaseous at atmospheric temperature and pressure, or substantially non-mineral oil derived; (13) ‘flex fuel H 2 NG vehicle’ means a flex fuel vehicle designed to run on different mixtures of hydrogen and natural gas or biomethane; (14) ‘parent vehicle’ means a vehicle that is representative of a propulsion family set out in Annex XI; (15) ‘pollution-control device type’ means a category of pollution-control devices that are used to control pollutant emissions and that do not differ in their essential environmental performance and design characteristics; (16) ‘catalytic converter’ means an emission pollution-control device which converts toxic by-products of combustion in the ehaust of an engine to less toxic substances by means of catalysed chemical reactions; (17) ‘catalytic converter type’ means a category of catalytic converters that do not differ as regards the following: (a) number of coated substrates, structure and material; (b) type of catalytic activity (oxidising, three-way, or of another type of catalytic activity); (c) volume, ratio of frontal area and substrate length; (d) catalytic converter material content; (e) catalytic converter material ratio; (f) cell density; (g) dimensions and shape; (h) thermal protection; (i) an inseparable exhaust manifold, catalytic converter and muffler integrated in the exhaust system of a vehicle or separable exhaust system units that can be replaced; (18) ‘reference mass’ means the mass in running order of the L-category vehicle determined in accordance with Article 5 of Regulation (EU) No 168/2013 increased with the mass of the driver (75 kg) and if applicable plus the mass of the propulsion battery; (19) ‘drive train’ means the part of the powertrain downstream of the output of the propulsion unit(s) that consists if applicable of the torque converter clutches, the transmission and its control, either a drive shaft or belt drive or chain drive, the differentials, the final drive, and the driven wheel tyre (radius); (20) ‘stop-start system’ means automatic stop and start of the propulsion unit to reduce the amount of idling, thereby reducing fuel consumption, pollutant and CO 2 emissions of the vehicle; (21) ‘powertrain software’ means a set of algorithms concerned with the operation of data processing in powertrain control units, propulsion control units or drive-train control units, containing an ordered sequence of instructions that change the state of the control units; (22) ‘powertrain calibration’ means the application of a specific set of data maps and parameters used by the control unit’s software to tune the vehicle’s powertrain, propulsion or drive train unit(s)’s control; (23) ‘powertrain control unit’ means a combined control unit of combustion engine(s), electric traction motors or drive train unit systems including the transmission or the clutch; (24) ‘engine control unit’ means the on-board computer that partly or entirely controls the engine or engines of the vehicle; (25) ‘drive train control unit’ means the on-board computer that partly or entirely controls the drive train of the vehicle; (26) ‘sensor’ means a converter that measures a physical quantity or state and converts it into an electric signal that is used as input to a control unit; (27) ‘actuator’ means a converter of an output signal from a control unit into motion, heat or other physical state in order to control the powertrain, engine(s) or drive train; (28) ‘carburettor’ means a device that blends fuel and air into a mixture that can be combusted in a combustion engine; (29) ‘scavenging port’ means a connector between crankcase and combustion chamber of a two-stroke engine through which the fresh charge of air, fuel and lubrication oil mixture enters the combustion chamber; (30) ‘air intake system’ means a system composed of components allowing the fresh-air charge or air-fuel mixture to enter the engine and includes, if fitted, the air filter, intake pipes, resonator(s), the throttle body and the intake manifold of an engine; (31) ‘turbocharger’ means an exhaust gas turbine-powered centrifugal compressor boosting the amount of air charge into the combustion engine, thereby increasing propulsion unit performance; (32) ‘super-charger’ means an intake air compressor used for forced induction of a combustion engine, thereby increasing propulsion unit performance; (33) ‘fuel cell’ means a converter of chemical energy from hydrogen into electric energy for propulsion of the vehicle; (34) ‘crankcase’ means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape; (35) ‘permeability test’ means testing of the losses through the walls of the non-metallic fuel storage and preconditioning the non-metallic fuel storage material prior to fuel storage testing in accordance with Number C8 of Annex II to Regulation (EU) No 168/2013; (36) ‘permeation’ means the losses through the walls of the fuel storage and delivery systems, which is generally tested by determination of the weight losses; (37) ‘evaporation’ means the breathing losses from the fuel storage, fuel delivery system or other sources through which hydrocarbons breathe into the atmosphere; (38) ‘mileage accumulation’ means a representative test vehicle or a fleet of representative test vehicles driving a predefined distance as set out in points (a) or (b) of Article 23(3) to Regulation (EU) No 168/2013 in accordance with the test requirements of Annex VI to this Regulation; (39) ‘electric powertrain’ means a system consisting of one or more electric energy storage devices such as batteries, electromechanical flywheels, super capacitors or other, one or more electric power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle; (40) ‘electric range’, means the distance that vehicles powered by an electric powertrain only or by a hybrid electric powertrain with off-vehicle charging can drive electrically on one fully charged battery or other electric energy storage device as measured in accordance with the procedure set out in Appendix 3.3. to Annex VII; (41) ‘OVC range’ means the total distance covered during complete combined cycles run until the energy imparted by external charging of the battery (or other electric energy storage device) is depleted, as measured in accordance with the procedure described in Appendix 3.3. to Annex VII; (42) ‘maximum thirty minutes speed’ of a vehicle means the maximum achievable vehicle speed measured during 30 minutes as a result of the 30 minute power set out in UNECE regulation No 85; (43) ‘propulsion unit performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the performance of the propulsion units as regards the following conditions: (a) the maximum design vehicle speed(s); (b) the maximum continuous rated torque or maximum net torque; (c) the maximum continuous rated power or the maximum net power; (d) the maximum total torque and power in the case of a hybrid application. (44) ‘propulsion type’ means the propulsion units whose characteristics do not differ in any fundamental respect as regards maximum design vehicle speed, maximum net power, maximum continuous rated power and maximum torque; (45) ‘net power’ means the power available on the test bench at the end of the crankshaft or equivalent component of the propulsion unit at the rotation speeds measured by the manufacturer at type-approval, together with the accessories listed in Tables Ap2.1-1 or Ap2.2-1 of Appendix 2 of Annex X, and taking into account the efficiency of the gearbox where the net power can only be measured with the gearbox fitted to the propulsion; (46) ‘maximum net power’ means the maximum net power output from propulsion units that include one or more combustion engines, under full engine load operation; (47) ‘maximum torque’ means the maximum torque value measured under full engine load operation; (48) ‘accessories’ means all apparatus and devices listed in Table Ap2.1-1 or Ap2.2-1 of Annex X.
Fitting and demonstration requirements related to the environmental performance of L-category vehicles
1. The manufacturer shall equip L-category vehicles with systems, components and separate technical units affecting the environmental performance of a vehicle that are designed, constructed and assembled so as to enable the vehicle in normal use and maintained according to the prescriptions of the manufacturer to comply with the detailed technical requirements and testing procedures of this Regulation. 2. The manufacturer shall demonstrate by means of physical demonstration testing to the approval authority that the L-category vehicles made available on the market, registered or entering into service in the Union comply with the detailed technical requirements and test procedures concerning the environmental performance of these vehicles laid down in Articles 5 to 15. 3. Where the manufacturer modifies the characteristics of the emission abatement system or performance of any of the emission-relevant components after the approved vehicle type with regard to environmental performance is placed on the market, the manufacturer shall report this to the approval authority without delay. The manufacturer shall provide evidence to the approval authority that the changed emission abatement system or component characteristics do not result in a worse environmental performance than that demonstrated at type-approval. 4. The manufacturer shall ensure that spare parts and equipment that are made available on the market or are entering into service in the Union comply with the detailed technical requirements and test procedures with respect to the environmental performance of the vehicles referred to in this Regulation. An approved L-category vehicle equipped with such a spare part or equipment shall meet the same test requirements and performance limit values as a vehicle equipped with an original part or equipment satisfying endurance requirements up to and including those set out in Article 22(2), Article 23 and Article 24 of Regulation (EU) No 168/2013. 5. The manufacturer shall ensure that type-approval procedures for verifying conformity of production are followed as regards the detailed environmental and propulsion unit performance requirements laid down in Article 33 of Regulation (EU) No 168/2013 and its Number C3 of Annex II. 6. The manufacturer shall submit to the approval authority a description of the measures taken to prevent tampering with the powertrain management system including the computers controlling the environmental and propulsion unit performance in accordance with Number C1 of Annex II to Regulation (EU) No 168/2013. 7. For hybrid applications or applications equipped with a stop-start system, the manufacturer shall install on the vehicle a ‘service mode’ that makes it possible, subject to environmental and propulsion unit performance testing or inspection, for the vehicle to continuously run the fuel-consuming engine. Where that inspection or test execution requires a special procedure, this shall be detailed in the service manual (or equivalent media). That special procedure shall not require the use of special equipment other than that provided with the vehicle.
Application of UNECE regulations
1. The UNECE regulations and amendments thereto set out in Annex I to this Regulation shall apply to environmental and propulsion unit performance type approval. 2. Vehicles with a maximum design vehicle speed ≤ 25 km/h shall meet all the relevant requirements of UNECE regulations applying to vehicles with a maximum vehicle design speed of > 25 km/h. 3. References to vehicle categories L 1 , L 2 , L 3 , L 4 , L 5 , L 6 and L 7 in the UNECE regulations shall be understood as references to vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e respectively under this Regulation, including any sub-categories.
Technical specifications, requirements and test procedures with respect to the environmental performance of L-category vehicles
1. The environmental and propulsion unit performance test procedures shall be performed in accordance with the test requirements laid down in this Regulation. 2. The test procedures shall be carried out or witnessed by the approval authority or, if authorised by the approval authority, by the technical service. The manufacturer shall select a representative parent vehicle to demonstrate compliance of the environmental performance of the L-category vehicles to the satisfaction of the approval authority complying with the requirements of Annex XI. 3. The measurement methods and test results shall be reported to the approval authority in the test report format pursuant to Article 32(1) of Regulation (EU) No 168/2013. 4. The environmental performance type-approval regarding test types I, II, III, IV, V, VII and VIII shall extend to different vehicle variants, versions and propulsion types and families, provided that the vehicle version, propulsion or pollution-control system parameters specified in Annex XI are identical or remain within the prescribed and declared tolerances in that Annex. 5. Hybrid applications or applications equipped with a stop-start system shall be tested with the fuel-consuming engine running where specified in the test procedure.
Test type I requirements: tailpipe emissions after cold start
The test procedures and requirements applying to test type I on tailpipe emissions after cold start referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex II to this Regulation.
Test type II requirements: tailpipe emissions at (increased) idle and at free acceleration
The test procedures and requirements applying to test type II on tailpipe emissions at (increased) idle and at free acceleration referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex III to this Regulation.
Test type III requirements: emissions of crankcase gases
The test procedures and requirements applying to test type III on emissions of crankcase gases referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IV to this Regulation.
Test type IV requirements: evaporative emissions
The test procedures and requirements applying to test type IV on evaporative emissions referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex V to this Regulation.
Test type V requirements: durability of pollution-control devices
The type V durability of pollution-control devices test procedures and requirements referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VI to this Regulation.
Test type VII requirements: CO 2 emissions, fuel consumption, electric energy consumption or electric range
The test procedures and requirements applying to test type VII on energy efficiency with respect to CO 2 emissions, fuel consumption, electric energy consumption or electric range referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VII to this Regulation.
Test type VIII requirements: OBD environmental tests
The test procedures and requirements applying to test type VIII on the environmental part of on-board diagnostics (OBD) referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VIII to this Regulation.
Test type IX requirements: sound level
The type test procedures and requirements applying to test type IX on sound level referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IX to this Regulation.
General obligations
1. Before making an L-category vehicle available on the market, the manufacturer shall demonstrate the propulsion unit performance of the L-category vehicle type to the approval authority in accordance with the requirements laid down in this Regulation. 2. When making an L-category vehicle available on the market or registering it or before its entry into service, the manufacturer shall ensure that the propulsion unit performance of the L-category vehicle type does not exceed that reported to the approval authority in the information folder provided for in Article 27 of Regulation (EU) No 168/2013. 3. The propulsion unit performance of a vehicle equipped with a replacement system, component or separate technical unit shall not exceed that of a vehicle equipped with the original systems, components or separate technical units.
Propulsion performance requirements
The test procedures and requirements on propulsion unit performance referred to in Number A2 of Annex II to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex X to this Regulation.
Type-approval of L-category vehicles, their systems, components or separate technical units
1. Where a manufacturer so requests, the national authorities shall not, on grounds relating to the environmental performance of vehicle, refuse to grant an environmental and propulsion unit performance type-approval or national approval for a new type of vehicle, or prohibit the making available on the market, registration, or entry into service of a vehicle, system, component or separate technical unit, where the vehicle concerned complies with Regulation (EU) No 168/2013 and the detailed test requirements laid down in this Regulation. 2. With effect from the dates laid down in Annex IV to Regulation (EU) No 168/2013, national authorities shall, in the case of new vehicles that do not comply with the Euro 4 environmental step set out in Parts A1, B1, C1 and D of Annex VI and Annex VII to Regulation (EU) No 168/2013 or the Euro 5 environmental step set out in Parts A2, B2, C2 and D of Annex VI and Annex VII to Regulation (EU) No 168/2013 consider certificates of conformity containing previous environmental limit values to be no longer valid for the purposes of Article 43(1) of Regulation (EU) No 168/2013 and shall, on grounds relating to emissions, fuel or energy consumption, or the applicable functional safety or vehicle construction requirements, prohibit the making available on the market, registration or entry into service of such vehicles. 3. When applying Article 77(5) of Regulation (EU) No 168/2013, national authorities shall classify the approved vehicle type in accordance with Annex I to that Regulation.
Type-approval of replacement pollution-control devices
1. National authorities shall prohibit the making available on the market or installation on a vehicle of new replacement pollution-control devices intended to be fitted on vehicles approved under this Regulation where they are not of a type in respect of which an environmental and propulsion unit performance type-approval has been granted in compliance with Article 23(10) of Regulation (EU) No 168/2013 and with this Regulation. 2. National authorities may continue to grant extensions to EU type-approvals referred to in Article 35 of Regulation (EU) No 168/2013 for replacement pollution-control devices which are of a type in the scope of Directive 2002/24/EC under the terms which originally applied. National authorities shall prohibit the making available on the market or installation on a vehicle of such replacement pollution-control device type unless they are of a type in respect of which a relevant type-approval has been granted. 3. A replacement pollution-control device type intended to be fitted to a vehicle type-approved in compliance with this Regulation shall be tested in accordance with Appendix 10 to Annex II and with Annex VI. 4. Original equipment replacement pollution-control devices which are of a type covered by this Regulation and which are intended to be fitted to a vehicle which the relevant whole vehicle type-approval document refers to, do not need to comply with the test requirements of Appendix 10 to Annex II, provided they fulfil the requirements of point 4 of that Appendix.
Amendment of Annex V to Regulation (EU) No 168/2013
Part A of Annex V to Regulation (EU) No 168/2013 is amended in accordance with Annex XII.
Entry into force
1. This Regulation shall enter into force on the day following that of its publication in the Official Journal of the European Union . 2. It shall apply from 1 January 2016.
ANNEX I List of UNECE regulations which apply on a compulsory basis UNECE regulation No Subject Series of amendments OJ Reference Applicability 41 Noise emissions of motorcycles 04 OJ L 317, 14.11.2012, p. 1 L3e, L4e Explanatory note: The fact that a system or component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.
