Agreement

E/ECE/TRANS/505/Rev.3/Add.
153
4 February 2021
Agreement
Concerning the Adoption of Harmonized Technical United Nations
Regulations for Wheeled Vehicles, Equipment and Parts which can be
Fitted and/or be Used on Wheeled Vehicles and the Conditions for
Reciprocal Recognition of Approvals Granted on the Basis of these
United Nations Regulations*
(Revision 3, including the amendments which entered into force on 14 September 2017)
_________
Addendum 153 – UN Regulation No. 154
Date of entry into force as an annex to the 1958 Agreement: 22 January 2021
Uniform provisions concerning the approval of light duty passenger

and commercial vehicles with regards to criteria emissions, emissions of
carbon dioxide and fuel consumption and/or the measurement of
electric energy consumption and electric range (WLTP)
This document is meant purely as documentation tool. The authentic and legal binding text
is: ECE/TRANS/WP.29/2020/77 (as amended by ECE/TRANS/WP.29/2020/92).
_________
UNITED NATIONS
*
Former titles of the Agreement:
Agreement concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of
Approval for Motor Vehicle Equipment and Parts, done at Geneva on 20 March 1958 (original version);
Agreement concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles,
Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for
Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, done at Geneva on
5 October 1995 (Revision 2).
GE.21-01409(E)
E/ECE/TRANS/505/Rev.3/Add.153
UN Regulation No. 154
Uniform provisions concerning the approval of light duty

passenger and commercial vehicles with regards to criteria
emissions, emissions of carbon dioxide and fuel consumption
and/or the measurement of electric energy consumption and
electric range (WLTP)
Contents
Page
Regulation
1. Scope ........................................................................................................................................ 6
2. Abbreviations ........................................................................................................................... 7
3. Definitions ................................................................................................................................ 9
4. Application for approval .......................................................................................................... 20
5. Approval................................................................................................................................... 21
6. Specifications and tests ............................................................................................................ 24
7. Modification and extension of the type approval ..................................................................... 42
8. Conformity of production (COP) ............................................................................................. 44
9. Penalties for non-conformity of production ............................................................................. 52
10. Production definitively discontinued ........................................................................................ 52
11. Introductory Provisions ............................................................................................................ 52
12. Transitional Provisions ............................................................................................................. 52
13. Names and addresses of Technical Services responsible for conducting approval tests, and of
Type Approval Authorities....................................................................................................... 53
Appendix
1. Type 1 test CoP verification for specific vehicle types ............................................................ 54
2. Verification of conformity of production for Type 1 test - statistical method.......................... 59
3. Run-in test procedure to determine run-in factors .................................................................... 68
4. Conformity of production for Type 4 test ................................................................................ 72
5. Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy . 74
6. Requirements for vehicles that use a reagent for the exhaust after-treatment system .............. 77
Annexes
Annexes Part A
A1. Engine and vehicle characteristics and information concerning the conduct of tests ............... 84
Appendix
1. WLTP Test Report ........................................................................................................ 104
2. WLTP Road Load Test Report ..................................................................................... 127
3. WLTP Test Sheet .......................................................................................................... 135
4. Evaporative Emissions Test Report .............................................................................. 138
3
A2. Communication ........................................................................................................................ 141

A3. Arrangements of the approval mark ......................................................................................... 157
Annexes Part B
B1. Worldwide light-duty test cycles (WLTC) ............................................................................... 160
B2. Gear selection and shift point determination for vehicles equipped with manual
transmissions ............................................................................................................................ 219
B3. Specifications of reference fuels .............................................................................................. 234
B4. Road load and dynamometer setting ........................................................................................ 247
B5. Test equipment and calibrations ............................................................................................... 293
B6. Type 1 test procedures and test conditions ............................................................................... 331
Appendix
1. Emissions test procedure for all vehicles equipped with periodically regenerating
systems .......................................................................................................................... 356
2. Test procedure for rechargeable electric energy storage system monitoring ................ 361
3. Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) ............. 366
B6a. Ambient Temperature Correction Test for the determination of CO2 emissions under
representative regional temperature conditions (Level 1A only) ............................................. 367
B6b. Correction of CO2 results against the target speed and distance (Level 1A only) ................... 373
B7. Calculations .............................................................................................................................. 378
B8. Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles ................... 408
Appendix
1. REESS state of charge profile ....................................................................................... 493
2. REESS energy change-based correction procedure ...................................................... 498
3. Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs,
OVC-FCHVs, PEVs and NOVC-FCHVs (as applicable) ............................................. 507
4. Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs and
OVC-FCHVs (as applicable) ........................................................................................ 509
5. Utility factors (UF) for OVC-HEVs and OVC-FCHVs (as applicable)........................ 511
6. Selection of driver-selectable modes ............................................................................ 512
7. Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles .... 519
8. Calculation of additional values required for checking the Conformity of Production of
electric energy consumption of PEVs and OVC-HEVs ................................................ 522
B9. Determination of method equivalency (Level 1A only) ........................................................... 525
Annexes Part C
C1. [Reserved] ................................................................................................................................ 526
C2. [Reserved] ................................................................................................................................ 526
C3. Type 4 test Determination of evaporative emissions from vehicles with engines
fuelled with petrol .................................................................................................................... 527
C4. Type 5 test – Durability ............................................................................................................ 551
Appendix
1. Standard Bench Cycle (SBC) (Level 1A only) ............................................................. 558
2. Standard Diesel Bench Cycle (SDBC) (Level 1A only) ............................................... 562
4
3. Standard Road Cycle (SRC) ......................................................................................... 563

3b. The kilometre accumulation cycles (Level 1B only) .................................................... 566
4. Special requirements for Hybrid Vehicles .................................................................... 568
C5. On-Board Diagnostics (OBD) for motor vehicles .................................................................... 569
Appendix
1. Functional aspects of On-Board Diagnostic (OBD) systems ............................................... 577
5
Introduction
The intention of this Regulation is to establish uniform provisions concerning the
approval of motor vehicles with regard to the emissions of light-duty vehicles based on the
new World harmonized Light vehicle Test Procedure (WLTP) included in UN GTR No. 15
and the updated Evaporative Emissions test procedure (Type 4 test) which has been
developed in UN GTR No. 19. It will enable Contracting Parties (CPs) to issue and accept
approvals based on these new type approval tests.
The WLTP Type 1 test replaces both the current Type 1 test in UN Regulation No. 83
and UN Regulation No. 101, whilst the updated Evaporative Emissions test procedure (Type
4 test) replaces that currently in UN Regulation No 83.
In addition, this new Regulation includes an update to the Type 5 test for verifying
the durability of pollution control devices and updated On-Board Diagnostic (OBD)
requirements. These updates are in order to reflect the changes from the previous NEDC
based Type 1 test to the new WLTP Type 1 test.
The 00 series of this Regulation covers two sets of requirements – termed Level 1A
and Level 1B. Level 1A is based on a four phase test cycle (Low, Medium, High and Extra-
High), whilst Level 1B is based on a three phase test cycle (Low, Medium and High), with
different type 1 limits applying to these different levels. The majority of the regulatory text
is applicable to both Level 1A and Level 1B. Where the requirements are specific to either
Level 1A or Level 1B the relevant sections are labelled accordingly. This series of
amendments covers regional requirements and does not require mutual recognition by other
Contracting Parties.
The 01 series of this Regulation includes a harmonised procedure which contains the
most stringent procedures/limits which shall be subject to full mutual recognition. A type
approval to the 01 series shall therefore be accepted by all CPs having adopted this
Regulation.
1. Scope
This Regulation provides requirements for two levels of approval. One level
requires testing using a 4-phase WLTC (low, medium, high and extra-high as
defined in Annex B1) – this is called Level 1A. The second level requires
testing using a 3-phase WLTC cycle (low, medium and high as defined in
Annex B1) – this is called Level 1B.
Where the requirements in this Regulation apply to either Level 1A or Level
1B only the Regulatory text uses "Level 1A only" or "Level 1B only" to denote
the start of the level specific requirements.
1.1. Scope for Level 1A;
This Regulation applies to the type approval of vehicles of categories M1, M2,
N1 and N2 with a reference mass not exceeding 2,610 kg with regard to the
WLTP Type 1 test for emissions of gaseous compounds, particulate matter,
particle number and to emissions of carbon dioxide and fuel consumption
and/or the measurement of electric energy consumption and electric range and
to the Type 4 test on evaporative emissions.
In addition, this Regulation lays down rules for verifying the durability of
pollution control devices and On-Board Diagnostic (OBD) systems.
At the manufacturer's request, type approval granted under this Regulation may
be extended from vehicles mentioned above to M 1, M2, N1 and N2 vehicles
with a reference mass not exceeding 2,840 kg and which meet the conditions
laid down in this Regulation.
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1.2. Scope for Level 1B;