ANNEX II Test type I requirements: tailpipe emissions after cold start Appendix Number Appendix title Page 1 Symbols used in Annex II 74 2 Reference fuels 78 3 Chassis dynamometer system 85 4 Exhaust dilution system 91 5 Classification of equivalent inertia mass and running resistance 103 6 Driving cycles for type I tests 106 7 Road tests of L-category vehicles equipped with one wheel on the driven axle or with twinned wheels for the determination of test bench settings 153 8 Road tests of L-category vehicles equipped with two or more wheels on the powered axle for the determination of test bench settings 160 9 Explanatory note on the gearshift procedure for a type I test 168 10 Type-approval tests of a replacement pollution-control device type for L-category vehicles as a separate technical unit 174 11 Type I test procedure for hybrid L-category vehicles 178 12 Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H 2 NG or hydrogen 189 13 Type I test procedure for L-category vehicles equipped with a periodically regenerating system 193 1. Introduction 1.1. This Annex sets out the procedure for type I testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. 1.2. This Annex provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter, the emissions of carbon dioxide and is referred to in Annex VII to determine the fuel consumption, energy consumption and electric range of the L-category vehicle within the scope of Regulation (EU) No 168/2013 that are representative for real world vehicle operation. 1.1.1. The ‘WMTC stage 1’ was introduced in EU type-approval legislation in 2006, which allowed manufacturers from then on to demonstrate the emission performance of the L3e motorcycle type by using the world harmonised motorcycle test cycle (WMTC) set out in UN GTR No 2 as alternative type I test to the use of the conventional European Driving Cycle (EDC) set out in Chapter 5 of Directive 97/24/EC. 1.1.2. The ‘WMTC stage 2’ is equal to ‘WMTC stage 1’ with additional enhancements in the area of gear shift prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles. 1.1.3. The ‘revised WMTC’ or ‘WMTC stage 3’ is equal to ‘WMTC stage 2’ for L3e motorcycles, but contains also custom-tailored driving cycles for all other (sub-) category vehicles, used as type I test to approve Euro 5 compliant L-category vehicles. 1.2. The results may form the basis for limiting gaseous pollutants, carbon dioxide and for the fuel consumption, energy consumption and electric range indicated by the manufacturer within the environmental performance type-approval procedures. 2. General requirements 2.1. The components liable to affect the emission of gaseous pollutants, carbon dioxide emissions and fuel consumption shall be so designed, constructed and assembled as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Annex. Note 1 : The symbols used in Annex II are summarised in Appendix 1. 2.2. Any hidden strategy that ‘optimises’ the powertrain of the vehicle running the relevant emission laboratory test cycle in an advantageous way, reducing tailpipe emissions and running significantly differently under real-world conditions, is considered a defeat strategy and is prohibited, unless the manufacturer has documented and declared it to the satisfaction of the approval authority. 3. Performance requirements The applicable performance requirements for EU type-approval are referred to in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013. 4. Test conditions 4.1. Test room and soak area 4.1.1. Test room The test room with the chassis dynamometer and the gas sample collection device shall have a temperature of 298,2 ± 5 K (25 ± 5 °C). The room temperature shall be measured in the vicinity of the vehicle cooling blower (fan) before and after the type I test. 4.1.2. Soak area The soak area shall have a temperature of 298,2 ± 5 K (25 ± 5 °C) and be such that the test vehicle to be preconditioned can be parked in accordance with point 5.2.4. of this Annex. 4.2. Test vehicle 4.2.1. General All components of the test vehicle shall conform to those of the production series or, if the vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority which tested parent vehicle is representative of the related vehicle propulsion family as laid down in Annex XI. 4.2.2. Run-in The vehicle shall be presented in good mechanical condition, properly maintained and used. It shall have been run in and driven at least 1 000 km before the test. The engine, drive train and vehicle shall be properly run in, in accordance with the manufacturer’s requirements. 4.2.3. Adjustments The test vehicle shall be adjusted in accordance with the manufacturer’s requirements, e.g. as regards the viscosity of the oils, or, if it differs from the production series, a full description shall be given in the test report. In case of a four by four drive, the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dynamometer. 4.2.4. Test mass and load distribution The test mass, including the masses of the rider and the instruments, shall be measured before the beginning of the tests. The load shall be distributed across the wheels in conformity with the manufacturer’s instructions. 4.2.5. Tyres The tyres shall be of a type specified as original equipment by the vehicle manufacturer. The tyre pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised. The tyre pressure shall be indicated in the test report. 4.3. L-category vehicle sub-classification Figure 1-1 provides a graphical overview of the L-category vehicle sub-classification in terms of engine capacity and maximum vehicle speed if subject to environmental test types I, VII and VIII, indicated by the (sub-)class numbers in the graph areas. The numerical values of the engine capacity and maximum vehicle speed shall not be rounded up or down. Figure 1-1 L-category vehicle sub-classification for environmental testing, test types I, VII and VIII 4.3.1. Class 1 L-category vehicles that fulfil the following specifications belong to class 1: Table 1-1 sub-classification criteria for class 1 L-category vehicles engine capacity < 150 cm 3 and v max < 100 km/h class 1 4.3.2. Class 2 L-category vehicles that fulfil the following specifications belong to class 2 and shall be sub-classified in: Table 1-2 sub-classification criteria for class 2 L-category vehicles Engine capacity < 150 cm 3 and 100 km/h ≤ v max < 115 km/h or engine capacity ≥150 cm 3 and v max < 115 km/h sub-class 2-1 115 km/h ≤ v max < 130 km/h sub-class 2-2 4.3.3. Class 3 L-category vehicles that fulfil the following specifications belong to class 3 and shall be sub-classified in: Table 1-3 sub-classification criteria for class 3 L-category vehicles 130 ≤ v max < 140 km/h subclass 3-1 v max ≥ 140 km/h or engine capacity > 1 500 cm 3 subclass 3-2 4.3.4. WMTC, test cycle parts The WMTC test cycle (vehicle speed patterns) for type I, VII and VIII environmental tests consist of up to three parts as set out in Appendix 6. Depending on the L-vehicle category subject to the WMTC laid down in point 4.5.4.1. and its classification in terms of engine displacement and maximum design vehicle speed in accordance with point 4.3, the following WMTC test cycle parts must be run: Table 1-4 WMTC test cycle parts for class 1.2 and 3 L-category vehicles L-category vehicle (sub-)class Applicable parts of the WMTC as specified in Appendix 6 Class 1: part 1, reduced vehicle speed in cold condition, followed by part 1, reduced vehicle speed in warm condition. Class 2 subdivided in: Sub-class 2-1: part 1, reduced vehicle speed in cold condition, followed by part 2, reduced vehicle speed in warm condition. Sub-class 2-2: part 1, in cold condition, followed by part 2, in warm condition. Class 3 subdivided in: Sub-class 3-1: part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, reduced vehicle speed in warm condition. Sub-class 3-2: part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, in warm condition. 4.4. Specification of the reference fuel The appropriate reference fuels as specified in Appendix 2 shall be used for testing. For the purpose of the calculation referred to in point 1.4 of Appendix 1 of Annex VII, for liquid fuels, the density measured at 288,2 K (15 °C) shall be used. 4.5. Type I test 4.5.1. Driver The test driver shall have a mass of 75 kg ± 5 kg. 4.5.2. Test bench specifications and settings 4.5.2.1. The dynamometer shall have a single roller for two-wheel L-category vehicles with a diameter of at least 400 mm. A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with two front wheels or quadricycles. 4.5.2.2. The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled. 4.5.2.3. Dynamometer flywheels or other means shall be used to simulate the inertia specified in point 5.2.2. 4.5.2.4. The dynamometer rollers shall be clean, dry and free from anything which might cause the tyre to slip. 4.5.2.5. Cooling fan specifications as follows: 4.5.2.5.1. Throughout the test, a variable-speed cooling blower (fan) shall be positioned in front of the vehicle so as to direct the cooling air onto it in a manner that simulates actual operating conditions. The blower speed shall be such that, within the operating range of 10 to 50 km/h, the linear velocity of the air at the blower outlet is within ±5 km/h of the corresponding roller speed. At the range of over 50 km/h, the linear velocity of the air shall be within ± 10 percent. At roller speeds of less than 10 km/h, air velocity may be zero. 4.5.2.5.2. The air velocity referred to in point 4.5.2.5.1. shall be determined as an averaged value of nine measuring points which are located at the centre of each rectangle dividing the whole of the blower outlet into nine areas (dividing both horizontal and vertical sides of the blower outlet into three equal parts). The value at each of the nine points shall be within 10 percent of the average of the nine values. 4.5.2.5.3. The blower outlet shall have a cross-section area of at least 0.4 m 2 and the bottom of the blower outlet shall be between 5 and 20 cm above floor level. The blower outlet shall be perpendicular to the longitudinal axis of the vehicle, between 30 and 45 cm in front of its front wheel. The device used to measure the linear velocity of the air shall be located at between 0 and 20 cm from the air outlet. 4.5.2.6. The detailed requirements regarding test bench specifications are listed in Appendix 3. 4.5.3. Exhaust gas measurement system 4.5.3.1. The gas-collection device shall be a closed-type device that can collect all exhaust gases at the vehicle exhaust outlets on condition that it satisfies the backpressure condition of ± 125 mm H 2 O. An open system may be used if it is confirmed that all the exhaust gases are collected. The gas collection shall be such that there is no condensation which could appreciably modify the nature of exhaust gases at the test temperature. An example of a gas-collection device is illustrated in Figure 1-2: Figure 1-2 Equipment for sampling the gases and measuring their volume 4.5.3.2. A connecting tube shall be placed between the device and the exhaust gas sampling system. This tube and the device shall be made of stainless steel, or of some other material which does not affect the composition of the gases collected and which withstands the temperature of these gases. 4.5.3.3. A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake to ± 5 K shall be in operation throughout the test. This exchanger shall be equipped with a preheating system capable of bringing the exchanger to its operating temperature (with the tolerance of ± 5 K) before the test begins. 4.5.3.4. A positive displacement pump shall be used to draw in the diluted exhaust mixture. This pump shall be equipped with a motor with several strictly controlled uniform speeds. The pump capacity shall be large enough to ensure the intake of the exhaust gases. A device using a critical-flow venturi (CFV) may also be used. 4.5.3.5. A device (T) shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump. 4.5.3.6. Two gauges shall be used, the first to ensure the pressure depression of the dilute exhaust mixture entering the pump relative to atmospheric pressure, and the second to measure the dynamic pressure variation of the positive displacement pump. 4.5.3.7. A probe shall be located near to, but outside, the gas-collecting device, to collect samples of the dilution air stream through a pump, a filter and a flow meter at constant flow rates throughout the test. 4.5.3.8. A sample probe pointed upstream into the dilute exhaust mixture flow, upstream of the positive displacement pump, shall be used to collect samples of the dilute exhaust mixture through a pump, a filter and a flow meter at constant flow rates throughout the test. The minimum sample flow rate in the sampling devices shown in Figure 1-2 and in point 4.5.3.7. shall be at least 150 litre/hour. 4.5.3.9. Three-way valves shall be used on the sampling system described in points 4.5.3.7. and 4.5.3.8. to direct the samples either to their respective bags or to the outside throughout the test. 4.5.3.10. Gas-tight collection bags 4.5.3.10.1. For dilution air and dilute exhaust mixture the collection bags shall be of sufficient capacity not to impede normal sample flow and shall not change the nature of the pollutants concerned. 4.5.3.10.2. The bags shall have an automatic self-locking device and shall be easily and tightly fastened either to the sampling system or the analysing system at the end of the test. 4.5.3.11. A revolution counter shall be used to count the revolutions of the positive displacement pump throughout the test. Note 2 : Attention shall be paid to the connecting method and the material or configuration of the connecting parts, because each section (e.g. the adapter and the coupler) of the sampling system can become very hot. If the measurement cannot be performed normally due to heat damage to the sampling system, an auxiliary cooling device may be used as long as the exhaust gases are not affected. Note 3 : With open type devices, there is a risk of incomplete gas collection and gas leakage into the test cell. There shall be no leakage throughout the sampling period. Note 4 : If a constant volume sampler (CVS) flow rate is used throughout the test cycle that includes low and high speeds all in one (i.e. part 1, 2 and 3 cycles), special attention shall be paid to the higher risk of water condensation in the high speed range. 4.5.3.12. Particulate mass emissions measurement equipment 4.5.3.12.1 Specification 4.5.3.12.1.1. System overview 4.5.3.12.1.1.1. The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel, a particle transfer tube, a filter holder, a partial-flow pump, and flow rate regulators and measuring units. 4.5.3.12.1.1.2. It is recommended that a particle size pre-classifier (e.g. cyclone or impactor) be employed upstream of the filter holder. However, a sampling probe, used as an appropriate size-classification device such as that shown in Figure 1-6, is acceptable. 4.5.3.12.1.2. General requirements 4.5.3.12.1.2.1. The sampling probe for the test gas flow for particulates shall be so arranged within the dilution tract that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture. 4.5.3.12.1.2.2. The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 percent of the particulate sample flow rate. 4.5.3.12.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature below 325,2 K (52 °C) within 20 cm upstream or downstream of the particulate filter face, except in the case of a regeneration test, where the temperature shall be below 465,2 K (192 °C). 4.5.3.12.1.2.4. The particulate sample shall be collected on a single filter mounted in a holder in the sampled diluted exhaust gas flow 4.5.3.12.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder which are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. 4.5.3.12.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat exchanger and a temperature control device as specified in Appendix 4 so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional. 4.5.3.12.1.3. Specific requirements 4.5.3.12.1.3.1. Particulate matter (PM) sampling probe 4.5.3.12.1.3.1.1. The sample probe shall deliver the particle-size classification performance described in point 4.5.3.12.1.3.1.4. It is recommended that this performance be achieved by the use of a sharp-edged, open-ended probe facing directly in the direction of flow, plus a pre-classifier (cyclone impactor, etc.). An appropriate sampling probe, such as that indicated in Figure 1-1, may alternatively be used provided it achieves the pre-classification performance described in point 4.5.3.12.1.3.1.4. 4.5.3.12.1.3.1.2. The sample probe shall be installed near the tunnel centreline between ten and 20 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 12 mm. If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that probe shall be split into identical sub-flows to avoid sampling artefacts. If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the direction of flow. Probes shall be equally spaced at least 5 cm apart around the central longitudinal axis of the dilution tunnel. 4.5.3.12.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 1 020 mm. 4.5.3.12.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The pre-classifier 50 percent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for sampling particulate mass emissions. The pre-classifier shall allow at least 99 percent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling particulate mass emissions. However, a sampling probe, used as an appropriate size-classification device, such as that shown in Figure 1-6, is acceptable as an alternative to a separate pre-classifier. 4.5.3.12.1.3.2. Sample pump and flow meter 4.5.3.12.1.3.2.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring units. 4.5.3.12.1.3.2.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ±3 K, except during regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. In addition, the sample mass flow rate shall remain proportional to the total flow of diluted exhaust gas to within a tolerance of ± 5 percent of the particulate sample mass flow rate. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be stopped. When the test is repeated, the rate of flow shall be decreased. 4.5.3.12.1.3.3. Filter and filter holder 4.5.3.12.1.3.3.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall be responsive enough to open and close within one second of the start and end of the test. 4.5.3.12.1.3.3.2. It is recommended that the mass collected on the 47 mm diameter filter (P e ) is ≥ 20 μg and that the filter loading is maximised in line with the requirements of points 4.5.3.12.1.2.3. and 4.5.3.12.1.3.3. 4.5.3.12.1.3.3.3. For a given test, the gas filter face velocity shall be set to a single value within the range 20 cm/s to 80 cm/s, unless the dilution system is being operated with sampling flow proportional to CVS flow rate. 4.5.3.12.1.3.3.4. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required. All filter types shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at least 99 percent at a gas filter face velocity of 5,33 cm/s. 4.5.3.12.1.3.3.5. The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area. The filter stain area shall be at least 1 075 mm 2 . 4.5.3.12.1.3.4. Filter weighing chamber and balance 4.5.3.12.1.3.4.1. The microgram balance used to determine the weight of a filter shall have a precision (standard deviation) of 2 μg and resolution of 1 μg or better. It is recommended that the microbalance be checked at the start of each weighing session by weighing one reference weight of 50 mg. This weight shall be weighed three times and the average result recorded. The weighing session and balance are considered valid if the average result of the weighing is within ± 5 μg of the result from the previous weighing session. The weighing chamber (or room) shall meet the following conditions during all filter conditioning and weighing operations: — Temperature maintained at 295,2 ± 3 K (22 ± 3 °C); — Relative humidity maintained at 45 ± 8 percent; — Dew point maintained at 282,7 ± 3 K (9,5 ± 3 °C). It is recommended that temperature and humidity conditions be recorded along with sample and reference filter weights. 4.5.3.12.1.3.4.2. Buoyancy correction All filter weights shall be corrected for filter buoyancy in air. The buoyancy correction depends on the density of the sample filter medium, the density of air, and the density of the calibration weight used to calibrate the balance. The density of the air is dependent on the pressure, temperature and humidity. It is recommended that the temperature and dew point of the weighing environment be controlled to 295,2 K ± 1 K (22 °C ± 1 °C) and 282,7 ± 1 K (9,5 ± 1 °C) respectively. However, the minimum requirements stated in point 4.5.3.12.1.3.4.1. will also result in an acceptable correction for buoyancy effects. The correction for buoyancy shall be applied as follows: Equation 2-1: where: m corr = PM mass corrected for buoyancy m uncorr = PM mass uncorrected for buoyancy ρ air = density of air in balance environment ρ weight = density of calibration weight used to span balance ρ media = density of PM sample medium (filter) with filter medium Teflon coated glass fibre (e.g. TX40): ρ media = 2,300 kg/m 3 ρ air can be calculated as follows: Equation 2-2: where: P abs = absolute pressure in balance environment M mix = molar mass of air in balance environment (28,836 gmol -1 ) R = molar gas constant (8,314 Jmol -1 K -1 ) T amb = absolute ambient temperature of balance environment The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Limited deviations from weighing room temperature and humidity specifications shall be allowed provided their total duration does not exceed 30 minutes in any one filter conditioning period. The weighing room shall meet the required specifications prior to personal entrance into the weighing room. No deviations from the specified conditions are permitted during the weighing operation. 4.5.3.12.1.3.4.3. The effects of static electricity shall be nullified. This may be achieved by grounding the balance through placement on an antistatic mat and neutralisation of the particulate filters prior to weighing using a Polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be achieved through equalisation of the static charge. 4.5.3.12.1.3.4.4. A test filter shall be removed from the chamber no earlier than an hour before the test begins. 4.5.3.12.1.4. Recommended system description Figure 1-3 is a schematic drawing of the recommended particulate sampling system. Since various configurations can produce equivalent results, exact conformity with this figure is not required. Additional components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of component systems. Further components that are not needed to maintain accuracy with other system configurations may be excluded if their exclusion is based on good engineering judgment. Figure 1-3 Particulate sampling system A sample of the diluted exhaust gas is taken from the full flow dilution tunnel (DT) through the particulate sampling probe (PSP) and the particulate transfer tube (PTT) by means of the pump (P). The sample is passed through the particle size pre-classifier (PCF) and the filter holders (FH) that contain the particulate sampling filters. The flow rate for sampling is set by the flow controller (FC). 