This Regulation applies to the type approval of vehicles of categories M 2 and
N1 with a technical permissible maximum laden mass not exceeding 3,500 kg
and to all vehicles of category M1 with regard to the WLTP Type 1 test for
emissions of gaseous compounds, particulate matter and to emissions of carbon
dioxide and fuel efficiency and/or the measurement of electric energy
consumption and electric range and to the Type 4 test on evaporative
emissions.
In addition, this Regulation lays down rules for verifying the durability of
pollution control devices and On-Board Diagnostic (OBD) systems.
OVC-FCHVs are out of the scope of Level 1B of this Regulation.
2. Abbreviations
2.1. General abbreviations
AC Alternating current
APF Assigned permeability factor
BWC Butane working capacity
CFD Computational fluid dynamics
CFV Critical flow venturi
CFO Critical flow orifice
CLA Chemiluminescent analyser
CVS Constant volume sampler
DC Direct current
EAF Sum of ethanol, acetaldehyde and
formaldehyde
ECD Electron capture detector
ET Evaporation tube
Extra High2 Class 2 WLTC extra high speed phase
Extra High3 Class 3 WLTC extra high speed phase
FCHV Fuel cell hybrid vehicle
FID Flame ionization detector
FSD Full scale deflection
GC Gas chromatograph
GFV Gas Fuelled Vehicle
HEPA High efficiency particulate air (filter)
HFID Heated flame ionization detector
High2 Class 2 WLTC high speed phase
High3a Class 3a WLTC high speed phase
High3b Class 3b WLTC high speed phase
ICE Internal combustion engine
LoD Limit of detection
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LoQ Limit of quantification

Low1 Class 1 WLTC low speed phase
Medium1 Class 1 WLTC medium speed phase
Medium2 Class 2 WLTC medium speed phase
Medium3a Class 3a WLTC medium speed phase
Medium3b Class 3b WLTC medium speed phase
LC Liquid chromatography
LPG Liquefied petroleum gas
NDIR Non-dispersive infrared (analyser)
NDUV Non-dispersive ultraviolet
NG/biomethane Natural gas/biomethane
NMC Non-methane cutter
NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle
NOVC Not off-vehicle charging
NOVC-HEV Not off-vehicle charging hybrid electric vehicle
OBD On-board Diagnostics
OBFCM On-board fuel and/or energy consumption monitoring
OVC-FCHV Off-vehicle charging fuel cell hybrid vehicle
OVC-HEV Off-vehicle charging hybrid electric vehicle
Pa Particulate mass collected on the background filter
Pe Particulate mass collected on the sample filter
PAO Poly-alpha-olefin
PCF Particle pre-classifier
PCRF Particle concentration reduction factor
PDP Positive displacement pump
PER Pure electric range
Per cent FS Per cent of full scale
PF Permeability factor
PM Particulate matter emissions
PN Particle number emissions
PNC Particle number counter
PND1 First particle number dilution device
PND2 Second particle number dilution device
PTS Particle transfer system
PTT Particle transfer tube
QCL-IR Infrared quantum cascade laser
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RCDA Charge-depleting actual range

RCB REESS charge balance
REESS Rechargeable electric energy storage system
RRC Rolling resistance coefficient
SHED Sealed housing evaporative determination
SSV Subsonic venturi
USFM Ultrasonic flow meter
VPR Volatile particle remover
WLTC Worldwide light-duty test cycle
2.2. Chemical symbols and abbreviations
C1 Carbon 1 equivalent hydrocarbon
CH4 Methane
C2H6 Ethane
C2H5OH Ethanol
C3H8 Propane
CH3CHO Acetaldehyde
CO Carbon monoxide
CO2 Carbon dioxide
DOP Di-octylphthalate
H2O Water
HCHO Formaldehyde
NH3 Ammonia
NMHC Non-methane hydrocarbons
NOx Oxides of nitrogen
NO Nitric oxide
NO2 Nitrogen dioxide
N2O Nitrous oxide
THC Total hydrocarbons
3. Definitions
For the purposes of this Regulation the following definitions shall apply:
3.0.1. "Vehicle type with regard to emissions" means a group of vehicles which:
(a) Do not differ with respect to the criteria constituting an "interpolation
family" as defined in paragraph 6.3.2.;
(b) Fall in a single "CO2 interpolation range" within the meaning of
paragraph 2.3.2. of Annex B6;
(c) Do not differ with respect to any characteristics that have a non-
negligible influence on tailpipe emissions, such as, but not limited to,
the following:
9
(i) Types and sequence of pollution control devices (e.g. three-way

catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx
catalyst, particulate trap or combinations thereof in a single
unit);
(ii) Exhaust gas recirculation (with or without, internal/external,
cooled/non-cooled, low/high/combined pressure).
3.0.2. "Engine capacity" means:
For reciprocating piston engines, the nominal engine swept volume.
For rotary piston engines (Wankel), twice the nominal swept volume of a
combustion chamber per piston.
3.0.3. "Engine displacement" means:
For reciprocating piston engines, the nominal engine swept volume.
For rotary piston engines (Wankel), the nominal swept volume of a
combustion chamber per piston.
3.0.4. "Approval of a vehicle" means the approval of a vehicle type with regard to
the scope of this Regulation.
3.1. Test equipment
3.1.1. "Accuracy" means the difference between a measured value and a reference
value, traceable to a national standard and describes the correctness of a result.
See Figure 1.
3.1.2. "Calibration" means the process of setting a measurement system's response
so that its output agrees with a range of reference signals.
3.1.3. "Calibration gas" means a gas mixture used to calibrate gas analysers.
3.1.4. "Double dilution method" means the process of separating a part of the diluted
exhaust flow and mixing it with an appropriate amount of dilution air prior to
the particulate sampling filter.
3.1.5. "Full flow exhaust dilution system" means the continuous dilution of the total
vehicle exhaust with ambient air in a controlled manner using a Constant
Volume Sampler (CVS).
3.1.6. "Linearization" means the application of a range of concentrations or materials
to establish a mathematical relationship between concentration and system
response.
3.1.7. "Major maintenance" means the adjustment, repair or replacement of a
component or module that could affect the accuracy of a measurement.
3.1.8. "Non-Methane Hydrocarbons" (NMHC) are the Total Hydrocarbons (THC)
minus the methane (CH4) contribution.
3.1.9. "Precision" means the degree to which repeated measurements under
unchanged conditions show the same results (Figure 1) and, in this Regulation,
always refers to one standard deviation.
3.1.10. "Reference value" means a value traceable to a national standard. See Figure 1.
3.1.11. "Set point" means the target value a control system aims to reach.
3.1.12. "Span" means to adjust an instrument so that it gives a proper response to a
calibration standard that represents between 75 per cent and 100 per cent of the
maximum value in the instrument range or expected range of use.
3.1.13. "Total hydrocarbons" (THC) means all volatile compounds measurable by a
flame ionization detector (FID).
10
3.1.14. "Verification" means to evaluate whether or not a measurement system's

outputs agrees with applied reference signals within one or more
predetermined thresholds for acceptance.
3.1.15. "Zero gas" means a gas containing no analyte which is used to set a zero
response on an analyser.
3.1.16. "Response time" means the difference in time between the change of the
component to be measured at the reference point and a system response of
90 per cent of the final reading (t90) with the sampling probe being defined as
the reference point, whereby the change of the measured component is at least
60 per cent full scale (FS) and takes place in less than 0.1 second. The system
response time consists of the delay time to the system and of the rise time of
the system.
3.1.17. "Delay time" means the difference in time between the change of the
component to be measured at the reference point and a system response of
10 per cent of the final reading (t10) with the sampling probe being defined as
the reference point. For gaseous components, this is the transport time of the
measured component from the sampling probe to the detector.
3.1.18. "Rise time" means the difference in time between the 10 per cent and
90 per cent response of the final reading (t90 – t10).
Figure 1
Definition of accuracy, precision and reference value
3.2. Road load and dynamometer setting

3.2.1. "Aerodynamic drag" means the force opposing a vehicle’s forward motion
through air.
3.2.2. "Aerodynamic stagnation point" means the point on the surface of a vehicle
where wind velocity is equal to zero.
3.2.3. "Anemometer blockage" means the effect on the anemometer measurement due
to the presence of the vehicle where the apparent air speed is different than the
vehicle speed combined with wind speed relative to the ground.
3.2.4. "Constrained analysis" means the vehicle’s frontal area and aerodynamic drag
coefficient have been independently determined and those values shall be used
in the equation of motion.
3.2.5. "Mass in running order" means the mass of the vehicle, with its fuel tank(s)
filled to at least 90 per cent of its or their capacity/capacities, including the
mass of the driver, fuel and liquids, fitted with the standard equipment in
accordance with the manufacturer’s specifications and, when they are fitted,
11
the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as
well as the tools.
3.2.6. "Mass of the driver" means a mass rated at 75 kg located at the driver’s seating
reference point.
3.2.7. "Maximum vehicle load" means the technically permissible maximum laden
mass minus the mass in running order, 25 kg and the mass of the optional
equipment as defined in paragraph 3.2.8..
3.2.8. "Mass of the optional equipment" means maximum mass of the combinations
of optional equipment which may be fitted to the vehicle in addition to the
standard equipment in accordance with the manufacturer's specifications.
3.2.9. "Optional equipment" means all the features not included in the standard
equipment which are fitted to a vehicle under the responsibility of the
manufacturer, and that can be ordered by the customer.
3.2.10. "Reference atmospheric conditions (regarding road load measurements)"
means the atmospheric conditions to which these measurement results are
corrected:
(a) Atmospheric pressure: p0 = 100 kPa;
(b) Atmospheric temperature: T0 = 20 °C;
(c) Dry air density: ρ0 = 1.189 kg/m3;
(d) Wind speed: 0 m/s.
3.2.11. "Reference speed" means the vehicle speed at which road load is determined
or chassis dynamometer load is verified.
3.2.12. "Road load" means the force resisting the forward motion of a vehicle as
measured with the coastdown method or methods that are equivalent regarding
the inclusion of frictional losses of the drivetrain.
3.2.13. "Rolling resistance" means the forces of the tyres opposing the motion of a
vehicle.
3.2.14. "Running resistance" means the torque resisting the forward motion of a
vehicle measured by torque meters installed at the driven wheels of a vehicle.
3.2.15. "Simulated road load" means the road load experienced by the vehicle on the
chassis dynamometer which is intended to reproduce the road load measured
on the road, and consists of the force applied by the chassis dynamometer and
the forces resisting the vehicle while driving on the chassis dynamometer and
is approximated by the three coefficients of a second order polynomial.
3.2.16. "Simulated running resistance" means the running resistance experienced by
the vehicle on the chassis dynamometer which is intended to reproduce the
running resistance measured on the road, and consists of the torque applied by
the chassis dynamometer and the torque resisting the vehicle while driving on
the chassis dynamometer and is approximated by the three coefficients of a
second order polynomial.
3.2.17. "Stationary anemometry" means measurement of wind speed and direction
with an anemometer at a location and height above road level alongside the
test road where the most representative wind conditions will be experienced.
3.2.18. "Standard equipment" means the basic configuration of a vehicle which is
equipped with all the features that are required under the regulatory acts of the
Contracting Party including all features that are fitted without giving rise to
any further specifications on configuration or equipment level.
3.2.19. "Target road load" means the road load to be reproduced on the chassis
dynamometer.
3.2.20. "Target running resistance" means the running resistance to be reproduced.
12
3.2.21. "Vehicle coastdown mode" means a system of operation enabling an accurate