4.5.4. Driving schedules 4.5.4.1. Test cycles Test cycles (vehicle speed patterns) for the type I test consist of up to three parts, as laid down in Appendix 6. Depending on the vehicle (sub-)category, the following test cycle parts must be run: Table 1-5 Applicable test type I cycle for Euro 4 compliant vehicles Vehicle category Vehicle category name Test cycle Euro 4 L1e-A Powered cycle ECE R47 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e Two-wheel motorcycle with and without side-car WMTC, stage 2 L4e L5e-A Tricycle L7e-A Heavy on-road quad L5e-B Commercial tricycle ECE R40 L7e-B Heavy all terrain quad L7e-C Heavy quadri-mobile Table 1-6 Applicable test type I cycle for Euro 5 compliant vehicles Vehicle category Vehicle category name Test cycle Euro 5 L1e-A Powered cycle Revised WMTC L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e Two-wheel motorcycle with and without side-car L4e L5e-A Tricycle L7e-A Heavy on-road quad L5e-B Commercial tricycle L7e-B Heavy all terrain quad L7e-C Heavy quadri-mobile 4.5.4.2. Vehicle speed tolerances 4.5.4.2.1. The vehicle speed tolerance at any given time on the test cycles prescribed in point 4.5.4.1. is defined by upper and lower limits. The upper limit is 3,2 km/h higher than the highest point on the trace within one second of the given time. The lower limit is 3,2 km/h lower than the lowest point on the trace within one second of the given time. Vehicle speed variations greater than the tolerances (such as may occur during gear changes) are acceptable provided they occur for less than two seconds on any occasion. Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurrences. Figure 1-4 shows the range of acceptable vehicle speed tolerances for typical points. Figure 1-4 Drivers trace, allowable range 4.5.4.2.2. If the acceleration capability of the vehicle is not sufficient to carry out the acceleration phases or if the maximum design speed of the vehicle is lower than the prescribed cruising speed within the prescribed limits of tolerances, the vehicle shall be driven with the throttle fully open until the set speed is reached or at the maximum design speed achievable with fully opened throttle during the time that the set speed exceeds the maximum design speed. In both cases, point 4.5.4.2.1. is not applicable. The test cycle shall be carried on normally when the set speed is again lower than the maximum design speed of the vehicle. 4.5.4.2.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation. In such cases, point 4.5.4.2.1. is not applicable. 4.5.4.2.4. Apart from these exceptions, the deviations of the roller speed from the set speed of the cycles shall meet the requirements described in point 4.5.4.2.1. If not, the test results shall not be used for further analysis and the run must be repeated. 4.5.5. Gearshift prescriptions for the WMTC prescribed in Appendix 6 4.5.5.1. Test vehicles with automatic transmission 4.5.5.1.1. Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the configuration recommended by the manufacturer for street or highway use. 4.5.5.1.2. All tests shall be conducted with automatic transmissions in ‘Drive’ (highest gear). Automatic clutch-torque converter transmissions may be shifted as manual transmissions at the request of the manufacturer. 4.5.5.1.3. Idle modes shall be run with automatic transmissions in ‘Drive’ and the wheels braked. 4.5.5.1.4. Automatic transmissions shall shift automatically through the normal sequence of gears. The torque converter clutch, if applicable, shall operate as under real-world conditions. 4.5.5.1.5. The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed. 4.5.5.2. Test vehicles with manual transmission 4.5.5.2.1 Mandatory requirements 4.5.5.2.1.1. Step 1 — Calculation of shift speeds Upshift speeds (v 1→2 and v i→i+1 ) in km/h during acceleration phases shall be calculated using the following formulae: Equation 2-3: Equation 2-4: , i = 2 to ng -1 where: ‘i’ is the gear number (≥ 2) ‘ng’ is the total number of forward gears ‘P n ’ is the rated power in kW ‘m k ’ is the reference mass in kg ‘n idle ’ is the idling speed in min -1 ‘s’ is the rated engine speed in min -1 ‘ndv i ’ is the ratio between engine speed in min -1 and vehicle speed in km/h in gear ‘i’ 4.5.5.2.1.2. Downshift speeds (v i→i-1 ) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula: Equation 2-5: , i = 4 to ng where: i is the gear number (≥ 4) ng is the total number of forward gears P n is the rated power in kW m k is the reference mass in kg n idle is the idling speed in min -1 s is the rated engine speed in min -1 ndv i-2 is the ratio between engine speed in min -1 and vehicle speed in km/h in gear i-2 The downshift speed from gear 3 to gear 2 (v 3→2 ) shall be calculated using the following equation: Equation 2-6: where: P n is the rated power in kW m k is the reference mass in kg n idle is the idling speed in min -1 s is the rated engine speed in min -1 ndv 1 is the ratio between engine speed in min –1 and vehicle speed in km/h in gear 1 The downshift speed from gear 2 to gear 1 (v 2→1 ) shall be calculated using the following equation: Equation 2-7: where: ndv 2 is the ratio between engine speed in min –1 and vehicle speed in km/h in gear 2 Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v 1→2 , v 2→3 and v i→i+1 ) in km/h during cruise phases shall be calculated using the following equations: Equation 2-7: Equation 2-8: Equation 2-9: , i = 3 to ng 4.5.5.2.1.3. Step 2 — Gear choice for each cycle sample In order to avoid different interpretations of acceleration, deceleration, cruise and stop phases, corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles (see tables in Appendix 6). The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of point 4.5.5.2.1.1. and the phase indicators for the cycle parts appropriate for the test vehicle, as follows: Gear choice for stop phases: For the last five seconds of a stop phase, the gear lever shall be set to gear 1 and the clutch shall be disengaged. For the previous part of a stop phase, the gear lever shall be set to neutral or the clutch shall be disengaged. Gear choice for acceleration phases: gear 1, if v ≤ v 1→2 gear 2, if v 1→2 < v ≤ v 2→3 gear 3, if v 2→3 < v ≤ v 3→4 gear 4, if v 3→4 < v ≤ v 4→5 gear 5, if v 4→5 < v ≤ v 5→6 gear 6, if v > v 5→6 Gear choice for deceleration or cruise phases: gear 1, if v < v 2→1 gear 2, if v < v 3→2 gear 3, if v 3→2 ≤ v < v 4→3 gear 4, if v 4→3 ≤ v < v 5→4 gear 5, if v 5→4 ≤ v < v 6→5 gear 6, if v ≥ v 4→5 The clutch shall be disengaged, if: (a) the vehicle speed drops below 10 km/h, or (b) the engine speed drops below ; (c) there is a risk of engine stalling during cold-start phase. 4.5.5.2.3. Step 3 — Corrections according to additional requirements 4.5.5.2.3.1. The gear choice shall be modified according to the following requirements: (a) no gearshift at a transition from an acceleration phase to a deceleration phase. The gear that was used for the last second of the acceleration phase shall be kept for the following deceleration phase unless the speed drops below a downshift speed; (b) no upshifts or downshifts by more than one gear, except from gear 2 to neutral during decelerations down to stop; (c) upshifts or downshifts for up to four seconds are replaced by the gear before, if the gears before and after are identical, e.g. 2 3 3 3 2 shall be replaced by 2 2 2 2 2, and 4 3 3 3 3 4 shall be replaced by 4 4 4 4 4 4. In the cases of consecutive circumstances, the gear used longer takes over, e.g. 2 2 2 3 3 3 2 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 2 3 3 3. If used for the same time, a series of succeeding gears shall take precedence over a series of preceding gears, e.g. 2 2 2 3 3 3 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 3 3 3; (d) no downshift during an acceleration phase. 4.5.5.2.2. Optional provisions The gear choice may be modified according to the following provisions: The use of gears lower than those determined by the requirements described in point 4.5.5.2.1. is permitted in any cycle phase. Manufacturers’ recommendations for gear use shall be followed if they do not result in gears higher than determined by the requirements of point 4.5.5.2.1. 4.5.5.2.3. Optional provisions Note 5 : The calculation programme to be found on the UN website at the following URL may be used as an aid for the gear selection: http://live.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html Explanations of the approach and the gearshift strategy and a calculation example are given in Appendix 9. 4.5.6. Dynamometer settings A full description of the chassis dynamometer and instruments shall be provided in accordance with Appendix 6. Measurements shall be taken to the accuracies specified in point 4.5.7. The running resistance force for the chassis dynamometer settings can be derived either from on-road coast-down measurements or from a running resistance table, with reference to Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more wheels on the powered axles. 4.5.6.1. Chassis dynamometer setting derived from on-road coast-down measurements To use this alternative, on-road coast-down measurements shall be carried out as specified in Appendix 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles. 4.5.6.1.1. Requirements for the equipment The instrumentation for the speed and time measurement shall have the accuracies specified in point 4.5.7. 4.5.6.1.2. Inertia mass setting 4.5.6.1.2.1. The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia mass, mfi, closest to the sum of the mass in running order of the vehicle and the mass of the driver (75 kg). Alternatively, the equivalent inertia mass mi can be derived from Appendix 5. 4.5.6.1.2.2. If the reference mass m ref cannot be equalised to the flywheel equivalent inertia mass mi, to make the target running resistance force F * equal to the running resistance force F E (which is to be set to the chassis dynamometer), the corrected coast-down time ΔT E may be adjusted in accordance with the total mass ratio of the target coast-down time ΔT road in the following sequence: Equation 2-10: Equation 2-11: Equation 2-12: Equation 2-13: with where: m r1 may be measured or calculated, in kilograms, as appropriate. As an alternative, m r1 may be estimated as f percent of m. 4.5.6.2. Running resistance force derived from a running resistance table 4.5.6.2.1. The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast-down method. In this table method, the chassis dynamometer shall be set by the mass in running order regardless of particular L-category vehicle characteristics. Note 6 : Care shall be taken when applying this method to L-category vehicles with extraordinary characteristics. 4.5.6.2.2. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass m i specified in Appendix 5, 7 or 8 where applicable. The chassis dynamometer shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag coefficient (b) specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively. 4.5.6.2.3 The running resistance force on the chassis dynamometer F E shall be determined using the following equation: Equation 2-14: 4.5.6.2.4. The target running resistance force F * shall be equal to the running resistance force obtained from the running resistance table F T , because the correction for the standard ambient conditions is not necessary. 4.5.7. Measurement accuracies Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7: Table 1-7 Required accuracy of measurements Measurement items At measured value Resolution (a) Running resistance force, F + 2 percent — (b) Vehicle speed (v1, v2) ± 1 percent 0,2 km/h (c) Coast-down speed interval ( ) ± 1 percent 0,1 km/h (d) Coast-down time (Δt) ± 0,5 percent 0,01 s (e) Total vehicle mass (mk + mrid) ± 0,5 percent 1,0 kg (f) Wind speed ± 10 percent 0,1 m/s (g) Wind direction — 5 deg. (h) Temperatures ± 1 K 1 K (i) Barometric pressure — 0,2 kPa (j) Distance ± 0,1 percent 1 m (k) Time ± 0,1 s 0,1 s 5. Test procedures 5.1. Description of the type I test The test vehicle shall be subjected, according to its category, to test type I requirements as specified in this point 5. 5.1.1. Type I test (verifying the average emission of gaseous pollutants, CO 2 emissions and fuel consumption in a characteristic driving cycle) 5.1.1.1. The test shall be carried out by the method described in point 5.2. The gases shall be collected and analysed by the prescribed methods. 5.1.1.2. Number of tests 5.1.1.2.1. The number of tests shall be determined as shown in figure 1-5. R i1 to R i3 describe the final measurement results for the first (No 1) test to the third (No 3) test and the gaseous pollutant, carbon dioxide emission, fuel / energy consumption or electric range as laid down in Annex VII. ‘L x ’ represents the limit values L 1 to L 5 as defined in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013. 5.1.1.2.2. In each test, the masses of the carbon monoxide, hydrocarbons, nitrogen oxides, carbon dioxide and the fuel consumed during the test shall be determined. The mass of particulate matter shall be determined only for those (sub-)categories referred to in Parts A and B of Annex VI to Regulation (EU) No 168/2013 (see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation). Figure 1-5 Flowchart for the number of type I tests First Test R i1 ≤ 0,7*L yes accepted no yes R i1 > 1,1*L no Second Test R i1 ≤ 0,85*L and R i2 < L and R i1 + R i2 < 1,7*L yes accepted no yes R i2 > 1,1*L or R i1 ≥ L and R i2 ≥ L no Third Test R i1 < L and R i2 < L and R i3 < L yes accepted no yes R i1 > 1,1*L no yes R i3 ≥ L and R i2 ≥ L or R i1 ≥ L no (R i1 + R i2 + R i3 )/3 < L yes accepted no rejected 5.2. Type I tests 5.2.1. Overview 5.2.1.1. The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and operating conditions. 5.2.1.2. The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide, particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range while simulating real-world operation. The test consists of engine start-ups and L-category vehicle operation on a chassis dynamometer, through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler (CVS). 5.2.1.3. Except in cases of component malfunction or failure, all emission-control systems installed on or incorporated in a tested L-category vehicle shall be functioning during all procedures. 5.2.1.4. Background concentrations are measured for all emission constituents for which emissions measurements are taken. For exhaust testing, this requires sampling and analysis of the dilution air. 5.2.1.5. Background particulate mass measurement The particulate background level of the dilution air may be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample, if a particulate mass measurement is applicable according to Annex VI(A) to Regulation (EU) No 168/2013. One measurement may be performed prior to or after the test. Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system. The permissible background contribution shall be ≤ 1 mg/km (or equivalent mass on the filter). If the background contribution exceeds this level, the default figure of 1 mg/km (or equivalent mass on the filter) shall be used. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero. 5.2.2. Dynamometer settings and verification 5.2.2.1. Test vehicle preparation 5.2.2.1.1. The manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle, and to provide for exhaust sample collection. 5.2.2.1.2. The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal. 5.2.2.1.3. The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test. 5.2.2.2. Dynamometer preparation, if settings are derived from on-road coast-down measurements Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit (pau) Fpau, as in the following equation: Equation 2-15: The target running resistance force F * derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.: Equation 2-16: The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5.2.2.2.1. or 5.2.2.2.2. 5.2.2.2.1. Motoring by chassis dynamometer This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v 0 with the drive train engaged and the clutch disengaged. The total friction loss Ff (v 0 ) at the reference speed v 0 is given by the chassis dynamometer force. 5.2.2.2.2. Coast-down without absorption The method for measuring the coast-down time is the coast-down method for the measurement of the total friction loss F f . The vehicle coast-down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis dynamometer absorption. The coast-down time Δti corresponding to the reference speed v 0 shall be measured. The measurement shall be carried out at least three times, and the mean coast-down time shall be calculated using the following equation: Equation 2-17: 5.2.2.2.3. Total friction loss The total friction loss F f(v 0 ) at the reference speed v 0 is calculated using the following equation: Equation 2-18: 5.2.2.2.4. Calculation of power-absorption unit force The force F pau (v 0 ) to be absorbed by the chassis dynamometer at the reference speed v 0 is calculated by subtracting F f(v0) from the target running resistance force F * (v 0 ) as shown in the following equation: Equation 2-19: 5.2.2.2.5. Chassis dynamometer setting Depending on its type, the chassis dynamometer shall be set by one of the methods described in points 5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO 2 emission measurements as well as for the energy efficiency measurements (fuel /energy consumption and electric range) laid down in Annex VII. 5.2.2.2.5.1. Chassis dynamometer with polygonal function In the case of a chassis dynamometer with polygonal function, in which the absorption characteristics are determined by load values at several speed points, at least three specified speeds, including the reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4. 5.2.2.2.5.2. Chassis dynamometer with coefficient control In the case of a chassis dynamometer with coefficient control, in which the absorption characteristics are determined by given coefficients of a polynomial function, the value of Fpau (vj) at each specified speed shall be calculated by the procedure in point 5.2.2.2. Assuming the load characteristics to be: Equation 2-20: where: the coefficients a, b and c shall be determined by the polynomial regression method. The chassis dynamometer shall be set to the coefficients a, b and c obtained by the polynomial regression method. 5.2.2.2.5.3. Chassis dynamometer with F * polygonal digital setter In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is incorporated in the system, F * is input directly, and Δt i , F f and F pau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force: Equation 2-21: In this case, several points in succession are directly input digitally from the data set of F * j and v j , the coast-down is performed and the coast-down time Δt j is measured. After the coast-down test has been repeated several times, F pau is automatically calculated and set at L-category vehicle speed intervals of 0,1 km/h, in the following sequence: Equation 2-22: Equation 2-23: Equation 2-24: 5.2.2.2.5.4. Chassis dynamometer with f * 0 , f * 2 coefficient digital setter In the case of a chassis dynamometer with a coefficient digital setter, where a central processor unit is incorporated in the system, the target running resistance force is automatically set on the chassis dynamometer. In this case, the coefficients f * 0 and f * 2 are directly input digitally; the coast-down is performed and the coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of 0,06 km/h, in the following sequence: Equation 2-25: Equation 2-26: Equation 2-27: 5.2.2.2.6. Dynamometer settings verification 5.2.2.2.6.1. Verification test Immediately after the initial setting, the coast-down time Δt E on the chassis dynamometer corresponding to the reference speed (v 0 ) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The measurement shall be carried out at least three times, and the mean coast-down time Δt E shall be calculated from the results. The set running resistance force at the reference speed, F E (v 0 ) on the chassis dynamometer is calculated by the following equation: Equation 2-28: 5.2.2.2.6.2. Calculation of setting error The setting error ε is calculated by the following equation: Equation 2-29: The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria: ε ≤ 2 percent for v 0 ≥ 50 km/h ε ≤ 3 percent for 30 km/h ≤ v 0 < 50 km/h ε ≤ 10 percent for v 0 < 30 km/h The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record forms are provided in the template of the test report laid down in accordance with Article 32(1) of Regulation (EU) No 168/2013. 5.2.2.3. Dynamometer preparation, if settings are derived from a running resistance table 5.2.2.3.1. The specified vehicle speed for the chassis dynamometer The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v. At least four specified speeds shall be verified. The range of specified vehicle speed points (the interval between the maximum and minimum points) shall extend either side of the reference speed or the reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The specified speed points, including the reference speed points, shall be at regular intervals of no more than 20 km/h apart. 5.2.2.3.2. Verification of chassis dynamometer 5.2.2.3.2.1. Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer during the coast-down time measurement. The coast-down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle. 5.2.2.3.2.2. The measurement shall be carried out at least three times, and the mean coast-down time Δt E shall be calculated from the results. 5.2.2.3.2.3. The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated using the following equation: Equation 2-30: 5.2.2.3.2.4. The setting error ε at the specified speed is calculated using the following equation: Equation 2-31: 5.2.2.3.2.5. The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria: ε ≤ 2 percent for v ≥ 50 km/h ε ≤ 3 percent for 30 km/h ≤ v < 50 km/h ε ≤ 10 percent for v < 30 km/h 5.2.2.3.2.6. The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. 5.2.2.4. The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3. 5.2.3. Calibration of analysers 5.2.3.1. The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydrocarbon concentrations equal to 50 percent and 90 percent of full scale. 5.2.3.2. Non-dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen/ CO and nitrogen/ CO 2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full scale. 5.2.3.3. To calibrate the NO X chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three types of analysers shall be checked before each series of tests, using mixtures of the gases, which are measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for diluting a 100 percent calibration gas to required concentration. 5.2.3.4. Heated flame ionisation detector (FID) (analyser) hydrocarbon response check procedure 5.2.3.4.1. Detector response optimisation The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response, propane in air shall be used on the most common operating range. 5.2.3.4.2. Calibration of the hydrocarbon analyser The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.). A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3. 5.2.3.4.3. Response factors of different hydrocarbons and recommended limits The response factor (R f ) for a particular hydrocarbon species is the ratio of the FID C 1 reading to the gas cylinder concentration, expressed as ppm C 1 . The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C). Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The test gases to be used and the recommended response factors are: Methane and purified air: 1,00 < Rf < 1,15 or 1,00 < Rf < 1,05 for NG/biomethane-fuelled vehicles Propylene and purified air: 0,90 < Rf < 1,00 Toluene and purified air: 0,90 < Rf < 1,00 These are relative to a response factor (Rf) of 1,00 for propane and purified air. 5.2.3.5. Calibration and verification procedures of the particulate mass emissions measurement equipment 5.2.3.5.1. Flow meter calibration The technical service shall check that a calibration certificate has been issued for the flow meter demonstrating compliance with a traceable standard within a 12-month period prior to the test, or since any repair or change which could influence calibration. 5.2.3.5.2. Microbalance calibration The technical service shall check that a calibration certificate has been issued for the microbalance demonstrating compliance with a traceable standard within a 12-month period prior to the test. 5.2.3.5.3. Reference filter weighing To determine the specific reference filter weights, at least two unused reference filters shall be weighed within eight hours of, but preferably at the same time as, the sample filter weighing. Reference filters shall be of the same size and material as the sample filter. 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 room and then reweighed. This shall be based on a comparison of the specific weight of the reference filter and the rolling average of that filter’s specific weights. The rolling average shall be calculated from the specific weights collected in the period since the reference filters were placed in the weighing room. The averaging period shall be between one day and 30 days. Multiple reconditioning and reweighings of the sample and reference filters are permitted up to 80 hours after the measurement of gases from the emissions test. If, within this period, more than half the reference filters meet the ± 5 μg criterion, the sample filter weighing can be considered valid. If, at the end of this period, two reference filters are used and one filter fails to meet the ± 5 μg criterion, the sample filter weighing may be considered valid provided that the sum of the absolute differences between specific and rolling averages from the two reference filters is no more than 10 μg. If fewer 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 with a reference filter that has been in the weighing room for at least one day. If the weighing room stability criteria outlined in point 4.5.3.12.1.3.4. are not met but the reference filter weighings meet the criteria listed in point 5.2.3.5.3, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test. Figure 1-6 Particulate sampling probe configuration 5.2.3.6. Reference gases 5.2.3.6.1. Pure gases The following pure gases shall be available, if necessary, for calibration and operation: Purified nitrogen: (purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO); Purified synthetic air: (purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO); oxygen content between 18 and 21 percent by volume; Purified oxygen: (purity > 99,5 percent vol. O 2 ); Purified hydrogen (and mixture containing helium): (purity ≤ 1 ppm C 1 , ≤400 ppm CO 2 ); Carbon monoxide: (minimum purity 99,5 percent); Propane: (minimum purity 99,5 percent). 5.2.3.6.2. Calibration and span gases Mixtures of gases with the following chemical compositions shall be available: (a) C 3 H 8 and purified synthetic air (see point 5.2.3.5.1.); (b) CO and purified nitrogen; (c) CO 2 and purified nitrogen; (d) NO and purified nitrogen (the amount of NO 2 contained in this calibration gas shall not exceed 5 percent of the NO content). The true concentration of a calibration gas shall be within ± 2 percent of the stated figure. 5.2.3.6. Calibration and verification of the dilution system The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4. 5.2.4. Test vehicle preconditioning 5.2.4.1. The test vehicle shall be moved to the test area and the following operations performed: — The fuel tanks shall be drained through the drains of the fuel tanks provided and charged with the test fuel requirement as specified in Appendix 2 to half the capacity of the tanks. — The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable test cycle as specified for the vehicle (sub-)category in Appendix 6. The vehicle need not be cold, and may be used to set dynamometer power. 5.2.4.2. Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments. 5.2.4.3. Within five minutes of completion of preconditioning, the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature T O or the coolant temperature T C or the sparkplug seat/gasket temperature T P (only for air-cooled engine) equals the air temperature of the soak area within 2 K. 5.2.4.4. For the purpose of measuring particulates, between six and 36 hours before testing, the applicable test cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix 6 and the applicable test cycle shall also be used for vehicle pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated as in point 4.5.6. 5.2.4.5. At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition engines may be preconditioned with one Part One, one Part Two and two Part Three driving cycles, if applicable, from the WMTC. In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle, it is recommended that, in order to pre-condition the sampling equipment, the low particulate emitting vehicle undergo a 20 minute 120 km/h steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining 120 km/h followed by three consecutive Part Two or Part Three WMTC cycles, if feasible. After this preconditioning, and before testing, vehicles shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ±2 K of the temperature of the room. If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature. 5.2.4.6. Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H 2 NG, hydrogen or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H 2 NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be preconditioned before the test on the second reference fuel. This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the agreement of the technical service, this preconditioning may be extended. The dynamometer setting shall be as indicated in point 4.5.6 of this Annex. 5.2.5. Emissions tests 5.2.5.1. Engine starting and restarting 5.2.5.1.1. The engine shall be started according to the manufacturer’s recommended starting procedures. The test cycle run shall begin when the engine starts. 5.2.5.1.2. Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds before the first acceleration. 5.2.5.1.3. Test vehicles equipped with manual chokes shall be operated according to the manufacturer’s operating instructions or owner’s manual. Where times are provided in the instructions, the point for operation may be specified, within 15 seconds of the recommended time. 5.2.5.1.4. The operator may use the choke, throttle, etc. where necessary to keep the engine running. 5.2.5.1.5. If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle about half way and cranking the engine until it starts. 5.2.5.1.6. If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period. 5.2.5.1.7. If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. The driving schedule timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported. 5.2.5.1.8. If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported. 5.2.5.1.9. If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.) 5.2.5.2. Stalling 5.2.5.2.1. If the engine stalls during an idle period, it shall be restarted immediately and the test continued. If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. When the vehicle restarts, the driving schedule indicator shall be reactivated. 5.2.5.2.2. If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the test vehicle restarted and accelerated to the speed required at that point in the driving schedule, and the test continued. During acceleration to this point, gearshifts shall be performed in accordance with point 4.5.5. 5.2.5.2.3. If the test vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported. 5.2.6. Drive instructions 5.2.6.1. The test vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted. 5.2.6.2. If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule. 5.2.7. Dynamometer test runs 5.2.7.1. The complete dynamometer test consists of consecutive parts as described in point 4.5.4. 5.2.7.2. The following steps shall be taken for each test: (a) place drive wheel of vehicle on dynamometer without starting engine; (b) activate vehicle cooling fan; (c) for all test vehicles, with the sample selector valves in the ‘standby’ position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems; (d) start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their respective operating temperatures before the test begins); (e) adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero; — For gaseous bag (except hydrocarbon) samples, the minimum flow rate is 0.08 litre/second; — For hydrocarbon samples, the minimum flame ionisation detection (FID) (or heated flame ionisation detection (HFID) in the case of methanol-fuelled vehicles) flow rate is 0.031 litre/second; (f) attach the flexible exhaust tube to the vehicle tailpipes; (g) start the gas flow measuring device, position the sample selector valves to direct the sample flow into the ‘transient’ exhaust sample bag, the ‘transient’ dilution air sample bag, turn the key on and start cranking the engine; (h) put the transmission in gear; (i) begin the initial vehicle acceleration of the driving schedule; (j) operate the vehicle according to the driving cycles specified in point 4.5.4.; (k) at the end of part 1 or part 1 in cold condition, simultaneously switch the sample flows from the first bags and samples to the second bags and samples, switch off gas flow measuring device No 1 and start gas flow measuring device No 2; (l) in case of vehicles capable of running Part 3 of the WMTC, at the end of Part 2 simultaneously switch the sample flows from the second bags and samples to the third bags and samples, switch off gas flow measuring device No 2 and, start gas flow measuring device No 3; (m) before starting a new part, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system and process the samples according to point 6., obtaining a stabilised reading of the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection phase of the test; (n) turn the engine off two seconds after the end of the last part of the test; (o) immediately after the end of the sample period, turn off the cooling fan; (p) turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or disconnect the exhaust tube from the tailpipes of the vehicle; (q) disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamometer; (r) for comparison and analysis reasons, second-by-second emissions (diluted gas) data shall be monitored as well as the bag results. 6. Analysis of results 6.1. Type I tests 6.1.1. Exhaust emission and fuel consumption analysis 6.1.1.1. Analysis of the samples contained in the bags The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of the tests, in order to determine: — the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag(s) B; — the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A. 6.1.1.2. Calibration of analysers and concentration results The analysis of the results has to be carried out in the following steps: (a) prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas; (b) the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range; (c) the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that set in (b), the procedure is repeated; (d) the samples are analysed; (e) after the analysis, zero and span points are rechecked using the same gases. If the readings are within 2 percent of those in point (c), the analysis is considered acceptable; (f) at all points in this section the flow-rates and pressures of the various gases shall be the same as those used during calibration of the analysers; (g) the figure adopted for the concentration of each pollutant measured in the gases is that read off after stabilisation on the measuring device. 6.1.1.3. Measuring the distance covered The distance (S) actually covered for a test part shall be calculated by multiplying the number of revolutions read from the cumulative counter (see point 5.2.7.) by the circumference of the roller. This distance shall be expressed in km. 6.1.1.4. Determination of the quantity of gas emitted The reported test results shall be computed for each test and each cycle part by use of the following formulae. The results of all emission tests shall be rounded, using the ‘rounding-off method’ in ASTM E 29-67, to the number of decimal places indicated by expressing the applicable standard to three significant figures. 6.1.1.4.1. Total volume of diluted gas The total volume of diluted gas, expressed in m 3 /cycle part, adjusted to the reference conditions of 273,2 K (0 °C ) and 101,3 kPa, is calculated by Equation 2-32: where: V 0 is the volume of gas displaced by pump P during one revolution, expressed in m 3 /revolution. This volume is a function of the differences between the intake and output sections of the pump; N is the number of revolutions made by pump P during each part of the test; P a is the ambient pressure in kPa; P i is the average under-pressure during the test part in the intake section of pump P, expressed in kPa; T P is the temperature (expressed in K) of the diluted gases during the test part, measured in the intake section of pump P. 6.1.1.4.2. Hydrocarbons (HC) The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-33: where: HC m is the mass of hydrocarbons emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume, defined in point 6.1.1.4.1.; d HC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa); d HC = 631·10 3 mg/m 3 for petrol (E5) (C 1 H 1,89 O 0,016 ); = 932·10 3 mg/m 3 for ethanol (E85) (C 1 H 2,74 O 0,385 ); = 622·10 3 mg/m 3 for diesel (B5)(C 1 H l,86 O 0,005 ); = 649·10 3 mg/m 3 for LPG (C 1 H 2,525 ); = 714·10 3 mg/m 3 for NG/biogas (C 1 H 4 ); = mg/m 3 for H 2 NG (with in (volume %)). HC c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation: Equation 2-34: where: HC e is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of diluted gases collected in bag(s) A; HC d is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of dilution air collected in bag(s) B; DF is the coefficient defined in point 6.1.1.4.7. The non-methane hydrocarbon (NMHC) concentration is calculated as follows: Equation 2-35: where: C NMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent; C THC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air; C CH4 = concentration of methane (CH 4 ) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH 4 contained in the dilution air; Rf CH 4 is the FID response factor to methane as defined in point 5.2.3.4.1. 6.1.1.4.3. Carbon monoxide (CO) The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-36: where: CO m is the mass of carbon monoxide emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; d CO is the density of the carbon monoxide, mg/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); CO c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation: Equation 2-37: where: CO e is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of diluted gases collected in bag(s) A; CO d is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of dilution air collected in bag(s) B; DF is the coefficient defined in point 6.1.1.4.7. 6.1.1.4.4. Nitrogen oxides (NOx) The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-38: where: NO xm is the mass of nitrogen oxides emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; d NO2 is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide, mg/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); NO xc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation: Equation 2-39: where: NO xe is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of diluted gases collected in bag(s) A; NO xd is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of dilution air collected in bag(s) B; DF is the coefficient defined in point 6.1.1.4.7.; K h is the humidity correction factor, calculated using the following formula: Equation 2-40: where: H is the absolute humidity in g of water per kg of dry air: Equation 2-41: where: U is the humidity as a percentage; P d is the saturated pressure of water at the test temperature, in kPa; P a is the atmospheric pressure in kPa. 6.1.1.4.5. Particulate matter mass Particulate emission Mp (mg/km) is calculated by means of the following equation: Equation 2-42: where exhaust gases are vented outside the tunnel; Equation 2-43: where exhaust gases are returned to the tunnel; where: V mix = volume V of diluted exhaust gases under standard conditions; V ep = volume of exhaust gas flowing through particulate filter under standard conditions; P e = particulate mass collected by filter(s); S = is the distance defined in point 6.1.1.3.; M p = particulate emission in mg/km. Where correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows: Equation 2-44: where exhaust gases are vented outside the tunnel; Equation 2-45: where exhaust gases are returned to the tunnel; where: V ap = volume of tunnel air flowing through the background particulate filter under standard conditions; Pa = particulate mass collected by background filter; DF = dilution factor as determined in point 6.1.1.4.7. Where application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass. 6.1.1.4.6. Carbon dioxide (CO 2 ) The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-46: where: CO 2m is the mass of carbon dioxide emitted during the test part, in g/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; d CO2 is the density of the carbon monoxide, g/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); CO 2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation: Equation 2-47: where: CO 2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag(s) A; CO 2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag(s) B; DF is the coefficient defined in point 6.1.1.4.7. 6.1.1.4.7. Dilution factor (DF) The dilution factor is calculated as follows: For each reference fuel, except hydrogen: Equation 2-48: For a fuel of composition C x H y O z , the general formula is: Equation 2-49: For H 2 NG, the formula is: Equation 2-50: For hydrogen, the dilution factor is calculated as follows: Equation 2-51: For the reference fuels contained in Appendix x, the values of ‘X’ are as follows: Table 1-8 Factor ‘X’ in formulae to calculate DF Fuel X Petrol (E5) 13,4 Diesel (B5) 13,5 LPG 11,9 NG/biomethane 9,5 Ethanol (E85) 12,5 Hydrogen 35,03 In these equations: C CO 2 = concentration of CO 2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, C HC = concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm carbon equivalent, C CO = concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm, C H 2 O = concentration of H 2 O in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, C H 2 O-DA = concentration of H 2 O in the air used for dilution, expressed in percent by volume, C H2 = concentration of hydrogen in the diluted exhaust gas contained in the sampling bag, expressed in ppm, A = quantity of NG/biomethane in the H 2 NG mixture, expressed in percent by volume. 6.1.1.5. Weighting of type I test results 6.1.1.5.1. With repeated measurements (see point 5.1.1.2.), the pollutant (mg/km), and CO 2 emission results obtained by the calculation method described in point 6.1.1. and fuel / energy consumption and electric range determined according to Annex VII are averaged for each cycle part. 6.1.1.5.1.1 Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles The (average) result of the cold phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R 1 ; the (average) result of the warm phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R 2 . Using these pollutant (mg/km) and CO 2 (g/km) emission results, the final result R, depending on the vehicle class as defined in point 6.3., shall be calculated using the following equations: Equation 2-52: where: w 1 = weighting factor cold phase w 2 = weighting factor warm phase 6.1.1.5.1.2 Weighting of WMTC results The (average) result of Part 1 or Part 1 reduced vehicle speed is called R1, the (average) result of Part 2 or Part 2 reduced vehicle speed is called R2 and the (average) result of Part 3 or part 3 reduced vehicle speed is called R3. Using these emission (mg/km) and fuel consumption (litres/100 km) results, the final result R, depending on the vehicle category as defined in point 6.1.1.6.2., shall be calculated using the following equations: Equation 2-53: where: w 1 = weighting factor cold phase w 2 = weighting factor warm phase Equation 2-54: where: w n = weighting factor phase n (n=1, 2 or 3) 6.1.1.6.2. For each pollutant emission constituent, the carbon dioxide emission weightings shown in Tables 1-9 (Euro 4) and 1-10 (Euro 5) shall be used. Table 1-9 Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation number Weighting factors L1e-A Powered cycle ECE R47 2-52 w 1 = 0,30 w 2 = 0,70 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car v max < 130 km/h WMTC, stage 2 2-53 w 1 = 0,30 w 2 = 0,70 L5e-A Tricycle v max < 130 km/h L7e-A Heavy on-road quad v max < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car v max ≥ 130 km/h WMTC, stage 2 2-54 w 1 = 0,25 w 2 = 0,50 w 3 = 0,25 L5e-A Tricycle v max ≥ 130 km/h L7e-A Heavy on-road quad v max ≥ 130 km/h L5e-B Commercial tricycle ECE R40 2-52 w 1 = 0,30 w 2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile Table 1-10 Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation # Weighting factors L1e-A Powered cycle WMTC stage 3 2-53 w 1 = 0,50 w 2 = 0,50 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car v max < 130 km/h 2-53 w 1 = 0,50 w 2 = 0,50 L5e-A Tricycle v max < 130 km/h L7e-A Heavy on-road quad v max < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car v max ≥ 130 km/h 2-54 w 1 = 0,25 w 2 = 0,50 w 3 = 0,25 L5e-A Tricycle v max ≥ 130 km/h L7e-A Heavy on-road quad v max ≥ 130 km/h L5e-B Commercial tricycle 2-53 w 1 = 0,30 w 2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile 7. Records required The following information shall be recorded with respect to each test: (a) test number; (b) vehicle, system or component identification; (c) date and time of day for each part of the test schedule; (d) instrument operator; (e) driver or operator; (f) test vehicle: make, vehicle identification number, model year, drivetrain / transmission type, odometer reading at initiation of preconditioning, engine displacement, engine family, emission-control system, recommended engine speed at idle, nominal fuel tank capacity, inertial loading, reference mass recorded at 0 kilometre, and drive-wheel tyre pressure; (g) dynamometer serial number: as an alternative to recording the dynamometer serial number, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided the test cell records show the relevant instrument information; (h) all relevant instrument information, such as tuning, gain, serial number, detector number, range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided test cell calibration records show the relevant instrument information; (i) recorder charts: identify zero point, span check, exhaust gas, and dilution air sample traces; (j) test cell barometric pressure, ambient temperature and humidity; Note 7: A central laboratory barometer may be used; provided that individual test cell barometric pressures are shown to be within ± 0,1 percent of the barometric pressure at the central barometer location. (k) pressure of the mixture of exhaust and dilution air entering the CVS metering device, the pressure increase across the device, and the temperature at the inlet. The temperature shall be recorded continuously or digitally to determine temperature variations; (l) the number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected. The number of standard cubic meters metered by a critical-flow venturi (CFV) during each test phase would be the equivalent record for a CFV-CVS; (m) the humidity of the dilution air. Note 8: If conditioning columns are not used, this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement; (n) the driving distance for each part of the test, calculated from the measured roll or shaft revolutions; (o) the actual roller speed pattern for the test; (p) the gear use schedule for the test; (q) the emissions results of the type I test for each part of the test and the total weighted test results; (r) the second-by-second emission values of the type I tests, if deemed necessary; (s) the emissions results of the type II test (see Annex III).