and repeatable determination of road load and an accurate dynamometer
setting.
3.2.22. "Wind correction" means correction of the effect of wind on road load based
on input of the stationary or on-board anemometry.
3.2.23. "Technically permissible maximum laden mass" means the maximum mass
allocated to a vehicle on the basis of its construction features and its design
performances.
3.2.24. "Actual mass of the vehicle" means the mass in running order plus the mass of
the fitted optional equipment to an individual vehicle.
3.2.25. "Test mass of the vehicle" means the sum of the actual mass of the vehicle,
25 kg and the mass representative of the vehicle load.
3.2.26. "Mass representative of the vehicle load" means x per cent of the maximum
vehicle load where x is 15 per cent for category M vehicles and 28 per cent for
category N vehicles.
3.2.27. "Technically permissible maximum laden mass of the combination" (MC)
means the maximum mass allocated to the combination of a motor vehicle and
one or more trailers on the basis of its construction features and its design
performances or the maximum mass allocated to the combination of a tractor
unit and a semi-trailer.
3.2.28. "n/v ratio" means the engine rotational speed divided by vehicle speed.
3.2.29. "Single roller dynamometer" means a dynamometer where each wheel on a
vehicle's axle is in contact with one roller.
3.2.30. "Twin-roller dynamometer" means a dynamometer where each wheel on a
vehicle's axle is in contact with two rollers.
3.2.31. "Powered axle" means an axle of a vehicle which is able to deliver propulsion
energy and/or recuperate energy, independent of whether that is only
temporarily or permanently possible and/or selectable by the driver.
3.2.32. "2WD dynamometer" means a dynamometer where only the wheels on one
vehicle axle are in contact with the roller(s).
3.2.33. "4WD dynamometer" means a dynamometer where all wheels on both vehicle
axles are in contact with the rollers.
3.2.34. "Dynamometer in 2WD operation" means a 2WD dynamometer, or a 4WD
dynamometer which only simulates inertia and road load on the powered axle
of the test vehicle and where the rotating wheels on the non-powered axle shall
have no influence on the measurement results compared to a situation where
the wheels on the non-powered axle are not rotating.
3.2.35. "Dynamometer in 4WD operation" means a 4WD dynamometer which
simulates inertia and road load on both axles of the test vehicle.
3.2.36. "Coasting" means a functionality of either an automatic transmission or a
clutch which decouples the engine from the drivetrain automatically when no
propulsion or a slow reduction of speed is needed and during which the engine
may be idling or switched off.
3.3. Pure electric, pure ICE, hybrid electric, fuel cell and alternatively-fuelled
vehicles
3.3.1. "All-Electric Range" (AER) means the total distance travelled by an OVC-
HEV from the beginning of the charge-depleting test to the point in time during
the test when the combustion engine starts to consume fuel.
13
3.3.2. "Pure Electric Range" (PER) means the total distance travelled by a PEV from
the beginning of the charge-depleting test until the break-off criterion is
reached.
3.3.3. "Charge-Depleting Actual Range" (RCDA) means the distance travelled in a
series of WLTCs in charge-depleting operating condition until the
Rechargeable Electric Energy Storage System (REESS) is depleted.
3.3.4. "Charge-Depleting Cycle Range" (RCDC) means the distance from the
beginning of the charge-depleting test to the end of the last cycle prior to the
cycle or cycles satisfying the break-off criterion, including the transition cycle
where the vehicle may have operated in both depleting and sustaining
conditions.
3.3.5. "Charge-depleting operating condition" means an operating condition in
which the energy stored in the REESS may fluctuate but decreases on average
while the vehicle is driven until transition to charge-sustaining operation.
3.3.6. "Charge-sustaining operating condition" means an operating condition in
which the energy stored in the REESS may fluctuate but, on average, is
maintained at a neutral charging balance level while the vehicle is driven.
3.3.7. "Utility Factors" are ratios based on driving statistics depending on the range
achieved in charge-depleting condition and are used to weigh the charge-
depleting and charge-sustaining exhaust emission compounds, CO2 emissions
and fuel consumption for OVC-HEVs.
3.3.8. "Electric machine" (EM) means an energy converter transforming between
electrical and mechanical energy.
3.3.9. "Energy converter" means a system where the form of energy output is
different from the form of energy input.
3.3.9.1. "Propulsion energy converter" means an energy converter of the powertrain
which is not a peripheral device whose output energy is used directly or
indirectly for the purpose of vehicle propulsion.
3.3.9.2. "Category of propulsion energy converter" means (i) an internal combustion
engine, or (ii) an electric machine, or (iii) a fuel cell.
3.3.10. "Energy storage system" means a system which stores energy and releases it
in the same form as was input.
3.3.10.1. "Propulsion energy storage system" means an energy storage system of the
powertrain which is not a peripheral device and whose output energy is used
directly or indirectly for the purpose of vehicle propulsion.
3.3.10.2. "Category of propulsion energy storage system" means (i) a fuel storage
system, or (ii) a rechargeable electric energy storage system, or (iii) a
rechargeable mechanical energy storage system.
3.3.10.3 "Form of energy" means (i) electrical energy, or (ii) mechanical energy, or (iii)
chemical energy (including fuels).
3.3.10.4. "Fuel storage system" means a propulsion energy storage system that stores
chemical energy as liquid or gaseous fuel.
3.3.11. "Equivalent all-electric range" (EAER) means that portion of the total charge-
depleting actual range (RCDA) attributable to the use of electricity from the
REESS over the charge-depleting range test.
3.3.12. "Hybrid electric vehicle" (HEV) means a hybrid vehicle where one of the
propulsion energy converters is an electric machine.
3.3.13. "Hybrid vehicle" (HV) means a vehicle equipped with a powertrain containing
at least two different categories of propulsion energy converters and at least
two different categories of propulsion energy storage systems.
14
3.3.14. "Net energy change" means the ratio of the REESS energy change divided by
the cycle energy demand of the test vehicle.
3.3.15. "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) means a
hybrid electric vehicle that cannot be charged from an external source.
3.3.16. "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid
electric vehicle that can be charged from an external source.
3.3.17. "Pure electric vehicle" (PEV) means a vehicle equipped with a powertrain
containing exclusively electric machines as propulsion energy converters and
exclusively rechargeable electric energy storage systems as propulsion energy
storage systems.
3.3.18. "Fuel cell" means an energy converter transforming chemical energy (input)
into electrical energy (output) or vice versa.
3.3.19. "Fuel cell vehicle" (FCV) means a vehicle equipped with a powertrain
containing exclusively fuel cell(s) and electric machine(s) as propulsion energy
converter(s).
3.3.20. "Fuel cell hybrid vehicle" (FCHV) means a fuel cell vehicle equipped with a
powertrain containing at least one fuel storage system and at least one
rechargeable electric energy storage system as propulsion energy storage
systems.
3.3.20.1. "Not off-vehicle charging fuel cell hybrid electric vehicle" (NOVC-FCHV)
means a fuel cell hybrid electric vehicle that cannot be charged from an
external source.
3.3.20.2. "Off-vehicle charging fuel cell hybrid electric vehicle" (OVC-FCHV) means a
fuel cell hybrid electric vehicle that can be charged from an external source.
3.3.21. "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that
is designed to run primarily on only one fuel at a time; however, the
simultaneous use of both fuels is permitted in limited amount and duration.
3.3.22. "Bi-fuel gas vehicle" means a bi-fuel vehicle where the two fuels are petrol
(petrol mode) and either LPG, NG/biomethane, or hydrogen.
3.3.23. "Pure ICE vehicle" means a vehicle where all of the propulsion energy
converters are internal combustion engines.
3.3.24. "On-board charger" means the electric power converter between the traction
REESS and the vehicle's recharging socket.
3.3.25. "Flex fuel vehicle" means a vehicle with one fuel storage system that can run
on different mixtures of two or more fuels.
3.3.26. "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or
a mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).
3.3.27. "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one
type of fuel.
3.3.28. "Mono-fuel gas vehicle" means a mono-fuel vehicle that is designed primarily
for permanent running on LPG or NG/biomethane or hydrogen, but may also
have a petrol system for emergency purposes or starting only, where the
nominal capacity of the petrol tank does not exceed 15 litres.
3.4. Powertrain
3.4.1. "Powertrain" means the total combination in a vehicle of propulsion energy
storage system(s), propulsion energy converter(s) and the drivetrain(s)
providing the mechanical energy at the wheels for the purpose of vehicle
propulsion, plus peripheral devices.
3.4.2. "Auxiliary devices" means energy consuming, converting, storing or supplying
non-peripheral devices or systems which are installed in the vehicle for
15
purposes other than the propulsion of the vehicle and are therefore not
considered to be part of the powertrain.
3.4.3. "Peripheral devices" means any energy consuming, converting, storing or
supplying devices, where the energy is not directly or indirectly used for the
purpose of vehicle propulsion but which are essential to the operation of the
powertrain and are therefore considered to be part of the powertrain.
3.4.4. "Drivetrain" means the connected elements of the powertrain for transmission
of the mechanical energy between the propulsion energy converter(s) and the
wheels.
3.4.5. "Manual transmission" means a transmission where gears can only be shifted
by action of the driver.
3.5. General
3.5.1. "Criteria emissions" means those emission compounds for which limits are set
in this Regulation.
3.5.2. Reserved
3.5.3. Reserved
3.5.4. Reserved
3.5.5. Reserved
3.5.6. "Cycle energy demand" means the calculated positive energy required by the
vehicle to drive the prescribed cycle.
3.5.7. "Defeat device" means any element of design which senses temperature,
vehicle speed, engine speed (RPM), transmission gear, manifold vacuum or
any other parameter for the purpose of activating, modulating, delaying or
deactivating the operation of any part of the emission control system, that
reduces the effectiveness of the emission control system under conditions
which may reasonably be expected to be encountered in normal vehicle
operation and use.
3.5.8. "Driver-selectable mode" means a distinct driver-selectable condition which
could affect emissions, or fuel and/or energy consumption.
3.5.9. "Predominant mode" for the purpose of this Regulation means a single driver-
selectable mode that is always selected when the vehicle is switched on,
regardless of the driver-selectable mode in operation when the vehicle was
previously shut down, and which cannot be redefined to another mode. After
the vehicle is switched on, the predominant mode can only be switched to
another driver-selectable mode by an intentional action of the driver.
3.5.10. "Reference conditions (with regards to calculating mass emissions)" means the
conditions upon which gas densities are based, namely 101.325 kPa and
273.15 K (0 °C).
3.5.11. "Exhaust emissions" means the emission of gaseous, solid and liquid
compounds from the tailpipe.
3.5.12. 'Configurable start mode' for the purpose of this Regulation means a driver-
selectable mode that can be set by the driver as a mode which is automatically
selected when the vehicle is switched on. After the vehicle is switched on, the
configurable start mode can only be switched to another mode by an intentional
action of the driver.
3.6. PM/PN
The term "particle" is conventionally used for the matter being characterised
(measured) in the airborne phase (suspended matter), and the term "particulate"
for the deposited matter.
16
3.6.1. "Particle number emissions" (PN) means the total number of solid particles
emitted from the vehicle exhaust quantified according to the dilution, sampling
and measurement methods as specified in this Regulation.
3.6.2. "Particulate matter emissions" (PM) means the mass of any particulate
material from the vehicle exhaust quantified according to the dilution,
sampling and measurement methods as specified in this Regulation.
3.7. WLTC
3.7.1. "Rated engine power" (Prated) means maximum net power of the engine or
motor in kW as per the requirements of UN Regulation No. 85.
3.7.2. "Maximum speed" (vmax) means the maximum speed of a vehicle as declared
by the manufacturer. In the absence of a declaration, the maximum speed shall
be determined according to UN Regulation No. 68.
3.8. Procedure
3.8.1. "Periodically regenerating system" means an exhaust emissions control device
(e.g. catalytic converter, particulate trap) that requires a periodical
regeneration.
3.9. Evaporative emissions

3.9.1. "Fuel tank system" means the devices which allow storing the fuel, comprising
the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in
or on the fuel tank.
3.9.2. "Fuel system" means the components which store or transport fuel on board
the vehicle and comprise the fuel tank system, all fuel and vapour lines, any
non-tank mounted fuel pumps and the activated carbon canister.
3.9.3. "Butane working capacity" (BWC) means the mass of butane which a carbon
canister can adsorb.
3.9.4. "BWC300" means the butane working capacity after 300 cycles of fuel ageing
cycles experienced.
3.9.5. "Permeability Factor" (PF) means the factor determined from hydrocarbon
losses over a period of time and used to determine the final evaporative
emissions.
3.9.6. "Monolayer non-metal tank" means a fuel tank constructed with a single layer
of non-metal material including fluorinated/sulfonated materials.
3.9.7. "Multilayer tank" means a fuel tank constructed with at least two different
layered materials, one of which is a hydrocarbon barrier material.
3.9.8. "Sealed fuel tank system" means a fuel tank system where the fuel vapours do
not vent during parking over the 24-hour diurnal cycle defined in
paragraph 6.5.9. of Annex C3 when performed with the applicable reference
fuel defined in paragraph 7 of Annex B3.
3.9.9. "Evaporative emissions" means in the context of this Regulation the
hydrocarbon vapours lost from the fuel system of a motor vehicle during
parking and immediately before refuelling of a sealed fuel tank.
3.9.10. "Depressurisation puff loss" means hydrocarbons venting from a sealed fuel
tank system pressure relief exclusively through the carbon canister allowed by
the system.
3.9.11. "Depressurisation puff loss overflow" are the depressurisation puff loss
hydrocarbons that pass through the carbon canister during depressurisation.
3.9.12. "Fuel tank relief pressure" is the minimum pressure value at which the sealed
fuel tank system starts venting in response only to pressure inside the tank.
17
3.9.13. "2 gram breakthrough" shall be considered accomplished when the cumulative
quantity of hydrocarbons emitted from the activated carbon canister equals 2
grams.
3.10. On-Board Diagnostics (OBD)
3.10.1. "On-Board Diagnostic (OBD) system" means in context of this Regulation, a
system on-board the vehicle which has the capability of detecting malfunctions
of the monitored emission control systems, identifying the likely area of a
malfunction by means of fault codes stored in computer memory, and
illumination of the Malfunction Indicator (MI) to notify the operator of the
vehicle.
3.10.2. "OBD family" means a manufacturer's grouping of vehicles which, through
their design, are expected to have similar exhaust emission and OBD system
characteristics. Each vehicle of this family shall have complied with the
requirements of this Regulation as defined in paragraph 6.8.1.
3.10.3. "Emission control system" means in the context of OBD the electronic engine
management controller and any emission-related component in the exhaust or
evaporative system which supplies an input to or receives an output from this
controller.
3.10.4. "Malfunction indicator (MI)" means a visible or audible indicator that clearly
informs the driver of the vehicle in the event of a malfunction of any emission-
related component connected to the OBD system, or the OBD system itself.
3.10.5. "Malfunction" means the failure of an emission-related component or system
that would result in emissions exceeding the OBD thresholds in
paragraph 6.8.2. or if the OBD system is unable to fulfil the basic monitoring
requirements of Annex C5.
3.10.6. "Secondary air" refers to air introduced into the exhaust system by means of a
pump or aspirator valve or other means that is intended to aid in the oxidation
of HC and CO contained in the exhaust gas stream.
3.10.7. "Engine misfire" means lack of combustion in the cylinder of a positive
ignition engine due to absence of spark, poor fuel metering, poor compression
or any other cause. In terms of OBD monitoring it is that percentage of misfires
out of a total number of firing events (as declared by the manufacturer) that
would result in emissions exceeding the OBD thresholds given in
paragraph 6.8.2. or that percentage that could lead to an exhaust catalyst, or
catalysts, overheating causing irreversible damage.
3.10.8. An "OBD driving cycle" consists of key-on, a driving mode where a
malfunction would be detected if present, and key-off.
3.10.9. A "warm-up cycle" means sufficient vehicle operation such that the coolant
temperature has risen by at least 22 K from engine starting and reaches a
minimum temperature of 343 K (70 °C).
3.10.10. A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-
term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel
trim refers to much more gradual adjustments to the fuel calibration schedule
than short-term trim adjustments. These long-term adjustments compensate for
vehicle differences and gradual changes that occur over time.
3.10.11. A "Calculated load value" refers to an indication of the current airflow divided
by peak airflow, where peak airflow is corrected for altitude, if available. This
definition provides a dimensionless number that is not engine specific and
provides the service technician with an indication of the proportion of engine
capacity that is being used (with wide open throttle as 100 per cent);
Current airflow Atmospheri c pressure (at sea level)
CLV = •
Peak airflow (at sea level) Barometric pressure
18
3.10.12. "Permanent emission default mode" refers to a case where the engine
management controller permanently switches to a setting that does not require
an input from a failed component or system where such a failed component or
system would result in an increase in emissions from the vehicle to a level
above the OBD thresholds given in paragraph 6.8.2.
3.10.12.1. Permanent in this context means that the default mode is not recoverable, i.e.
the diagnostic or control strategy that caused the emission default mode cannot
run in the next driving cycle and cannot confirm that the conditions that caused
the emission default mode is not present anymore. All other emission default
modes are considered not to be permanent.
3.10.13. "Power take-off unit" means an engine-driven output provision for the
purposes of powering auxiliary, vehicle mounted, equipment.
3.10.14. "Access" means the availability of all emission-related OBD data including all
fault codes required for the inspection, diagnosis, servicing or repair of
emissions-related parts of the vehicle, via the serial interface for the standard
diagnostic connection (pursuant to paragraph 6.5.3.5. of Appendix 1 to
Annex C5).
3.10.15. "Unrestricted" means:
3.10.15.1. Access not dependent on an access code obtainable only from the
manufacturer, or a similar device; or
3.10.15.2. Access allowing evaluation of the data produced without the need for any
unique decoding information, unless that information itself is standardised.
3.10.16. "Standardised" means that all data stream information, including all fault
codes used, shall be produced only in accordance with industry standards
which, by virtue of the fact that their format and their permitted options are
clearly defined, provide for a maximum level of harmonisation in the motor
vehicle industry, and whose use is expressly permitted in this Regulation.
3.10.17. Reserved
3.10.18. "Deficiency" means, in respect of vehicle OBD systems, that components or
systems that are monitored contain temporary or permanent operating
characteristics that impair the otherwise efficient OBD monitoring of those
components or systems or do not meet all of the other detailed requirements
for OBD.
3.10.19 "Limp-home routines" means any default mode other than emission default
mode.
3.10.20. "Pending fault code" is a diagnostic trouble code stored upon the initial
detection of a malfunction prior to illumination of the malfunction indicator.
3.10.21. "Readiness" means a status indicating whether a monitor or a group of monitors
have run since the last erasing by an external request or command (for example
through an OBD scan-tool).
3.11. Ambient Temperature Correction Test (Annex B6a)
3.11.1 "Active heat storage device" means a technology that stores heat within any
device of a vehicle and releases the heat to a power train component over a
defined time period at engine start. It is characterised by the stored enthalpy in
the system and the time for heat release to the power train components.
3.11.2. “Insulation materials” means any material in the engine compartment attached
to the engine and/or the chassis with a thermal insulation effect and
characterised by a maximum heat conductivity of 0.1 W/(mK).
19
4. Application for approval