ANNEX III Test type II requirements: tailpipe emissions at (increased) idle and free acceleration 1. Introduction This Annex describes the procedure for type II testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013, designed to ensure the requisite measurement of emissions during roadworthiness testing. The purpose of the requirements laid down in this Annex is to demonstrate that the approved vehicle complies with the requirements laid down in Directive 2009/40/EC ( 1 ) . 2. Scope 2.1. During the environmental performance type-approval process, it shall be demonstrated to the technical service and approval authority that the L-category vehicles falling within the scope of Regulation (EU) No 168/2013 comply with the test type II requirements. 2.2. Vehicles equipped with a propulsion type of which a positive ignition combustion engine forms part shall be subject only to a type II emission test as set out in points 3, 4 and 5. 2.3. Vehicles equipped with a propulsion type of which a compression ignition combustion engine forms part shall be subject only to a type II free acceleration emission test as set out in points 3, 6 and 7. In this case point 3.8. is not applicable. 3. General conditions of type II emission testing 3.1. A visual inspection of any emission-control equipment shall be conducted prior to start of the type II emission test in order to check that the vehicle is complete, in a satisfactory condition and that there are no leaks in the fuel, air supply or exhaust systems. The test vehicle shall be properly maintained and used. 3.2. The fuel used to conduct the type II test shall be the reference fuel, specifications for which are given in Appendix 2 of Annex II in accordance with the requirements set out in Part B of Annex V of Regulation (EU) No 168/2013. 3.3. During the test, the environmental temperature shall be between 293,2 K and 303,2 K (20 °C and 30 °C). 3.4. In the case of vehicles with manually-operated or semi-automatic-shift gearboxes, the test type II test shall be carried out with the gear lever in the ‘neutral’ position and the clutch engaged. 3.5. In the case of vehicles with automatic-shift gearboxes, the idle type II test shall be carried out with the gear selector in either the ‘neutral’ or the ‘park’ position. Where an automatic clutch is also fitted, the driven axle shall be lifted up to a point at which the wheels can rotate freely. 3.6. The type II emission test shall be conducted immediately after the type I emission test. In any event, the engine shall be warmed up until all coolant and lubricant temperatures and lubricant pressure have reached equilibrium at operational levels. 3.7. The exhaust outlets shall be provided with an air-tight extension, so that the sample probe used to collect exhaust gases may be inserted at least 60 cm into the exhaust outlet without increasing the back pressure of more than 125 mm H 2 O and without disturbing operation of the vehicle. This extension shall be so shaped as to avoid any appreciable dilution of exhaust gases in the air at the location of the sample probe. Where a vehicle is equipped with an exhaust system with multiple outlets, either these shall be joined to a common pipe or the carbon monoxide content shall be collected from each of them and an arithmetical average taken. 3.8. The emission test equipment and analysers to perform the type II testing shall be regularly calibrated and maintained. A flame ionisation detection or NDIR analyser may be used for measuring hydrocarbons. 3.9. The vehicles shall be tested with the fuel-consuming engine running. 3.9.1. The manufacturer shall provide a type II test ‘service mode’ that makes it possible to inspect the vehicle for roadworthiness tests on a running fuel-consuming engine, in order to determine its performance in relation to the data collected. Where this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media). That special procedure shall not require the use of special equipment other than that provided with the vehicle. 4. Test type II – description of test procedure to measure tailpipe emissions at (increased) idle and free acceleration 4.1 Components for adjusting the idling speed 4.1.1. Components for adjusting the idling speed for the purposes of this Annex refer to controls for changing the idling conditions of the engine which may be easily operated by a mechanic using only the tools referred to in point 4.1.2. In particular, devices for calibrating fuel and air flows are not considered as adjustment components if their setting requires the removal of the set-stops, an operation which can normally be performed only by a professional mechanic. 4.1.2. The tools which may be used to adjust the idling speed are screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys and a generic scan tool. 4.2 Determination of measurement points and type II idle test pass/fail criteria 4.2.1. First, a measurement is taken at the setting in accordance with the conditions fixed by the manufacturer. 4.2.2. For each adjustment component with a continuous variation, a sufficient number of characteristic positions shall be determined. The test shall be carried out with the engine at normal idling speed and at ‘high idle’ speed. High idle engine speed is defined by the manufacturer but it must be higher than 2 000 min –1 . 4.2.3. The measurement of the carbon monoxide content of exhaust gases shall be carried out for all the possible positions of the adjustment components, but for components with a continuous variation only for the positions referred to in point 4.2.2. 4.2.4. The type II idle test shall be considered passed if one or both of the following conditions is met: 4.2.4.1. the values measured in accordance with point 4.2.3. shall be in compliance with the requirements set out in points 8.2.1.2. of Annex II to Directive 2009/40/EC; 4.2.4.1.1. if point 8.2.1.2. (a) is selected by the manufacturer, the specific CO level given by the manufacturer shall be entered on the certificate of conformity; 4.2.4.1.2. If point 8.2.1.2. (b) (ii) is selected by the manufacturer, the highest CO limits (at engine idle: 0,5 %, at high idle: 0,3 %) shall apply. Footnote (6) to point 8.2.1.2. (b) (ii) shall not be applicable for vehicles in the scope of Regulation (EU) No 168/2013. The measured CO value in the Type II test procedure shall be entered on the certificate of conformity; 4.2.4.2. the maximum content obtained by continuously varying each of the adjustment components in turn while all other components are kept stable shall not exceed the limit value referred to in point 4.2.4.1. 4.2.5. The possible positions of the adjustment components shall be limited by any of the following: 4.2.5.1. the larger of the following two values: the lowest idling speed which the engine can reach; the speed recommended by the manufacturer, minus 100 revolutions per minute; 4.2.5.2. the smallest of the following three values: (a) the highest rotation speed which the crankshaft of the engine can attain by activation of the idling speed components; (b) the rotation speed recommended by the manufacturer, plus 250 revolutions per minute; (c) the cut-in rotation speed of automatic clutches. 4.2.6. Settings incompatible with the correct running of the engine shall not be adopted as measurement settings. In particular, if the engine is equipped with several carburettors, all the carburettors shall have the same setting. 4.3. The following parameters shall be measured and recorded at normal idling speed and at high idle speed: (a) the carbon monoxide (CO) content by volume of the exhaust gases emitted (in vol %); (b) the carbon dioxide (CO 2 ) content by volume of the exhaust gases emitted (in vol %); (c) hydrocarbons (HC) in ppm; (d) the oxygen (O 2 ) content by volume of the exhaust gases emitted (in vol %) or lambda, as chosen by the manufacturer; (e) the engine speed during the test, including any tolerances; (f) the engine oil temperature at the time of the test. Alternatively, for liquid cooled engines, the coolant temperature shall be acceptable. 4.3.1. With respect to the parameters under point 4.3. (d) the following shall apply: 4.3.1.1. the measurement shall only be conducted at high idle engine speed; 4.3.1.2. vehicles in the scope of this measurement are only those equipped with a closed loop fuel system; 4.3.1.3. exemptions for vehicle with: 4.3.1.3.1. engines equipped with a mechanically-controlled (spring, vacuum) secondary air system; 4.3.1.3.2. two-stroke engines operated on a mix of fuel and lubrication oil. 5. CO concentration calculation in the type II idle test 5.1. The CO (C CO ) and CO 2 (C CO 2 ) concentration shall be determined from the measuring instrument readings or recordings, by use of appropriate calibration curves. 5.2. The corrected concentration for carbon monoxide is: Equation 2-1: 5.3. The C CO concentration (see point 5.1.) shall be measured in accordance with the formulae in point 5.2. and does not need to be corrected if the total of the concentrations measured (C CO + C CO 2 ) is at least: (a) for petrol (E5): 15 percent; (b) for LPG: 13,5 percent; (c) for NG/biomethane: 11,5 percent. 6 Test type II – free acceleration test procedure 6.1. The combustion engine and any turbocharger or super-charger fitted shall be running at idle before the start of each free acceleration test cycle. 6.2. To initiate each free acceleration cycle, the throttle pedal shall be fully depressed quickly and continuously (in less than one second) but not violently, so as to obtain maximum delivery from the fuel pump. 6.3. During each free acceleration cycle, the engine shall reach cut-off speed or, for vehicles with automatic transmissions, the speed specified by the manufacturer or, if this data is not available, two-thirds of the cut-off speed, before the throttle is released. This could be checked, for instance, by monitoring engine speed or by allowing at least two seconds elapsing between initial throttle depression and release. 6.4. For vehicles equipped with CVT and automatic clutch, the driven wheels may be lifted from the ground. For engines with safety limits in the engine control (e.g. max 1 500 rpm without running wheels or without gear), this maximum engine speed shall be reached. 6.5. The average concentration level of the particulate matter (in m –1 ) in the exhaust flow (opacity) shall be measured during five free acceleration tests. Opacity means an optical measurement of the density of particulate matter in the exhaust flow of an engine, expressed in m –1 ; 7 Test type II – free acceleration test results and requirements 7.1. The test value measured in accordance with point 6.5 shall be in compliance with the requirements laid down in point 8.2.2.2. (b) of Annex II to Directive 2009/40/EC. 7.1.1. Footnote (7) to point 8.2.2.2. (b) shall not be applicable for vehicles in the scope of Regulation (EU) No 168/2013. 7.1.2. The measured type II opacity test value shall be entered on the certificate of conformity. Alternatively the vehicle manufacturer may specify the appropriate opacity level and enter this limit on the certificate of conformity. 7.1.3. Vehicles in the scope of Regulation (EU) No 168/2013 are exempted from the requirement to enter the opacity test value on the statutory plate. ( 1 ) OJ L 141, 6.6.2009, p. 12 .
ANNEX IV Test type III requirements: emissions of crankcase gases 1. Introduction This Annex describes the procedure for type III testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. 2. General provisions 2.1. The manufacturer shall provide the approval authority with technical details and drawings to prove that the engine is or engines are so constructed as to prevent any fuel, lubrication oil or crankcase gases from escaping to the atmosphere from the crankcase gas ventilation system. 2.2. Only in the following cases shall the technical service and approval authority require the manufacturer to carry out the type III test: 2.2.1. for new vehicle types with regard to environmental performance equipped with a new design of the crankcase gas ventilation system, in which case a parent vehicle, with a crankcase gas ventilation concept representative of that approved, may be selected if the manufacturer so chooses to demonstrate to the satisfaction of the technical service and approval authority that the type III test has been passed; 2.2.2. if there is any doubt that any fuel, lubrication oil or crankcase gases might escape to the atmosphere from the crankcase gas ventilation system, the technical service and the approval authority may require the manufacturer to conduct the type III test in accordance with point 4.1 or 4.2 (as chosen by the manufacturer). 2.3. In all other cases, the type III test shall be waived. 2.4. L-category vehicles equipped with a two-stroke engine containing a scavenging port between the crank case and the cylinder(s) may be exempted from the type III test requirements at the request of the manufacturer. 2.5. The manufacturer shall attach a copy of the test report on the parent vehicle with the positive result from the type III test to the information folder provided for in Article 27 of Regulation (EU) No 168/2013. 3. Test conditions 3.1. The type III test shall be carried out on a test vehicle which has been subjected to the type I testing in Annex II and the type II testing in Annex III. 3.2. The vehicle tested shall have a leak-proof engine or leak-proof engines of a type other than those so designed that even a slight leak may cause unacceptable operating faults. The test vehicle shall be properly maintained and used. 4. Test methods 4.1. The type III test shall be conducted according to the following test procedure: 4.1.1. Idling shall be regulated in conformity with the manufacturer’s recommendations. 4.1.2. Measurements shall be taken in the following sets of conditions of engine operation: Table 3-1 Idle operation or steady state vehicle test speeds and power absorbed by the chassis dynamometer during the type III test Condition number Vehicle speed (km/h) 1 Idling 2 Highest of: (a) 50 ±2 (in 3rd gear or ‘drive’) or (b) if (a) not achievable, 50 % of max. design vehicle speed. 3 Condition number Power absorbed by the brake 1 Nil 2 That corresponding to the setting for type I test at 50 km/h or if not achievable type I test at 50 % of max. design vehicle speed. 3 As for condition 2, multiplied by a factor of 1,7 4.1.3. For all operation conditions listed in point 4.1.2., the reliable functioning of the crankcase ventilation system shall be checked. 4.1.4. Method of verification of the crankcase ventilation system 4.1.4.1. The engine’s apertures shall be left as found. 4.1.4.2. The pressure in the crankcase shall be measured at an appropriate location. It may be measured at the dip-stick hole with an inclined-tube manometer. 4.1.4.3. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in point 4.1.2., the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement. 4.1.5. For the test method described in points 4.1.4.1. to 4.1.4.3., the pressure in the intake manifold shall be measured to within ±1 kPa. 4.1.6. The vehicle speed as indicated at the dynamometer shall be measured to within ± 2 km/h. 4.1.7. The pressures measured in the crankcase and the ambient pressure shall be measured to within ± 0,1 kPa and shall be sampled with a frequency ≥ 1 Hz within a time period of ≥ 60 s when the conditions in point 4.1.2. are continuously operated and stabilised. 4.2. If, in one or more of the conditions of measurement in point 4.1.2., the highest pressure value measured in the crankcase within the time period in point 4.1.7. exceeds the atmospheric pressure, an additional test as defined in point 4.2.1. or 4.2.3. (as chosen by the manufacturer) shall be performed to the satisfaction of the approval authority. 4.2.1. Additional type III test method (No 1) 4.2.1.1. The engine’s apertures shall be left as found. 4.2.1.2. A flexible bag impervious to crankcase gases and having a capacity of approximately five litres shall be connected to the dipstick hole. The bag shall be empty before each measurement. 4.2.1.3. The bag shall be closed before each measurement. It shall be opened to the crankcase for five minutes for each condition of measurement prescribed in point 4.1.2. 4.2.1.4. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in points 4.1.2. and 4.2.1.3., no visible inflation of the bag occurs. 4.2.2. If the structural layout of the engine is such that the test cannot be performed by the methods described in point 4.2.1., the measurements shall be effected by that method modified as follows: 4.2.2.1. Before the test, all apertures other than that required for the recovery of the gases shall be closed; 4.2.2.2. The bag shall be placed on a suitable take-off which does not introduce any additional loss of pressure and is installed on the recycling circuit of the device directly at the engine-connection aperture. 4.2.2.3. Figure 3-1 Various test set-ups for type III test method No 1 Text of image See detail (i) See detail (i) (a) Direct recycling at slight vacuum (b) Indirect recycling at slight vacuum (i) Connection of take-off bag See detail (i) (c) Double-circuit direct recycling (d) Venting of crankcase with control valve (the bag must be connected to the vent) 4.2.3. Alternative additional type III test method (No 2) 4.2.3.1. The manufacturer shall prove to the approval authority that the crankcase ventilation system of the engine is leak-tight by performing a leak check with compressed air inducing an overpressure in the crankcase ventilation system. 4.2.3.2. The engine of the vehicle may be installed on a test rig and the intake and exhaust manifolds may be removed and replaced with plugs that hermetically seal the air intake and exhaust evacuation openings of the engine. Alternatively, the intake and exhaust systems may be plugged on a representative test vehicle on locations chosen by the manufacturer and to the satisfaction of the technical service and approval authority. 4.2.3.3. The crankshaft may be rotated to optimise the position of the pistons, minimising pressure loss to the combustion chamber(s). 4.2.3.4. The pressure in the crankcase system shall be measured at an appropriate location other than the opening to the crankcase system used to pressurise the crankcase. When present, the oil fill cap, drain plug, level check port and dipstick cap may be modified to facilitate the pressurisation and pressure measurement; however, all seals between the screw-thread, gaskets, O-rings and other (pressure) seals of the engine shall remain intact and representative of the engine type. Ambient temperature and pressure shall remain constant throughout the test. 4.2.3.5. The crankcase system shall be pressurised with compressed air to the maximum recorded peak pressure as monitored during the three test conditions specified in point 4.1.2. and at least to a pressure of 5 kPa over ambient pressure or to a higher pressure at the choice of the manufacturer. The minimum pressure of 5 kPa shall be allowed only if it can be demonstrated by means of traceable calibration that test equipment has accurate resolution for testing at that pressure. A higher test pressure shall be used otherwise, according to the equipment’s calibrated resolution. 4.2.3.5. The compressed air source inducing the overpressure shall be closed and the pressure in the crankcase shall be monitored for 300 seconds. The test pass condition shall be: crankcase pressure ≥ 0,95 times the initial overpressure for 300 seconds after closure of the compressed air source.