4.1. The application for approval of a vehicle type with regard to the requirements
of this Regulation shall be submitted by the vehicle manufacturer or by their
authorized representative to the Type Approval Authority.
4.1.1. The application referred to in paragraph 4.1. shall be drawn up in accordance
with the model of the information document set out in Annex A1 to this
Regulation.
4.1.2. In addition, the manufacturer shall submit the following information:
(a) In the case of vehicles equipped with positive ignition engines, a
declaration by the manufacturer of the minimum percentage of misfires
out of a total number of firing events that would either result in
emissions exceeding the OBD threshold limits given in
paragraph 6.8.2., if that percentage of misfire had been present from the
start of a Type 1 test as described in Annexes Part B to this Regulation,
or that could lead to an exhaust catalyst, or catalysts, overheating prior
to causing irreversible damage;
(b) Detailed written information fully describing the functional operation
characteristics of the OBD system, including a listing of all relevant
parts of the emission control system of the vehicle that are monitored
by the OBD system;
(c) A description of the malfunction indicator used by the OBD system to
signal the presence of a fault to a driver of the vehicle;
(d) This paragraph is applicable to Level 1A only:
A declaration by the manufacturer that the OBD system complies with
the provisions of paragraph 7. of Appendix 1 to Annex C5 to this
Regulation relating to in-use performance under all reasonably
foreseeable driving conditions;
(e) This paragraph is applicable to Level 1A only:
A plan describing the detailed technical criteria and justification for
incrementing the numerator and denominator of each monitor that shall
fulfil the requirements of paragraphs 7.2. and 7.3. of Appendix 1 to
Annex C5 to this Regulation, as well as for disabling numerators,
denominators and the general denominator under the conditions
outlined in paragraph 7.7. of Appendix 1 to Annex C5 to this
Regulation;
(f) A description of the provisions taken to prevent tampering with and
modification of the emission control computer;
(g) If applicable, the particulars of the OBD family as referred to in
paragraph 6.8.1.;
(h) Where appropriate, copies of other type approvals with the relevant data
to enable extension of approvals and establishment of deterioration
factors.
4.1.3. For the tests described in paragraph 3. of Annex C5 to this Regulation, a
vehicle representative of the vehicle type or vehicle family fitted with the OBD
system to be approved shall be submitted to the Technical Service responsible
for the type approval test. If the Technical Service determines that the
submitted vehicle does not fully represent the OBD family described in
paragraph 6.8.1., an alternative and, if necessary, an additional vehicle shall be
submitted for test in accordance with paragraph 3. of Annex C5 to this
Regulation.
20
4.2. A model of the information document relating to exhaust emissions, emissions

of carbon dioxide and fuel consumption and/or the measurement of electric
energy consumption and electric range, evaporative emissions, durability and
OBD, is given in Annex A1 to this Regulation. The information mentioned
under item 3.2.12.2.7.6. of Annex A1 to this Regulation is to be included in
Appendix 1 "OBD - Related information" to the type approval communication
given in Annex A2 to this Regulation.
4.2.1. Where appropriate, copies of other type approvals with the relevant data to
enable extensions of approvals and establishment of deterioration factors shall
be submitted.
4.3. For the tests specified in Table A in paragraph 6. a vehicle representative of
the vehicle type to be approved shall be submitted to the Technical Service
responsible for the approval tests.
4.3.1. For the purposes of paragraph 4.1.2.(e), the Type Approval Authority that
grants the approval shall make the information referred to in that point
available to other Type Approval Authorities upon request.
4.3.2. For the purposes of subparagraphs 4.1.2. (d) and (e), Type Approval
Authorities shall not approve a vehicle if the information submitted by the
manufacturer is inappropriate for fulfilling the requirements of paragraph 7. of
Appendix 1 to Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of
Appendix 1 to Annex C5 to this Regulation shall apply under all reasonably
foreseeable driving conditions. For the assessment of the implementation of
the requirements set out in the paragraphs 7.2. and 7.3. of Appendix 1 to
Annex C5, the Type Approval Authority shall take into account the state of
technology.
4.3.3. For the purposes of paragraph 4.1.2. (f), the provisions taken to prevent
tampering with and modification of the emission control computer shall
include the facility for updating using a manufacturer-approved programme or
calibration.
4.3.4. The application for type approval of flex-fuel, mono fuel, and bi-fuel vehicles
shall comply with the additional requirements laid down in paragraphs 5.8. and
5.9.
4.3.5. Changes to the make of a system, component or separate technical unit that
occur after a type approval shall not automatically invalidate a type approval,
unless its original characteristics or technical parameters are changed in such
a way that the functionality of the engine or pollution control system is
affected.
4.4. The Type Approval Authority shall verify the existence of satisfactory
provisions to ensure an effective check of conformity of production before
approval of the vehicle type is granted.
5. Approval
5.1. If the vehicle type submitted for approval meets all the relevant requirements
of paragraph 6., approval of that vehicle type shall be granted.
5.2. An approval number shall be assigned to each type approved.
5.2.1. The type approval number shall consist of four sections. Each section shall be
separated by the '*' character.
21
Section 1: The capital letter 'E' followed by the distinguishing number of

the Contracting Party which has granted the type approval 1.
Section 2: The number [of this UN Regulation,] followed by the letter 'R',
successively followed by:
(a) Two digits (with leading zeros as applicable) indicating
the series of amendments incorporating the technical
provisions of the UN Regulation applied to the approval
(00 for the UN Regulation in its original form);
(b) A slash (/) and two digits (with leading zeros as
applicable) indicating the number of supplement to the
series of amendments applied to the approval (00 for the
series of amendments in its original form);
(c) A slash (/) and two character(s) indicating the
implementing stage/level (e.g. 1A, 1B).
Section 3: A four-digit sequential number (with leading zeros as
applicable). The sequence shall start from 0001.
Section 4: A two-digit sequential number (with leading zeros if applicable)
to denote the extension. The sequence shall start from 00.
All digits shall be Arabic digits.
5.2.2. Example of an Approval Number to this Regulation:
E11*154R01/00/02*0123*01
The first extension of the Approval numbered 0123, issued by the United
Kingdom to Series of Amendments 01, Supplement 00, which is a Level 2
Approval.
5.2.3. The same Contracting Party shall not assign the same number to another
vehicle type.
5.3. Notice of approval or of extension or refusal of approval of a vehicle type
pursuant to this Regulation shall be communicated to the Contracting Parties
to the 1958 Agreement which apply this Regulation by means of a form
conforming to the model in Annex A2 to this Regulation.
5.3.1. In the event of amendment to the present text, for example, if new limit values
are prescribed, the Contracting Parties to the 1958 Agreement shall be
informed which vehicle types already approved comply with the new
provisions.
5.4. There shall be affixed, conspicuously and in a readily accessible place
specified on the approval form, to every vehicle conforming to a vehicle type
approved under this Regulation, an international approval mark consisting of:
5.4.1. A circle surrounding the letter "E" followed by the distinguishing number of
the Contracting Party that has granted approval.
5.4.2. The number of this Regulation, followed by the letter "R", a dash and the
approval number to the right of the circle described in paragraph 5.4.1.
5.4.3. The approval mark shall contain an additional code after the type approval
number, the purpose of which is to distinguish the level (Level 1A, 1B or 2)
1 The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in
Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document
ECE/TRANS/WP.29/78/Rev.6,
www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html.
22
for which the approval has been granted. This code should be chosen according
to the Table A3/1 of Annex A3 to this Regulation.
5.5. If the vehicle conforms to a vehicle type approved, under one or more other
Regulations annexed to the 1958 Agreement, in the country which has granted
approval under this Regulation, the symbol prescribed in paragraph 5.4.1. need
not be repeated; in such a case, the Regulation, approval numbers and the
additional symbols of all the Regulations under which approval has been
granted in the country which has granted approval under this Regulation shall
be placed in vertical columns to the right of the symbol prescribed in
paragraph 5.4.1. (see Annex A3).
5.6. The approval mark shall be clearly legible and be indelible.
5.7. The approval mark shall be placed close to or on the vehicle data plate.
5.7.1. Annex A3 to this Regulation gives examples of arrangements of the approval
mark.
5.8. Additional requirements for approval of flex fuel vehicles
This paragraph is only applicable for Level 1A
5.8.1. For the type approval of a flex fuel ethanol vehicle, the vehicle manufacturer
shall describe the capability of the vehicle to adapt to any mixture of petrol and
ethanol fuel (up to an 85 per cent ethanol blend).
5.9. Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.
5.9.1. For LPG or NG, the fuel to be used shall be specified in the information
document set out in Annex A1 to this Regulation.
5.10. Requirements for approval regarding the OBD system
5.10.1. The manufacturer shall ensure that all vehicles are equipped with an OBD
system.
5.10.2. The OBD system shall be designed, constructed and installed on a vehicle so
as to enable it to identify types of deterioration or malfunction over the entire
life of the vehicle.
5.10.3. The OBD system shall comply with the requirements of this Regulation during
conditions of normal use.
5.10.4. When tested with a defective component in accordance with Appendix 1 to
Annex C5 to this Regulation, the OBD system malfunction indicator shall be
activated. The OBD system malfunction indicator may also activate during this
test at levels of emissions below the OBD threshold limits specified in
paragraph 6.8.
5.10.5. This paragraph is applicable to Level 1A only:
The manufacturer shall ensure that the OBD system complies with the
requirements for in-use performance set out in paragraph 7. of Appendix 1 to
Annex C5 to this Regulation under all reasonably foreseeable driving
conditions.
5.10.6. This paragraph is applicable to Level 1A only:
In-use performance related data to be stored and reported by a vehicle's OBD
system according to the provisions of paragraph 7.6. of Appendix 1 to
Annex C5 to this Regulation shall be made readily available by the
manufacturer to national authorities and independent operators without any
encryption.
5.11. Requirements for type-approval regarding devices for monitoring the
consumption of fuel and/or electric energy
23
5.11.1. The manufacturer shall ensure that the following vehicles of categories M 1 and
N1 are equipped with a device for determining, storing and making available
data on the quantity of fuel and/or electric energy used for the operation of the
vehicle:
(a) pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles
(NOVC-HEVs) powered exclusively by mineral diesel, biodiesel,
petrol, ethanol or any combination of these fuels;
(b) Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) powered
by electricity and any of the fuels mentioned in point (a).
5.11.2. The device for monitoring the consumption of fuel and/or electric energy shall
comply with the requirements laid down in Appendix 5.
6. Specifications and tests

6.1. General
6.1.1. The vehicle and its components liable to affect CO2 and fuel consumption or
electric energy consumption and the emissions of gaseous compounds,
including evaporative emissions, particulate matter, particle number (if PN
measurement is required) shall be so designed, constructed and assembled as
to enable the vehicle in normal use and under normal conditions of use such as
humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply
with the provisions of this Regulation during its useful life. This shall include
the security of all hoses, joints and connections used within the emission
control systems and the evaporative emission control systems.
For exhaust emissions, CO2 and fuel consumption or electric energy
consumption these provisions are deemed to be met if the provisions of
paragraph 6.3. and paragraph 8.2. are complied with.
For evaporative emissions, these conditions are deemed to be met if the
provisions of paragraph 6.6. and paragraph 8.3. are complied with.
6.1.2. The test vehicle shall be representative in terms of its emissions-related
components and functionality of the intended production series to be covered
by the approval. The manufacturer and the responsible authority shall agree
which vehicle test model is representative.
6.1.3. With respect to evaporative emissions, for vehicles with a sealed fuel tank
system, this shall also include having a system which, just before refuelling,
releases the tank pressure exclusively through a carbon canister which has the
sole function of storing fuel vapour. This ventilation route shall also be the
only one used when the tank pressure exceeds its safe working pressure.
6.1.4. Vehicle testing condition
6.1.4.1. The types and amounts of lubricants and coolant for emissions testing shall be
as specified for normal vehicle operation by the manufacturer.
6.1.4.2. The type of fuel for emissions testing shall be as specified in Annex B3 to this
Regulation.
6.1.4.3. All emissions controlling systems, including evaporative emissions controlling
systems shall be in working order.
6.1.4.4. The engine shall be designed to avoid crankcase emissions.
6.1.4.5. The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of
Annex B6 to this Regulation.
24
6.1.5. Fuel tank inlet orifices

6.1.5.1. For Level 1A;
Subject to paragraph 6.1.5.2., the inlet orifice of the petrol or ethanol tank shall
be so designed as to prevent the tank from being filled from a fuel pump
delivery nozzle which has an external diameter of 23.6 mm or greater.
For Level 1B;
No requirement for fuel tank inlet orifices.
6.1.5.2. Paragraph 6.1.5.1. shall not apply to a vehicle in respect of which both of the
following conditions are satisfied:
6.1.5.2.1. The vehicle is so designed and constructed that no device designed to control
the emissions shall be adversely affected by leaded petrol; and
6.1.5.2.2. The vehicle is conspicuously, legibly and indelibly marked with the symbol
for unleaded petrol, specified in ISO 2575:2010 "Road vehicles -- Symbols for
controls, indicators and tell-tales", in a position immediately visible to a person
filling the petrol tank. Additional markings are permitted.
6.1.6. Provision shall be made to prevent excess evaporative emissions and fuel
spillage caused by a missing fuel filler cap. This may be achieved by using one
of the following:
6.1.6.1. An automatically opening and closing, non-removable fuel filler cap;
6.1.6.2. Design features which avoid excess evaporative emissions in the case of a
missing fuel filler cap; or
6.1.6.3. Any other provision which has the same effect. Examples may include, but are
not limited to, a tethered filler cap, a chained filler cap or one utilising the same
locking key for the filler cap as for the vehicle's ignition. In this case, the key
shall be removable from the filler cap only in the locked condition.
6.1.7. Provisions for electronic system security
6.1.7.1. Any vehicle with an emission control computer, including an evaporative
emission control computer, including when integrated in an exhaust emissions
control computer, shall include features to deter modification, except as
authorised by the manufacturer. The manufacturer shall authorise
modifications if those modifications are necessary for the diagnosis, servicing,
inspection, retrofitting or repair of the vehicle. Any reprogrammable computer
codes or operating parameters shall be resistant to tampering and afford a level
of protection at least as good as the provisions in ISO 15031-7: 2013. Any
removable calibration memory chips shall be potted, encased in a sealed
container or protected by electronic algorithms and shall not be changeable
without the use of specialized tools and procedures.
6.1.7.1.1. Only features directly associated with emissions calibration or prevention of
vehicle theft may be protected in accordance with paragraph 6.1.7.1.
6.1.7.2. Computer-coded engine operating parameters shall not be changeable without
the use of specialized tools and procedures (e.g. soldered or potted computer
components or sealed (or soldered) enclosures).
6.1.7.3. Manufacturers may seek approval from the responsible authority for an
exemption to one of these requirements for those vehicles that are unlikely to
require protection. The criteria that the responsible authority shall evaluate in
considering an exemption shall include, but are not limited to, the current
availability of performance chips, the high-performance capability of the
vehicle and the projected sales volume of the vehicle.
6.1.7.4. Manufacturers using programmable computer code systems shall deter

unauthorised reprogramming. Manufacturers shall include enhanced tamper
25
protection strategies and write-protect features requiring electronic access to