ANNEX V Test type IV requirements: evaporative emissions Appendix Number Appendix title Page 1 Fuel storage permeability test procedure 168 2 Fuel storage and delivery system permeation test procedure 169 3 Sealed Housing for Evaporation Determination (SHED) test procedure 174 3.1. Preconditioning requirements for a hybrid application before start of the SHED test 181 3.2. Ageing test procedure for evaporative emission control devices 183 4 Calibration of equipment for evaporative emission testing 185 1. Introduction 1.1. This Annex describes the procedure for type IV testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. 1.2. Appendix 1 describes the procedure for testing the permeability of non-metallic fuel tank material and shall also be used as preconditioning test cycle for fuel storage testing referred to in Number C8 of Annex II to Regulation (EU) No 168/2013. 1.3. Appendices 2 and 3 describe methods for the determination of the loss of hydrocarbons by evaporation from the fuel systems of vehicles equipped with a propulsion type that uses volatile, liquid fuel. Appendix 4 sets out the calibration procedure for evaporative emission test equipment. 2. General requirements 2.1. The vehicle manufacturer shall prove to the technical service and to the satisfaction of the approval authority that the fuel tank and fuelling system are leak-tight. 2.2. The fuelling system tightness shall comply with the requirements referred to in Annex II (C8) to Regulation (EU) No 168/2013. 2.3. All L-vehicle (sub-)categories equipped with a non-metallic fuel storage shall be tested according to the permeability test procedure laid down in Appendix 1. At the request of the manufacturer, the fuel permeation test set out in Appendix 2 or the SHED test set out in Appendix 3 may replace the evaporative part of the permeability test set out in Appendix 1. 2.4. L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall be tested according to the SHED test procedure laid down in Appendix 3. 2.5. The fuel permeation test procedure set out in Appendix 2 shall be subject to the general assessment in the environmental effect study referred to in point 5(b) of Article 23 of Regulation (EU) No 168/2013. This study shall confirm whether L-vehicle (sub-)categories L1e-A, L1e-B, L2e, L5e-B, L6e-B, L7e-B and L7e-C shall be tested either according to the permeation test procedure set out in Appendix 2 or the SHED test procedure set out in Appendix 3. 2.6. If an L1e-A, L1e-B, L2e, L5e-B, L6e-B, L7e-B and L7e-C vehicle is to be subject to a SHED test procedure set out in Part C of Annex VI to Regulation (EU) No 168/2013 and in Appendix 3, it shall be exempted from the fuel permeation test procedure set out in Appendix 2 and vice versa.
ANNEX VI Test type V requirements: durability of pollution-control devices Appendix Number Appendix title Page 1 The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) 194 2 The USA EPA Approved Mileage Accumulation durability cycle 204 0. Introduction 0.1. This Annex describes the procedures for type V testing to verify the durability of pollution-control devices of L-category vehicles in accordance with Article 23(3) of Regulation (EU) No 168/2013. 0.2. The type V test procedure includes mileage accumulation procedures to age the test vehicles in a defined and repeatable way and also includes the frequency of applied type I emission verification test procedures conducted before, during and after the mileage accumulation of the test vehicles. 1. General requirements 1.1. The test vehicles’ powertrain and pollution-control device type fitted on the test vehicles shall be documented and listed by the manufacturer. The list shall include at a minimum such items as the specifications of the propulsion type and its powertrain, where applicable, the exhaust oxygen sensor(s), catalytic converter(s) type, particulate filter(s) or other pollution-control devices, intake and exhaust systems and any peripheral device(s) that may have an impact on the environmental performance of the approved vehicle. This documentation shall be added to the test report. 1.2. The manufacturer shall provide evidence of the possible impacts on type V test results of any modification to the emission abatement system configuration, the pollution-control device type specifications or other peripheral device(s) interacting with the pollution-control devices, in production of the vehicle type after environmental performance type-approval. The manufacturer shall provide the approval authority with this documentation and evidence upon request in order to prove that the durability performance of the vehicle type with regard to environmental performance will not be negatively affected by any change in vehicle production, retrospective changes in the vehicle configuration, changes in the specifications of any pollution-control device type, or changes in peripheral devices fitted on the approved vehicle type. 1.3. Category L4e motorcycles with side-car shall be exempted from type V durability testing if the manufacturer can provide the evidence and documentation referred to in this Annex for the L3e two-wheel motorcycle on which the assembly of the L4e vehicle was based. In all other cases, the requirements of this Annex shall apply to category L4e motorcycles with side-car. 2. Specific requirements 2.1 Test vehicle requirements 2.1.1. The test vehicles used for type V durability testing and in particular the pollution-control and peripheral devices that are relevant for the emission abatement system shall be representative of the vehicle type with regard to environmental performance produced in series and placed on the market. 2.1.2. The test vehicles shall be in good mechanical order at the start of mileage accumulation and it shall not have more than 100 km accumulated after it was first started at the end of the production line. The propulsion and pollution-control devices shall not have been used since its manufacture, with the exception of quality control tests and accumulation of the first 100 km. 2.1.3. Regardless of the durability test procedure selected by the manufacturer, all pollution-control devices and systems, both including hardware, powertrain software and powertrain calibration, fitted on the test vehicles shall be installed and operating for the entire mileage accumulation period. 2.1.4. The pollution-control devices on the test vehicles shall be permanently marked under surveillance of the technical service before the start of mileage accumulation and be listed together with the vehicle identification number, powertrain software and powertrain calibration sets. The manufacturer shall make that list available at the request of the approval authority. 2.1.5. Maintenance, adjustments and the use of the controls of the test vehicles shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual. 2.1.6. The durability test shall be conducted with a suitable commercially available fuel at the discretion of the manufacturer. If the test vehicles is/are equipped with a two-stroke engine, lubricating oil shall be used in the proportion and of the grade recommended by the manufacturer in the user manual. 2.1.7. The test vehicles’ cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions (oil, coolant, exhaust system, etc.). 2.1.8. If the durability test is completed on a test track or road, the reference mass of the test vehicle shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer. 2.1.9. If approved by the technical service and to the satisfaction of the approval authority, the type V test procedure may be carried out using a test vehicle of which the body style, gear box (automatic or manual) and wheel or tyre size differ from those of the vehicle type for which the environmental performance type-approval is sought. 2.2. In the type V test procedure, mileage shall be accumulated by driving the test vehicles either on a test track, on the road or on a chassis dynamometer. The test track or test road shall be selected at the discretion of the manufacturer. 2.2.1. Chassis dynamometer used for mileage accumulation 2.2.1.1. Chassis dynamometers used to accumulate test type V durability mileage shall enable the durability mileage accumulation cycle in Appendix 1 or 2, as applicable, to be carried out. 2.2.1.2. In particular, the dynamometer shall be equipped with systems simulating the same inertia and resistance to progress as those used in the type I emission laboratory test in Annex II. Emission analysis equipment is not required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer referred to in Annex II, used to accumulate mileage with the test vehicles. 2.2.1.3. The test vehicles may be moved to a different bench in order to conduct type I emission verification tests. The mileage accumulated in the type I emission verification tests may be added to the total accumulated mileage. 2.3. The type I emission verification tests before, during and after durability mileage accumulation shall be conducted according to the test procedures for emissions after cold start set out in Annex II. All type I emission verification test results shall be listed and made available to the technical service and to the approval authority upon request. The results of type I emission verification tests at the start and the finish of durability mileage accumulation shall be included in the test report. At least the first and last type I emission verification tests shall be conducted or witnessed by the technical service and reported to the approval authority. The test report shall confirm and state whether the technical service conducted or witnessed the type I emission verification testing. 2.4. Type V test requirements for an L-category vehicle equipped with a hybrid propulsion 2.4.1. For OVC vehicles: The electrical energy/power storage device may be charged twice a day during mileage accumulation. For OVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned (normal mode). During the mileage accumulation, a change to another hybrid mode is allowed if necessary in order to continue the mileage accumulation, after agreement of the technical service and to the satisfaction of the approval authority. This hybrid mode change shall be recorded in the test report. Pollutant emissions shall be measured under the same conditions as specified by Condition B of the type I test (points 3.1.3. and 3.2.3.). 2.4.2. For NOVC vehicles: For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned on (normal mode). Pollutant emissions shall be measured in the same conditions as in the type I test. 3. Test type V, durability test procedure specifications The specifications of the three durability test procedures set out in Article 23(3) of Regulation (EU) No 168/2013 are as follows: 3.1. Actual durability testing with full mileage accumulation The durability test procedure with full mileage accumulation to age the test vehicles shall refer to Article 23(3)(a) of Regulation (EU) No 168/2013. Full mileage accumulation shall mean full completion of the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013. by repeating the driving manoeuvres laid down in Appendix 1 or, if applicable in Appendix 2. 3.1.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A or B of Annex VI to Regulation (EU) No 168/2013, of the aged test vehicles are not exceeded when starting mileage accumulation, during the accumulation phase and after full mileage accumulation has been finalised. 3.1.2. Multiple type I emission tests shall be conducted during the full mileage accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1). Figure 5-1 Test type V – durability test procedure with full mileage accumulation New vehicle(s) from (proto-type) production line Start Type V test: conduct Type I emission tests, degreened vehicle Multiple Type I emission tests, partially aged vehicle Finish type V test: conduct Type I emission tests, fully aged vehicle Maximum allowed mileage prior to start mileage accumulation: 100 km Full mileage accumulation durability cycle: 1) SRC-LeCV for all L-vehicle categories or if applicable; 2) AMA-L3e (for L3e & L4e motorcycles only) 3.2. Actual durability testing with partial mileage accumulation The durability test procedure for L-category vehicles with partial mileage accumulation shall refer to Article 23(3)(b) of Regulation (EU) No 168/2013. Partial mileage accumulation shall involve completion of a minimum of 50 % of the test distance specified in Part A of Annex VII to Regulation (EU) No 168/2013 and compliance with the stop criteria in point 3.2.3. 3.2.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013, of the tested aged vehicles are not exceeded at the start of mileage accumulation, during the accumulation phase and after the partial accumulation. 3.2.2. Multiple type I emission tests shall be conducted during the partial mileage accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2). Figure 5-2 Test type V – accelerated durability test procedure with partial mileage accumulation New vehicle(s) from (proto-type) production line Start Type V test: conduct Type I emission tests, degreened vehicle Multiple Type I emission tests, partially aged vehicle Finish type V test: conduct Type I emission tests, partially aged vehicle Maximum allowed mileage prior to start mileage accumulation: 100 km Partial mileage accumulation, minimum 50 % of assigned distance: 1) SRC-LeCV for all L-vehicle categories or if applicable; 2) AMA-L3e (for L3e & L4e motorcycles only) 3.2.3. Stop criteria for the durability test procedure with partial mileage accumulation Partial mileage accumulation may stop if the following criteria are met: 3.2.3.1. if a minimum of 50 % of the applicable test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated; and 3.2.3.2. if all the type I emission verification test results are below the emission limits laid down in Part A of Annex VI to Regulation (EU) No 168/2013 at all times during the partial mileage accumulation phase; or 3.2.3.3. if the manufacturer cannot prove that the stop criteria in points 3.2.3.1. and 3.2.3.2. are met, the mileage accumulation shall continue to the point where those criteria are met or to the fully accumulated mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013. 3.2.4. Data processing and reporting for the durability test procedure with partial mileage accumulation 3.2.4.1. The manufacturer shall use the arithmetic mean of the type I emission test results at each test interval, with a minimum of two emission tests per test interval. All arithmetic mean type I emissions test results shall be plotted per THC, CO, NOx, and if applicable NMHC and PM, emission constituent, against accumulation distance rounded to the nearest kilometre. 3.2.4.2. The best fit linear line (trend line: ) shall be fitted and drawn through all these data points based on the method of least squares. This best-fit straight trend line shall be extrapolated over the full durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013. At the request of the manufacturer, the trend line may start as of 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013, in order to take into account possible run-in effects of the pollution-control devices. 3.2.4.3. A minimum of four calculated arithmetic mean data points shall be used to draw each trend line, with the first at, or before, 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013 and the last one at the end of mileage accumulation; at least two other data points shall be equally spaced between the first and final type I test measurement distances. 3.2.4.4. The applicable emission limits set out in Part A of Annex VI to Regulation (EU) No 168/2013 shall be plotted in the graphs per emission constituent laid down in points 3.2.4.2. and 3.2.4.3. The plotted trend line shall not exceed these applicable emission limits at any mileage data point. The graph per THC, CO, NOx, and if applicable NMHC and PM, emission constituent plotted against accumulation distance shall be added to the test report. The list with all the type I emission test results used to establish the best-fit straight trend line shall be made available to the technical service upon request. Figure A5-3 Theoretical example of the plotted type I total hydrocarbon (THC) emission test results, the plotted type I THC Euro 4 test limit (170 mg/km) and the best-fit straight trend line of a Euro 4 motorcycle (L3e with v max > 130 km/h ), all versus accumulated mileage THC measured [mg/km] THC limit [mg/km] THC average [mg/km] Linear (THC average [mg/km]) 3.2.4.5. Trend line parameters a, x and b of the best-fit straight lines and the calculated pollutant value at the end mileage according to the vehicle category shall be stated in the test report. The graph for all emission constituents shall be plotted in the test report. In the test report it shall also be stated which measurements were taken or witnessed by the technical service and which by the manufacturer. 3.3. The mathematical durability procedure L-category vehicles using the mathematical durability procedure shall refer to point 3(c) of Article 23 of Regulation (EU) No 168/2013. 3.3.1. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line, the applied deterioration factors set out in Part B of Annex VII to Regulation (EU) No 168/2013, and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report. 3.4. Durability mileage accumulation cycles One of the following two durability mileage accumulation test cycles shall be conducted to age the test vehicles until the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 is fully completed according to the full mileage accumulation test procedure set out in point 3.1. or partially completed according to the partial mileage accumulation test procedure in point 3.2.: 3.4.1. The Standard Road Cycle (SRC-LeCV) for L-category vehicles The Standard Road Cycle (SRC-LeCV) custom tailored for L-category vehicles is the principle durability type V test cycle composed of a set of four mileage accumulation durability cycles. One of these durability mileage accumulation cycles shall be used to accumulate mileage by the test vehicles according to the technical details laid down in Appendix 1. 3.4.2. The USA EPA Approved Mileage Accumulation cycle At the choice of the manufacturer, the AMA durability mileage accumulation cycle may be conducted as alternative type V mileage accumulation cycle up to and including the last date of registration set out in point 1.5.2. of Annex IV to Regulation (EU) No 168/2013. The AMA durability mileage accumulation cycle shall be conducted according to the technical details laid down in Appendix 2. 3.5. Test type V durability verification testing using ‘golden’ pollution-control devices 3.5.1. The pollution-control devices may be removed from the test vehicles after: 3.5.1.2. full mileage accumulation according to the test procedure in point 3.1. is completed, or 3.5.1.3. partial mileage accumulation according to the test procedure in point 3.2. is completed. 3.5.2. At the choice of the manufacturer, ‘golden’ pollution-control devices may repeatedly be used for durability performance verification and approval demonstration testing on the same vehicle type with regard to the environmental performance by fitting them on (a) representative parent vehicles representing the propulsion family set out in Annex XI, later on in vehicle development. 3.5.3. The ‘golden’ pollution-control devices shall be permanently marked and the marking number, the associated type I test results and the specifications shall be made available to the approval authority upon request. 3.5.4. In addition, the manufacturer shall mark and store new, non-aged pollution-control devices with the same specifications as those of the ‘golden’ pollution-control devices and, in the event of a request under point 3.5.5., make these available also to the approval authority, as a reference base. 3.5.5. The approval authority and technical service shall be given access at any time during or after the environmental performance type-approval process both to the ‘golden’ pollution-control devices and ‘new, non-aged’ pollution-control devices. The approval authority or technical service may request and witness a verification test by the manufacturer or may have the ‘new, non-aged’ and ‘golden’ pollution-control devices tested by an independent test laboratory in a non-destructive way.