an off-site computer maintained by the manufacturer. Methods giving an
adequate level of tamper protection shall be approved by the responsible
authority.
6.1.8. Rounding
Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2.
provide rules for rounding to fulfil the requirements of this Regulation.
6.1.8.1. When the digit immediately to the right of the last place to be retained is less
than 5, that last digit retained shall remain unchanged.
Example:
If a result is 1.234 grams but only two places of decimal are to be retained, the
final result shall be 1.23 grams.
6.1.8.2. When the digit immediately to the right of the last place to be retained is greater
than or equal to 5, that last digit retained shall be increased by 1.
Example:
If a result is 1.236 grams but only two places of decimal are to be retained, and
because 6 is greater than 5, the final result shall be 1.24 grams.
6.1.9. The use of defeat devices that reduce the effectiveness of emission control
systems shall be prohibited. The prohibition shall not apply where:
(a) The need for the device is justified in terms of protecting the engine
against damage or accident and for safe operation of the vehicle;
(b) The device does not function beyond the requirements of engine
starting;
or
(c) The conditions are substantially included in the test procedures for
verifying evaporative emissions and average tailpipe emissions.
6.2. Test procedure
Table A specifies the various test requirements for type approval of a vehicle.
26
Table A
Application of test requirements for type-approval and extensions
Vehicle category Vehicles with positive ignition engines including hybrids1,2 Vehicles with Pure Hydrogen
compression electric fuel cell
ignition engines vehicles vehicles
including hybrids
Mono fuel Bi-fuel3 Flex-fuel3 Mono fuel
Reference fuel Petrol LPG NG/ Hydrogen Petrol Petrol Petrol Petrol Diesel Petrol — Hydrogen
Biomethane (ICE) (Fuel
LPG NG/ Hydrogen Ethanol (E85)
Cell)
Biomethane (ICE) 4
Type 1 test (for applicability of measured Yes Yes5 Yes5 Yes4 Yes Yes Yes Yes Yes Yes — —
components to fuels and vehicle (both (both fuels) (both (both fuels)
technology and therefore measurement fuels) fuels)
procedures, see Table 1A and Table 1B)
(limits)
ATCT Yes Yes Yes Yes4 Yes Yes Yes Yes Yes Yes — —
(14°C test) (both (both fuels) (both (both fuels)
fuels) fuels)
Evaporative emissions Yes Yes 6 Yes 6 — Yes Yes Yes Yes — Yes — —
(Type 4 test) (petrol (petrol only) (petrol (petrol only)
only) only)
Durability Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes — —
(Type 5 test) (petrol (petrol only) (petrol (petrol only)
only) only)
OBD Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes — —
OBFCM Yes — — — — — — Yes Yes Yes — —

(both fuels)
1 Specific test procedures for hydrogen vehicles will be defined at a later stage.
2 Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct injection engines
3 When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.
4 Only NOx emissions shall be determined when the vehicle is running on hydrogen.
5 For Level 1A only - Particulate mass and particle number limits and respective measurement procedures shall not apply. For Level 1B only - In the case that a mono-fuel gas vehicle has
a petrol tank it shall also be tested using the applicable petrol reference fuel
In the case that a mono-fuel gas vehicle has a petrol tank, otherwise and for Level 1A “—“
27
6
6.2.6. Each of the vehicle families specified below shall be attributed a unique
identifier of the following format:
FT-nnnnnnnnnnnnnnn-WMI
Where:
FT is an identifier of the family type:
(a) IP = Interpolation family as defined in paragraph 6.3.2. with or without
using the interpolation method
(b) RL = Road load family as defined in paragraph 6.3.3.
(c) RM = Road load matrix family as defined in paragraph 6.3.4.
(d) PR = Periodically regenerating systems (Ki) family as defined in
paragraph 6.3.5.
(e) AT = ATCT family as defined in paragraph 2. of Annex B6a.
(f) EV = Evaporative emissions family, as defined in paragraph 6.6.3.
(g) DF = Durability family, as defined in paragraph 6.7.5.
(h) OB = OBD family identifier, as defined paragraph 6.8.1.
(i) ER = Exhaust after-treatment system using reagent (ER) family
identifier, as defined in paragraph 6.9.2.
(j) GV = GFV family identifier, as defined in paragraph 6.3.6.3.
nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted
to using the characters 0-9, A-Z and the underscore character '_'.
WMI (world manufacturer identifier) is a code that identifies the manufacturer
in a unique manner defined in ISO 3780:2009.
It is the responsibility of the owner of the WMI to ensure that the combination
of the string nnnnnnnnnnnnnnn and the WMI is unique to the family and that
the string nnnnnnnnnnnnnnn is unique within that WMI to the approval tests
performed to obtain the approval.
6.3. Description of Type 1 test (WLTP)
The Type 1 test shall be carried out on all vehicles referred to in paragraph 1.
The test procedures and requirements of this paragraph and Annexes Part B
shall be followed (as applicable).
6.3.1. The Type 1 test shall be performed according to:
(a) The WLTCs as described in Annex B1;
(b) The gear selection and shift point determination as described in Annex
B2;
(c) The appropriate fuel(s) as specified in Annex B3;
(d) The road load and dynamometer settings as described in Annex B4;
(e) The test equipment as described in Annex B5;
(f) The test procedures as described in Annexes B6 and B8;
(g) The methods of calculation as described in Annexes B7 and B8.
28
6.3.2. Interpolation family
6.3.2.1. Interpolation family for pure ICE vehicles

6.3.2.1.1. Vehicles may be part of the same interpolation family in any of the following
cases including combinations of these cases:
(a) They belong to different vehicle classes as described in paragraph 2. of

Annex B1;
(b) They have different levels of downscaling as described in paragraph 8.

of Annex B1;
(c) They have different capped speeds as described in paragraph 9. of
Annex B1.
6.3.2.1.2. Only vehicles that are identical with respect to the following vehicle/power-
train/transmission characteristics may be part of the same interpolation family:
(a) Type of internal combustion engine: fuel type (or types in the case of
flex-fuel or bi-fuel vehicles), combustion process, engine capacity, full-
load characteristics, engine technology, and charging system, and also
other engine subsystems or characteristics that have a non-negligible
influence on CO2 mass emission under WLTP conditions;
(b) Operation strategy of all CO2 mass emission influencing components
within the powertrain;
(c) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.);
(d) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to n/v ratios of the most
commonly installed transmission type is within 8 per cent;
(e) Number of powered axles.
6.3.2.1.3. If an alternative parameter such as a higher nmin_drive, as specified in

paragraph 2.(k) of Annex B2, or ASM, as defined in paragraph 3.4. of Annex
B2 is used, this parameter shall be the same within an interpolation family.
6.3.2.2. Interpolation family for NOVC-HEVs and OVC-HEVs
In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and

NOVC-HEVs that are identical with respect to the following characteristics
may be part of the same interpolation family:
(a) Type and number of electric machines: construction type

(asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any
other characteristics having a non-negligible influence on CO2 mass
emission and electric energy consumption under WLTP conditions;
(b) Type of traction REESS (model, capacity, nominal voltage, nominal

power, type of coolant (air, liquid));
(c) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on CO2 mass
29
emission and electric energy consumption under WLTP conditions. At

the request of the manufacturer and with the approval of the approval
authority, electric energy converters between recharge-plug-in and
traction REESS with lower recharge losses may be included in the
family;
(d) The difference between the number of charge-depleting cycles from the
beginning of the test up to and including the transition cycle shall not
be more than one.
6.3.2.3. Interpolation family for PEVs
Only PEVs that are identical with respect to the following electric
powertrain/transmission characteristics may be part of the same interpolation
family:

other characteristics having a non-negligible influence on electric
energy consumption and range under WLTP conditions;
(b) Type of traction REESS (model, capacity, nominal voltage, nominal

(c) Transmission type (e.g. manual, automatic, CVT) and transmission
model (e.g. torque rating, number of gears, numbers of clutches, etc.);
(d) Number of powered axles;
(e) Type of electric energy converter between the electric machine and
other characteristics having a non-negligible influence on electric
energy consumption and range under WLTP conditions. At the request
of the manufacturer and with the approval of the approval authority,
electric energy converters between recharge-plug-in and traction
REESS with lower recharge losses may be included in the family.;
(f) Operation strategy of all components influencing the electric energy

consumption within the powertrain;
(g) n/v ratios (engine rotational speed divided by vehicle speed). This
concerned, the difference with respect to the n/v ratios of the most
commonly installed transmission type and model is within 8 per cent.
6.3.2.4. Interpolation family for OVC-FCHVs and NOVC-FCHVs
Only OVC-FCHVs and NOVC-FCHVs that are identical with respect to the
following electric powertrain/fuel cell/transmission characteristics may be part
of the same interpolation family:

other characteristics having a non-negligible influence on fuel
consumption (or fuel efficiency) and electric energy consumption under
WLTP conditions;
30
(b) Type of fuel cell (model, nominal voltage, type of coolant (air, liquid)),
and also other fuel cell subsystems or characteristics that have a non-
negligible influence on fuel consumption (or fuel efficiency) under
WLTP conditions;
(c) Type of traction REESS (model, capacity, nominal voltage, nominal

(d) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, numbers of clutches, etc.);
(e) Number of powered axles;
(f) Type of electric energy converter between the electric machine and
other characteristics having a non-negligible influence on fuel
consumption (or fuel efficiency) and electric energy consumption under
WLTP conditions. At the request of the manufacturer and with the
approval of the approval authority, electric energy converters between
recharge-plug-in and traction REESS with lower recharge losses may
be included in the family.;
(g) Operation strategy of all components influencing the fuel consumption
(or fuel efficiency) and electric energy consumption within the
powertrain;
(h) n/v ratios. This requirement shall be considered fulfilled if, for all
transmission ratios concerned, the difference with respect to the n/v
ratios of the most commonly installed transmission type and model is
within 8 per cent.
6.3.3. Road load family
Only vehicles that are identical with respect to the following characteristics
may be part of the same road load family:
(a) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.).
At the request of the manufacturer and with approval of the responsible
authority, a transmission with lower power losses may be included in
the family;
(b) n/v ratios (engine rotational speed divided by vehicle speed). This
concerned, the difference with respect to the transmission ratios of the
most commonly installed transmission type is within 25 per cent;
(c) Number of powered axles;
If at least one electric machine is coupled in the gearbox position neutral

and the vehicle is not equipped with a coastdown mode
(paragraph 4.2.1.8.5. of Annex B4) such that the electric machine has
no influence on the road load, the criteria in paragraph 6.3.2.2. (a) and
paragraph 6.3.2.3. (a) shall apply.
If there is a difference, apart from vehicle mass, rolling resistance and