ANNEX VII Test type VII requirements: CO 2 emissions, fuel consumption, electric energy consumption and electric range Appendix Number Appendix title Page 1. Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only 211 2. Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only 215 3. Method of measuring the carbon dioxide emissions, fuel consumption, electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain 218 3.1. Electrical energy/power storage device State Of Charge (SOC) profile for an Externally chargeable Hybrid Electric Vehicle (OVC HEV) in a type VII test 234 3.2. Method for measuring the electricity balance of the battery of OVC and NOVC HEV 235 3.3. Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain 236 1. Introduction 1.1. This Annex sets out requirements with regard to energy efficiency of L-category vehicles, in particular with respect to the measurements of CO 2 emissions, fuel or energy consumption as well as the electric range of a vehicle. 1.2. The requirements laid down in this Annex apply to the following tests of L-category vehicles equipped with associated powertrain configurations: (a) the measurement of the emission of carbon dioxide (CO 2 ) and fuel consumption, the measurement of electric energy consumption and the electric range of L-category vehicles powered by a combustion engine only or by a hybrid electric powertrain; (b) the measurement of electric energy consumption and electric range of L-category vehicles powered by an electric powertrain only. 2. Specification and tests 2.1. General The components liable to affect CO 2 emissions and fuel consumption or the electric energy consumption shall be so designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Annex. The test vehicles shall be properly maintained and used. 2.2. Description of tests for vehicles powered by a combustion engine only 2.2.1. The emissions of CO 2 and fuel consumption shall be measured according to the test procedure described in Appendix 1. Vehicles which do not attain the acceleration and maximum speed values required in the test cycle shall be operated with the accelerator control fully depressed until they reach the required operating curve again. Deviations from the test cycle shall be recorded in the test report. The test vehicle shall be properly maintained and used. 2.2.2. For CO 2 emissions, the test results shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number. 2.2.3. Fuel consumption values shall be expressed in litres per 100 km in the case of petrol, LPG, ethanol (E85) and diesel or in kg and m 3 per 100 km in the case of hydrogen, NG/biomethane and H 2 NG. The values shall be calculated according to point 1.4.3. of Annex II by the carbon balance method, using the measured emissions of CO 2 and the other carbon-related emissions (CO and HC). The results shall be rounded to one decimal. 2.2.4. The appropriate reference fuels as set out in Appendix 2 to Annex II shall be used for testing. For LPG, NG/biomethane, H 2 NG, the reference fuel used shall be that chosen by the manufacturer for the measurement of the propulsion unit performance in accordance with Annex X. The fuel chosen shall be specified in the test report according to the template set out in Article 32(1) of Regulation (EU) No 168/2013. For the purpose of the calculation referred in point 2.2.3., the fuel consumption shall be expressed in appropriate units and the following fuel characteristics shall be used: (a) density: measured on the test fuel according to ISO 3675:1998 or an equivalent method. For petrol and diesel fuel, the density measured at 288,2 K (15 °C) and 101,3 kPa shall be used; for LPG, natural gas, H 2 NG and hydrogen, a reference density shall be used, as follows: 0,538 kg/litre for LPG; 0,654 kg/m 3 for NG ( 1 ) / biogas; Equation 7-1: for H 2 NG (with A being the quantity of NG/biomethane in the H 2 NG mixture, expressed in percent by volume for H 2 NG); 0,084 kg/m 3 for hydrogen (b) hydrogen-carbon ratio: fixed values will be used, as follows: C 1 : 1,89 O 0,016 for E5 petrol; C 1 : 1,86 O 0,005 for diesel; C 1 : 2525 for LPG (liquefied petroleum gas); C 1 : 4 for NG (natural gas) and biomethane; C 1 : 2,74 O 0,385 for ethanol (E85). 2.3. Description of tests for vehicles powered by an electric powertrain only 2.3.1. The technical service in charge of the tests shall conduct the measurement of the electric energy consumption according to the method and test cycle described in Appendix 6 to Annex II. 2.3.2. The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3. 2.3.2.1. The electric range measured by this method shall be the only one referred to in promotional material. 2.3.2.2. Category L1e vehicles designed to pedal referred to in Article 2(94) shall be exempted from the electric range test. 2.3.3. Electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km) and the range in kilometres, both rounded to the nearest whole number. 2.4. Description of tests for vehicles powered by a hybrid electric powertrain 2.4.1. The technical service in charge of the tests shall measure the CO 2 emissions and the electric energy consumption according to the test procedure described in Appendix 3. 2.4.2. The test results for CO 2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number. 2.4.3. The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85) and diesel) or in kg and m 3 per 100 km (in the case of NG/biomethane, H 2 NG and hydrogen), shall be calculated according to point 1.4.3. of Annex II by the carbon balance method using the CO 2 emissions measured and the other carbon-related emissions (CO and HC). The results shall be rounded to the first decimal place. 2.4.4. For the purpose of the calculation referred to in point 2.4.3., the prescriptions and reference values of point 2.2.4. shall apply. 2.4.5. If applicable, electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km), rounded to the nearest whole number. 2.4.6. The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3. The result shall be expressed in kilometre, rounded to the nearest whole number. The electric range measured by this method shall be the only one referred to in promotional material and used for the calculations in Appendix 3. 2.5. Interpretation of test results 2.5.1. The CO 2 value or the value of electric energy consumption adopted as the type-approval value shall be that declared by the manufacturer if this is not exceeded by more than 4 percent by the value measured by the technical service. The measured value may be lower without any limitations. In the case of vehicles powered by a combustion engine only which are equipped with periodically regenerating systems as defined in Article 2(16), the results are multiplied by the factor K i obtained from Appendix 13 to Annex II before being compared with the declared value. 2.5.2. If the measured value of CO 2 emissions or electric energy consumption exceeds the manufacturer’s declared CO 2 emissions or electric energy consumption value by more than 4 percent, another test shall be run on the same vehicle. Where the average of the two test results does not exceed the manufacturer’s declared value by more than 4 percent, the value declared by the manufacturer shall be taken as the type-approval value. 2.5.3. If, in the event of another test being run, the average still exceeds the declared value by more than 4 percent, a final test shall be run on the same vehicle. The average of the three test results shall be taken as the type-approval value. 3. Modification and extension of approval of the approved type 3.1. For all approved types, the approval authority that approved the type shall be notified of any modification of it. The approval authority may then either: 3.1.1. consider that the modifications made are unlikely to have an appreciable adverse effect on the CO 2 emissions and fuel or electric energy consumption values and that the original environmental performance approval will be valid for the modified vehicle type with regard to the environmental performance, or 3.1.2. require a further test report from the technical service responsible for conducting the tests in accordance with point 4. 3.2. Confirmation or extension of approval, specifying the alterations, shall be communicated by the procedure referred to in Article 35 of Regulation (EU) No 168/2013. 3.3. The approval authority that grants the extension of the approval shall assign a serial number for such an extension according to the procedure set out in Article 35 of Regulation (EU) No 168/2013. 4. Conditions of extension of vehicle environmental performance type-approval 4.1. Vehicles powered by an internal combustion engine only, except those equipped with a periodically regenerating emission-control system A type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the following characteristics in Appendix 1, provided the CO 2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent: 4.1.1. reference mass; 4.1.2. maximum authorised mass.; 4.1.3. type of bodywork; 4.1.4. overall gear ratios; 4.1.5. engine equipment and accessories; 4.1.6. engine revolutions per kilometre in highest gear with an accuracy of +/– 5 %. 4.2. Vehicles powered by an internal combustion engine only and equipped with a periodically regenerating emission-control system. The type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the characteristics in Appendix 1, as referred to in points 4.1.1. to 4.1.6., without exceeding the propulsion family characteristics of Annex XI, provided the CO 2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent, where the same K i factor is applicable. The type-approval may also be extended to vehicles of the same type, but with a different K i factor, provided the corrected CO 2 value measured by the technical service does not exceed the type-approved value by more than 4 percent. 4.3. Vehicles powered by an electric powertrain only Extensions may be granted after agreement with the approval authority. 4.4. Vehicles powered by a hybrid electric powertrain The type-approval may be extended to vehicles of the same type or of a type that differs with regard to the following characteristics in Appendix 3 provided the CO 2 emissions and the electric energy consumption measured by the technical service do not exceed the type-approved value by more than 4 percent: 4.4.1. reference mass; 4.4.2. maximum authorised mass; 4.4.3. type of bodywork; 4.4.4. type and number of propulsion batteries. Where multiple batteries are fitted, e.g. to extend the range extrapolation of the measurement, the base configuration, taking into account the capacities and the way in which the batteries are connected (in parallel, not in series), shall be deemed sufficient. 4.5. Where any other characteristic is changed, extensions may be granted after agreement with the approval authority. 5. Special provisions Vehicles produced in the future with new energy-efficient technologies may be subject to complementary test programmes, to be specified at a later stage. Such testing will enable manufacturers to demonstrate the advantages of the technologies. ( 1 ) Mean value of G20 and G25 reference fuels at 288,2 K (15 °C).
ANNEX VIII Test type VIII requirements: OBD environmental tests 1. Introduction 1.1. This Annex describes the procedure for type VIII testing on environmental on-board diagnostics (OBD). The procedure describes methods for checking the function of the OBD system on the vehicle by simulating failure of emission-relevant components in the powertrain management system and emission-control system. 1.2. The manufacturer shall make available the defective components or electrical devices to be used to simulate failures. When measured over the appropriate test type I cycle, such defective components or devices shall not cause the vehicle emissions to exceed by more than 20 percent the OBD thresholds set out in Annex VI(B) to Regulation (EU) No 168/2013. 1.3. When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the malfunction indicator is activated. The system shall also be approved if the indicator is activated below the OBD thresholds. 2. OBD stage I and stage II 2.1. OBD stage I The test procedures in this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as referred to in Article 19 of and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all provisions of this Annex except those relating to OBD stage II requirements referred to in point 2.2. 2.2. OBD stage II 2.2.1. An L-category vehicle may be equipped with an OBD stage II system at the choice of the manufacturer. 2.2.2. In such cases, the test procedures of this Annex may be used by the manufacturer to demonstrate voluntary compliance with OBD II requirements. This concerns in particular the applicable points listed in Table 7-1 Table 7-1 OBD stage II functions and associated requirements in points of this Annex and its Appendix 1 Topic Points Catalytic converter monitoring 8.3.1.1., 8.3.2.1. EGR system monitoring 8.3.3. Misfire detection 8.3.1.2. NO x after-treatment system monitoring 8.4.3. Oxygen sensor deterioration 8.3.1.3. Particulate filter 8.3.2.2. Particulate matter (PM) monitoring 8.4.4. 3. Description of tests 3.1. Test vehicle 3.1.1. The environmental OBD verification and demonstration tests shall be carried out on a test vehicle, that shall be properly maintained and used, dependent on the chosen durability test method set-out in Article 23(3) of Regulation (EU) No 168/2013 using the test procedures set-out in this Annex and in Annex II: 3.1.2. In case of applying the durability test procedure set out in Article 23(3a) or 23(3b) of Regulation (EU) No 168/2013 the test vehicles shall be equipped with the aged emission components used for durability tests as well as for the purposes of this Annex and the OBD environmental tests are to be finally verified and reported at the conclusion of the Type V durability testing; 3.1.3. In case the OBD demonstration test requires emission measurements, the type VIII test shall be carried out on the test vehicles used for the type V durability test in Annex V. Type VIII tests shall be finally verified and reported at the conclusion of the type V durability testing. 3.1.4. In case of applying the durability test procedure set out in Article 23(3c) of Regulation (EU) No 168/2013, the applicable deterioration factors set out in part B of Annex VII to that Regulation shall be multiplied with the emission test results. 3.2. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD threshold in Part B of Annex VI to Regulation (EU) No 168/2013 or any powertrain fault that triggers an operation mode that significantly reduces torque in comparison with normal operation. 3.3. The test type I data in the test report referred to in Article 32(1) of Regulation (EU) No 168/2013, including the used dynamometer settings and applicable emission laboratory test cycle, shall be provided for reference. 3.4. The list with PCU/ECU malfunctions shall be provided pursuant to the requirements referred to in Number C11 of Annex II of Regulation (EU) No 168/2013 as follows: 3.4.1. for each malfunction that leads to the OBD emission thresholds set out in Part B of Annex VI to Regulation (EU) No 168/2013 in both non-defaulted and defaulted driving mode being exceeded. The emission laboratory test results shall be reported in those additional columns in the format of the information document referred to in Article 27(4) of Regulation (EU) No 168/2013; 3.4.2. for short descriptions of the methods used to simulate the emission-relevant malfunctions, as referred to in points 1.1., 8.3.1.1. and 8.3.1.3. 4. OBD environmental test procedure 4.1. The testing of OBD systems consists of the following phases: 4.1.1. Simulation of malfunction of a component of the powertrain management or emission-control system; 4.1.2. Preconditioning of the vehicle (in addition to the preconditioning specified in point 5.2.4. of Annex II) with a simulated malfunction that will lead to the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 being exceeded; 4.1.3. Driving the vehicle with a simulated malfunction over the applicable type I test cycle and measuring the emissions of the vehicle, as follows: 4.1.3.1. For OVC vehicles, the pollutant emissions shall be measured under the same conditions as specified for Condition B of the type I test (points 3.3. and 4.3.). 4.1.3.2. For NOVC vehicles, the pollutant emissions shall be measured under the same conditions as in the type I test; 4.1.4. Determining whether the OBD system reacts to the simulated malfunction and alerts the vehicle driver to it in an appropriate manner. 4.2. Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically simulated in accordance with the requirements laid down in point 8. 4.3. Manufacturers may request that monitoring take place outside the type I test cycle if it can be demonstrated to the approval authority that the monitoring conditions of the type I test cycle would be restrictive when the vehicle is used in service. 4.4. For all demonstration testing, the Malfunction Indicator (MI) shall be activated before the end of the test cycle. 5. Test vehicle and fuel 5.1. Test vehicle The test vehicles shall meet the requirements of point 2 of Annex VI. 5.2. The manufacturer shall set the system or component for which detection is to be demonstrated at or beyond the criteria limit prior to operating the vehicle over the emissions test cycle appropriate for the classification of the L-category vehicle. To determine correct functionality of the diagnostic system, the L-category vehicle shall then be operated over the appropriate type I test cycle according to its classification set out in point 4.3. of Annex II. 5.3. Test fuel The appropriate reference fuel as described in Appendix 2 to Annex II shall be used for testing. For mono-fuelled and bi-fuelled gas vehicles, the fuel type for each failure mode to be tested may be selected by the approval authority from the reference fuels described in Appendix 2 to Annex II. The selected fuel type shall not be changed during any of the test phases. Where LPG or NG/biomethane for alternative fuel vehicles are used as a fuel, the engine may be started on petrol and switched to LPG or NG/biomethane (automatically and not by the driver) after a pre-determined period of time. 6. Test temperature and pressure 6.1. The test temperature and ambient pressure shall meet the requirements of the type I test as set out in Annex II. 7. Test equipment 7.1. Chassis dynamometer The chassis dynamometer shall meet the requirements of Annex II. 8. OBD environmental verification test procedures 8.1. The operating test cycle on the chassis dynamometer shall meet the requirements of Annex II. 8.2. Vehicle preconditioning 8.2.1. According to the propulsion type and after introduction of one of the failure modes referred to in point 8.3., the vehicle shall be preconditioned by driving at least two consecutive appropriate type I tests. For vehicles equipped with a compression-ignition engine, additional preconditioning of two appropriate type I test cycles is permitted. 8.2.2. At the request of the manufacturer, alternative preconditioning methods may be used. 8.3. Failure modes to be tested 8.3.1. For positive-ignition propelled vehicles: 8.3.1.1. Replacement of the catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of such a failure; 8.3.1.2. Engine misfire conditions in line with those for misfire monitoring referred to in Annex II (C11) to Regulation (EU) No 168/2013; 8.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective sensor or electronic simulation of such a failure; 8.3.1.4. Electrical disconnection of any other emission-related component connected to a powertrain control unit / engine control unit (if active on the selected fuel type); 8.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). For this specific failure mode, the type I test need not be performed. 8.3.2. For vehicles equipped with a compression-ignition engine: 8.3.2.1. Replacement of the catalytic converter type, where fitted, with a deteriorated or defective catalytic converter or electronic simulation of such a failure; 8.3.2.2. Total removal of the particulate filter, where fitted, or, where sensors are an integral part of the filter, a defective filter assembly; 8.3.2.3. Electrical disconnection of any electronic fuel quantity and timing actuator in the fuelling system; 8.3.2.4. Electrical disconnection of any other emission-related or functional safety-relevant component connected to any control unit of the powertrain, the propulsion units or the drive train; 8.3.2.5. In meeting the requirements of points 8.3.2.3. and 8.3.2.4. and with the agreement of the approval authority, the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs. 8.3.3. The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler, where fitted, are detected by the OBD system during its approval test. 8.3.4. Any powertrain malfunction that triggers any operating mode which significantly reduces engine torque (i.e. by 10 % or more in normal operation) shall be detected and reported by the powertrain / engine control system. 8.4. OBD system environmental verification tests 8.4.1. Vehicles fitted with positive-ignition engines: 8.4.1.1. After vehicle preconditioning in accordance with point 8.2., the test vehicle is driven over the appropriate type I test. The malfunction indicator shall activate before the end of this test under any of the conditions given in points 8.4.1.2. to 8.4.1.6. The approval authority may substitute those conditions with others in accordance with point 8.4.1.6. However, the total number of failures simulated shall not exceed four for the purpose of type-approval. For bi-fuelled gas vehicles, both fuel types shall be used within the maximum of four simulated failures at the discretion of the approval authority. 8.4.1.2. Replacement of a catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding the THC OBD threshold, or if applicable the NMHC OBD threshold, in Part B of Annex VI to Regulation (EU) No 168/2013; 8.4.1.3. An induced misfire condition in line with those for misfire monitoring referred to in Annex II (C11) of Regulation (EU) No 168/2013 that results in emissions exceeding any of the OBD thresholds given in Part B of Annex VI to Regulation (EU) No 168/2013; 8.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a deteriorated or defective oxygen sensor that results in emissions exceeding any of OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013; 8.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type); 8.4.1.6. Electrical disconnection of any other emission-related powertrain component connected to a powertrain control unit / engine control unit / drive train control unit that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 or triggers an operation mode with significantly reduced torque as compared with normal operation. 8.4.2. Vehicles fitted with compression-ignition engines. 8.4.2.1. After vehicle preconditioning in accordance with point 8.2., the test vehicle is driven in the applicable type I test. The malfunction indicator shall activate before the end of this test under any of the conditions in points 8.4.2.2. to 8.4.2.5. The approval authority may substitute those conditions by others in accordance with point 8.4.2.5. However, the total number of failures simulated shall not exceed four for the purposes of type-approval; 8.4.2.2. Replacement of a catalytic converter type, where fitted, with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013; 8.4.2.3. Total removal of the particulate filter, where fitted, or replacement of the particulate filter with a defective particulate filter meeting the conditions laid down in point 8.4.2.2. that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013. 8.4.2.4. With reference to point 8.3.2.5., disconnection of any electronic fuel quantity and timing actuator in the fuelling system that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013; 8.4.2.5. With reference to point 8.3.2.5., disconnection of any other powertrain component connected to a powertrain control unit / engine control / drive train control unit that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 or that triggers an operation mode with a significantly reduced torque as compared with normal operation. 8.4.3. Replacement of the NO x after-treatment system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure. 8.4.4. Replacement of the particulate matter monitoring system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure.
ANNEX IX Test type IX requirements: sound level Appendix Number Appendix title Page 1 Sound level test requirements for powered cycles and two-wheel mopeds (category L1e) 247 2 Sound level test requirements for motorcycles (categories L3e and L4e) 258 3 Sound level test requirements for three-wheel mopeds, tricycles and quadricycles (categories L2e, L5e, L6e and L7e) 272 4 Test track specification 283 1. Introduction This Annex describes the procedure for type IX testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. It lays down specific provisions regarding permissible sound level test procedures for L-category vehicles. 2. Test procedure, measurements and results 2.1. Durability requirements of the noise abatement system shall be regarded as fulfilled if the vehicle complies with the requirements regarding conditioning of the test vehicle set-out in this Annex. In addition for vehicles equipped with silencers containing absorbent fibrous materials the relevant test procedure set-out in this Annex shall be conducted to demonstrate durability of the noise abatement system. 2.2. When the EU has acceded to: UNECE regulation No 9: Uniform provisions concerning the approval of three-wheel vehicles or quadricycles with regard to noise; UNECE regulation No 41 ( 1 ) : Uniform provisions concerning the approval of motorcycles with regard to noise; UNECE regulation No 63: Uniform provisions concerning the approval of mopeds with regard to noise; UNECE regulation No 92: Uniform provisions concerning the approval of non-original replacement exhaust silencing systems (RESS) for motorcycles, mopeds and three-wheel vehicles; the corresponding provisions of this Annex will become obsolete and vehicles of the applicable sub-category as listed in Table 8-1 shall comply with the requirements of the corresponding UNECE Regulation, including as regards sound limits: Table 8-1 L-category vehicle sub-categories and the applicable UNECE regulations regarding sound requirements Vehicle (sub-)category Vehicle category name Applicable test procedure L1e-A Powered cycle UNECE regulation No 63 L1e-B Two-wheel moped v max ≤ 25 km/h Two-wheel moped v max ≤ 45 km/h L2e Three-wheel moped UNECE regulation No 9 L3e Two-wheel motorcycle Engine capacity ≤ 80 cm 3 UNECE regulation No 41 Two-wheel motorcycle 80 cm 3 < Engine capacity ≤ 175 cm 3 Two-wheel motorcycle Engine capacity > 175 cm 3 L4e Two-wheel motorcycle with side-car L5e-A Tricycle UNECE regulation No 9 L5e-B Commercial tricycle L6e-A Light quad UNECE regulation No 63 L6e-B Light mini-car UNECE regulation No 9 L7e-A On-road quad L7e-B All-terrain vehicles L7e-C Heavy mini-car 3. Test vehicle 3.1. The test vehicles used for type VIII sound tests and in particular the noise abatement system and components shall be representative of the vehicle type with regard to the environmental performance produced in series and placed on the market. The test vehicle shall be properly maintained and used. 3.2. For vehicles propelled with compressed air, the sound shall be measured at highest nominal storage pressure of the compressed air + 0 / – 15 %. ( 1 ) OJ L 317, 14.11.2012, p. 1 .
ANNEX X Testing procedures and technical requirements as regards propulsion unit performance Appendix Number Appendix title Page 1. Requirements concerning the method for measuring the maximum design vehicle speed 289 1.1 Procedure for defining the correction coefficient for the annular vehicle speed-test track 293 2. Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type 294 2.1 Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L1e, L2e and L6e 295 2.2 Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L3e, L4e, L5e and L7e 301 2.2.1. Measurement of maximum torque and maximum net engine power by means of the engine-temperature method 307 2.3. Determination of the maximum torque and maximum net power of L-category vehicles equipped with a compression ignition engine 308 2.4. Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion 315 3. Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type 316 4. Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94b) of Regulation (EU) No 168/2013 317 1. Introduction 1.1. In this Annex requirements are set out with regard to the output performance of the propulsion units of L-category vehicles, in particular with regard to measurement of the maximum design vehicle speed, the maximum torque, the maximum net power or maximum continuous rated power. In addition for L1e category vehicles designed to pedal specific requirements are set out to determine the switch-off distance and maximum assistance factor of the propulsion units. 1.2. The requirements are custom tailored for L-category vehicles equipped with propulsion units referred to in Article 4(3) of Regulation (EU) No 168/2013. 2. Test procedures The test procedures set out in appendices 1 to 4 shall be used for the type-approval of L-category vehicles.
ANNEX XI Vehicle propulsion family with regard to environmental performance demonstration tests 1. Introduction 1.1. In order to alleviate the test burden on manufacturers when demonstrating the environmental performance of vehicles these may be grouped as a vehicle propulsion family. One or more parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction of the approval authority that shall be used to demonstrate environmental performance test types I to VIII. Parent vehicles to demonstrate test type IX on sound level shall follow the requirements set out in the UNECE regulations referred to in point 2 of Annex IX. 1.2. An L-category vehicle may continue to be regarded as belonging to the same vehicle propulsion family provided that the vehicle variant, version, propulsion, pollution-control system and OBD parameters listed in Table 11-1 are identical or remain within the prescribed and declared tolerances. 1.3. Vehicle and propulsion family attribution with regard to environmental tests For the environmental test types I to XIII a representative parent vehicle shall be selected within the boundaries set by the classification criteria laid down in point 3. 2. Definitions 2.1. ‘variable cam phasing or lift’ means allowing the lift, the opening and closing duration or timing of the intake or exhaust valves to be modified while the engine is in operation; 2.2. ‘communication protocol’ means a system of digital message formats and rules for messages exchanged in or between computing systems or units; 2.3. ‘common rail’ means a fuel supply system to the engine in which a common high pressure is maintained; 2.4. ‘intercooler’ means a heat exchanger that removes waste heat from the compressed air by a charger before entering into the engine, thereby improving volumetric efficiency by increasing intake air charge density; 2.5. ‘electronic throttle control’ (ETC) means the control system consisting of sensing of driver input via the accelerator pedal or handle, data processing by the control unit(s), resulting actuation of the throttle and throttle position feedback to the control unit in order to control the air charge to the combustion engine; 2.6. ‘boost control’ means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine; 2.7. ‘SCR system’ means a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent, which is a reactive substance to reduce tailpipe emissions and which is adsorbed onto a catalytic converter; 2.8. ‘lean NO x adsorber’ means a storage of NO x fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow; 2.9. ‘cold-start device’ means a device that temporarily enriches the air/fuel mixture of the engine, thus assisting the engine to start; 2.10. ‘starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture such as glow plugs, injection timing and spark delivery adaptations; ‘exhaust gas recirculation (EGR) system’ means part of the exhaust gas flow led back to or remaining in the combustion chamber of an engine in order to lower the combustion temperature; 3. Classification criteria 3.1. Test types I, II, V, VII and VIII (‘ X ’ in Table 11-1 means ‘applicable’) Table 11-1 Classification criteria propulsion family with regard to test types I, II, V, VII and VIII # Classification criteria description Test type I Test type II Test type V Test type VII Test type VIII Stage I Stage II 1. Vehicle 1.1. category; X X X X X X 1.2. sub-category; X X X X X X 1.3. the inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category; X X X X X 1.4. overall gear ratios (+/– 8 %); X X X X X 2. Propulsion family characteristics 2.1. number of engines or electric motors; X X X X X X 2.2. hybrid operation mode(s) (parallel / sequential / other); X X X X X X 2.3. number of cylinders of the combustion engine; X X X X X X 2.4. engine capacity (+/– 2 %) ( 1 ) of the combustion engine; X X X X X X 2.5. number and control (variable cam phasing or lift) of combustion engine valves; X X X X X X 2.6. monofuel / bifuel / flex fuel H 2 NG / multifuel; X X X X X X 2.7. fuel system (carburettor / scavenging port / port fuel injection / direct fuel injection / common rail / pump-injector / other); X X X X X X 2.8. fuel storage ( 2 ) ; X X 2.9. type of cooling system of combustion engine; X X X X X X 2.10. combustion cycle (PI / CI / two-stroke / four-stroke / other); X X X X X X 2.11. intake air system (naturally aspirated / charged (turbocharger / super-charger) / intercooler / boost control) and air induction control (mechanical throttle / electronic throttle control / no throttle); X X X X X X 3. Pollution control system characteristics 3.1. propulsion exhaust (not) equipped with catalytic converter(s); X X X X X 3.1. catalytic converter(s) type; X X X X X 3.1.1. number and elements of catalytic converters; X X X X X 3.1.2. size of catalytic converters (volume of monolith(s) +/– 15 %); X X X X X 3.1.3. operation principle of catalytic activity (oxidising, three-way, heated, SCR, other.); X X X X X 3.1.4. precious metal load (identical or higher); X X X X X 3.1. precious metal ratio (+/– 15 %); X X X X X 3.1.5. substrate (structure and material); X X X X X 3.1.6. cell density; X X X X X 3.1.7. type of casing for the catalytic converter(s); X X X X X 3.2. propulsion exhaust (not) equipped with particulate filter (PF); X X X X X 3.2.1. PF types; X X X X X 3.2.2. number and elements of PF; X X X X X 3.2.3. size of PF (volume of filter element +/– 10 %); X X X X X 3.2.4. operation principle of PF (partial / wall-flow / other); X X X X X 3.2.5. active surface of PF; X X X X X 3.3. propulsion (not) equipped with periodically regenerating system; X X X X X 3.3.1. periodically regenerating system type; X X X X X 3.3.2. operation principle of periodically regenerating system; X X X X X 3.4. propulsion (not) equipped with selective catalytic converter reduction (SCR) system; X X X X X 3.4.1. SCR system type; X X X X X 3.4.2. operation principle of periodically regenerating system; X X X X X 3.5. propulsion (not) equipped with lean NO x trap /absorber; X X X X X 3.5.1. lean NO x trap / absorber type; X X X X X 3.5.2. operation principle of lean NO x trap / absorber; X X X X X 3.6. propulsion (not) equipped with a cold-start device or starting aid device(s); X X X X X 3.6.1. cold-start or starting aid device type; X X X X X 3.6.2. operation principle of cold start or starting aid device(s); X X X X X X 3.6.3. Activation time of cold-start or starting aid device(s) and /or duty cycle (only limited time activated after cold start / continuous operation); X X X X X X 3.7. propulsion (not) equipped with O 2 sensor for fuel control; X X X X X X 3.7.1. O 2 sensor types; X X X X X X 3.7.2. operation principle of O 2 sensor (binary / wide range / other); X X X X X X 3.7.3. O 2 sensor interaction with closed-loop fuelling system (stoichiometry / lean or rich operation); X X X X X X 3.8. propulsion (not) equipped with exhaust gas recirculation (EGR) system; X X X X X 3.8.1. EGR system types; X X X X X 3.8.2. operation principle of EGR system (internal / external); X X X X X 3.8.3. maximum EGR rate (+/– 5 %); X X X X X 3.2. Test types III and IV (‘ X ’ in Table 11-2 means ‘applicable’) Table 11-2 Classification criteria propulsion family with regard to test types III # Classification criteria description Test type III Test type IV 1. Vehicle 1.1. Category; X X 1.2. Subcategory; X 2. System 2.1. propulsion (not) equipped with crankcase ventilation system; X 2.1.1. crankcase ventilation system type; X 2.1.2. operation principle of crank case ventilation system (breather / vacuum / overpressure); X 2.2. propulsion (not) equipped with evaporative emission control system; X 2.2.1. evaporative emission control system type; X 2.2.2. operation principle of evaporative emission control system (active / passive / mechanically or electronically controlled); X 2.2.3. identical basic principle of fuel/air metering (e.g. carburettor / single point injection / multi point injection / engine speed density through MAP/ mass airflow); X 2.2.4. identical material of the fuel tank and liquid fuel hoses is identical; X 2.2.5. the fuel storage volume is within a range of +/– 50 %; X 2.2. the setting of the fuel storage relief valve is identical; X 2.2.6. identical method of storage of the fuel vapour (i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control) etc.); X 2.2.7. identical method of purging of the stored vapour (e.g. air flow, purge volume over the driving cycle); X 2.2.8. identical method of sealing and venting of the fuel metering system; X 5. Extension of type-approval regarding test type IV 5.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control family classification criteria listed in point 5.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested as a parent vehicle. 5.2. The manufacturer may request to use one of the following approaches based on a ‘certification by design’ strategy to extend the approval for evaporative emissions: 5.2.1. Carry-across approach 5.2.1.1. if the vehicle manufacturer has certified a fuel tank of generic shape (‘parent fuel tank’), these test data may be used to certify ‘by design’ any other fuel tank provided that it is designed with the same characteristics as regards material (including additives), method of production and average wall thickness. 5.2.1.2. if a fuel tank manufacturer has certified the material (including additives) of a ‘parent’ fuel tank on the basis of a complete permeability or permeation test, the vehicle manufacturer may use these test data to certify its fuel tank by design, provided it is designed with the same characteristics as regards material (including additives), method of production and average wall thickness. 5.2.2. Worst-case configuration approach If the vehicle manufacturer has successfully carried out permeability or permeation testing on a worst-case fuel tank configuration, these test data may be used to certify by design other fuel tanks which are otherwise similar in terms of material (including additives), fuel pump plate and filler cap/neck. The worst-case configuration shall be the fuel tank design with the thinnest walls or the smallest interior surface area. ( 1 ) maximum 30 % acceptable for test type VIII ( 2 ) Only for vehicles equipped with storage for gaseous fuel
ANNEX XII Amendment of part A of Annex V to Regulation (EU) No 168/2013 1. Part A of Annex V to Regulation (EU) No 168/2013 is replaced by the following: ‘(A) Environmental tests and requirements L-category vehicles may be type-approved only if they comply with the following environmental requirements: Test type Description Requirements: limit values Subclassification criteria in addition to Article 2 and Annex I Requirements: test procedures I Tailpipe emissions after cold start Annex VI (A) Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 Annex II to Commission Delegated Regulation (EU) No 134/2014 II — PI or Hybrid (5) equipped with PI: emissions at idling and increased idling speed — CI or Hybrid with CI engine: free acceleration test Directive 2009/40/EC (6) Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 Annex III to Commission Delegated Regulation (EU) No 134/2014 III Emissions of crankcase gases Zero emission, closed crankcase. Crankcase emissions shall not be discharged directly into the ambient atmosphere from any vehicle throughout its useful life. Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 Annex IV to Commission Delegated Regulation (EU) No 134/2014 IV Evaporative emissions Annex VI (C) Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 Annex V to Commission Delegated Regulation (EU) No 134/2014 V Durability of pollution control devices Annexes VI and VII SRC-LeCV: point 2 of Appendix 1 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 USA EPA AMA: point 2.1 of Appendix 2 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 Annex VI to Commission Delegated Regulation (EU) No 134/2014 VI A test-type VI has not been attributed Not applicable Not applicable Not applicable VII CO 2 emissions, fuel and/or electric energy consumption and electric range Measurement and reporting, no limit value for type- approval purposes Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 Annex VII to Commission Delegated Regulation (EU) No 134/2014 VIII OBD environmental tests Annex VI (B) Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 Annex VIII to Commission Delegated Regulation (EU) No 134/2014 IX Sound level Annex VI (D) When UNECE regulations Nos 9, 41, 63 or 92 replace the EU proprietary requirements set out in the delegated act on environmental and propulsion performance requirements, the (sub-) classification criteria laid down in those UNECE regulations (Annex 6) shall be selected with reference to test type IX sound level tests. Annex IX to Commission Delegated Regulation (EU) No 134/2014’
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