aerodynamics, that has a non-negligible influence on road load, that
31
vehicle shall not be considered to be part of the family unless approved

by the responsible authority.
6.3.4. Road load matrix family
The road load matrix family may be applied for vehicles with a technically
permissible maximum laden mass ≥ 3,000 kg.
Vehicles with a technically permissible maximum laden mass ≥ 2,500 kg may
be part of the road load matrix family provided the driver seat R-point height
is above 850 mm from the ground.
“R-point” means “R” point or “seating reference point” as defined in
paragraph 2.4. of Annex 1 to the Consolidated Resolution on the Construction
of Vehicles (R.E.3.).
Only vehicles which are identical with respect to the following characteristics
may be part of the same road load matrix family:
(a) Transmission type (e.g. manual, automatic, CVT);
(b) Number of powered axles.
6.3.5. Periodically regenerating systems (Ki) family
may be part of the same periodically regenerating systems family:
(a) Type of internal combustion engine: fuel type, combustion process,
(b) Periodically regenerating system (i.e. catalyst, particulate trap);
(i) Construction (i.e. type of enclosure, type of precious metal, type

of substrate, cell density);
(ii) Type and working principle;
(iii) Volume ±10 per cent;
(iv) Location (temperature ±100 °C at second highest reference

speed).
(c) The test mass of each vehicle in the family shall be less than or equal to
the test mass of the vehicle used for the Ki demonstration test plus 250
kg.
6.3.6. Gas Fuelled Vehicles (GFV) Family
6.3.6.1. GFVs may be grouped into a family of vehicle types fuelled by LPG or
NG/biomethane which are then identified by a parent vehicle. For vehicles
which can also be fuelled by liquid fuels, this grouping only applies when the
vehicle is operated in a gas fuelled mode.
6.3.6.2. A GFV parent vehicle is a vehicle that is selected to act as the vehicle on which
the self-adaptability of a fuelling system is going to be demonstrated, and to
which the members of a GFV family refer. It is possible to have more than one
parent vehicle in a GFV family.
32
6.3.6.3. Member of the GFV family
6.3.6.3.1. Only vehicles which share the following essential characteristics with its GFV
parent(s) may be grouped in a GFV family:
(a) It is produced by the same manufacturer;
(b) It is subject to the same emission limits;
(c) If the gas fuelling system has a central metering for the whole engine:
It has a certified power output between 0.7 and 1.15 times that of the
GFV parent vehicle;
(d) If the gas fuelling system has an individual metering per cylinder:
It has a certified power output per cylinder between 0.7 and 1.15 times
that of the GFV parent vehicle;
(e) If fitted with a catalyst, it has the same type of catalyst i.e. three-way,
oxidation, de-NOx;
(f) It has a gas fuelling system (including the pressure regulator) from the
same system manufacturer and of the same type: induction, vapour
injection (single point, multipoint), liquid injection (single point,
multipoint);
(g) This gas fuelling system is controlled by an ECU of the same type and
technical specification, containing the same software principles and
control strategy. The vehicle may have a second ECU compared to the
GFV parent vehicle, provided that the ECU is only used to control the
injectors, additional shut-off valves and the data acquisition from
additional sensors.
6.3.6.3.2. With regard to requirements of paragraph 6.3.6.3.1. (c) and (d):
In the case where a demonstration shows that two gas-fuelled vehicles could
be members of the same family with the exception of their certified power
output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent
vehicles the family relation will be considered valid for any vehicle with a
certified power output between 0.7 P1 and 1.15 P2.
6.3.7. Additional requirements for vehicles fuelled by LPG or NG/biomethane
6.3.7.1. The additional requirements for vehicles fuelled by LPG or NG/biomethane

are provided in Annex B6.
6.3.7.2. For the Type 1 test set out in Annexes Part B, mono-fuel gas vehicles shall be
tested in the Type 1 test for variation in the composition of either LPG or
NG/biomethane, as set out in Annex B6 for pollutant emissions, with the fuel
used for the measurement of the net power in accordance with UN Regulation
No. 85.
6.3.7.3. Bi-fuel gas vehicles shall be tested with petrol and either LPG or
NG/biomethane. The tests on LPG or NG/biomethane shall be performed for
variation in the composition of LPG or NG/biomethane, as set out in Annex
B6 for pollutant emissions, and with the fuel used for the measurement of the
net power in accordance with UN Regulation No. 85.
33
6.3.7.4. This paragraph applies to Level 1A only.
Notwithstanding the requirement of paragraph 6.3.7.2., mono-fuel gas vehicles

will be regarded for the Type 1 test as vehicles that can only run on a gaseous
fuel.
6.3.8. Additional requirements for flex fuel vehicles

6.3.8.1. For flex fuel vehicles, the transition from one reference fuel to another between
the tests shall take place without manual adjustment of the engine settings.
6.3.9. OBFCM
For Level 1A only:
The OBFCM device shall determine the parameters and store the lifetime
values on board the vehicle in accordance to Appendix 5.
6.3.10. Limits for gaseous emissions and the mass of particulates and number of
particles (if PN measurement is required)
The resulting masses of gaseous emissions and the mass of particulates and
number of particles (if PN measurement is required) obtained shall be less than
the limits shown in Table 1A (for Level 1A) or Table 1B (for Level 1B):
34
Table 1A
This table is only applicable for L1A
Emissions limits for the Type 1 test
Reference mass Limit values

(RM) (kg)
Mass of carbon Mass of total Mass of non- Mass of oxides Combined mass Mass of Particle Number
monoxide (CO) hydrocarbons methane of nitrogen of hydrocarbons particulate matter (PN)
(THC) hydrocarbons (NOx) and oxides of (PM)
nitrogen
(NMHC)
(THC + NOx)
L1 L2 L3 L4 L2 + L4 L5 L6
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#/km)
Category Class PI CI PI CI PI CI PI CI PI CI PI1 CI PI1, CI
M — All 1,000 500 100 — 68 — 60 80 — 170 4.5 4.5 6.0 × 1011 6.0 × 1011
I RM ≤ 1,305 1,000 500 100 — 68 — 60 80 — 170 4.5 4.5 6.0 × 1011 6.0 × 1011
N1 II 1,305 < RM ≤ 1,760 1,810 630 130 — 90 — 75 105 — 195 4.5 4.5 6.0 × 1011 6.0 × 1011
III 1,760 < RM 2,270 740 160 — 108 — 82 125 — 215 4.5 4.5 6.0 × 1011 6.0 × 1011
N2 — All 2,270 740 160 — 108 — 82 125 — 215 4.5 4.5 6.0 × 1011 6.0 × 1011
PI Positive Ignition
CI Compression Ignition
1 Positive ignition particulate mass and number limits shall apply only to vehicles with direct injection engines.
35
36
Table 1B
This table is only applicable for L1B
Emissions limits for the Type 1 test
technically permissible Limit values

maximum laden mass
Mass of carbon Mass of non- Mass of oxides Mass of
(GVW) (kg)
monoxide (CO) methane of nitrogen particulate matter
hydrocarbons (NOx) (PM)
(NMHC)
L1 L3 L4 L5
(mg/km) (mg/km) (mg/km) (mg/km)
Category Class G, O D G,O D G D O G*1, O D
M — All 1,150 630 100 24 50 150 150 5 5

—*2 GVW≤ 1,700 1,150 630 100 24 50 150 150 5 5
N1, N2 — 1,700 < GVW ≤ 3,500 2,550 630 150 24 70 240 240 7 7
—*3 All 4,020 — 100 — 50 — 150 5 —
G Petrol, LPG
D Diesel
O Other fuel
1 For petrol or LPG, particulate mass limits shall apply only to vehicles with direct injection engines.
2 Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to
1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg.
3 Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and
vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg.
6.4. [Reserved]
6.5. [Reserved]
6.6. Type 4 test (Determination of evaporative emissions)
6.6.1. The Type 4 test shall be carried out on all vehicles with a petrol tank in
accordance with the requirements of paragraphs 6.6.2. to 6.6.4. and Annex C3.
For Level 1A;
Mono-fuel gas vehicles are exempted.
6.6.2. When tested in accordance with Annex C3 to this Regulation, evaporative
emissions shall be less than that specified in Table 2.
Table 2
Emission limit for evaporative emissions test
Mass of Evaporative Emission
(g/test)
2.0
6.6.3. Evaporative emission family

6.6.3.1. Only vehicles that are identical with respect to the characteristics listed in (a),
(d) and (e), technically equivalent with respect to the characteristics listed in
(b) and (c) and similar or, where applicable, within the stated tolerance
regarding the characteristics listed in (f) and (g) may be part of the same
evaporative emission family:
(a) Fuel tank system material and construction;
(b) Vapour hose material;
(c) Fuel line material and connection technique;
(d) Sealed tank or non-sealed tank system;
(e) Fuel tank relief valve setting (air ingestion and relief);
(f) Carbon canister butane working capacity (BWC300) within a 10 per
cent range of the highest value (for carbon canisters with the same type
of charcoal, the volume of charcoal shall be within 10 per cent of that
for which the BWC300 was determined);
(g) Purge control system (for example, type of valve, purge control
strategy).
The manufacturer shall demonstrate the technical equivalence of points (b) and
(c) to the responsible authority.
6.6.3.2. The vehicle shall be considered to produce worst-case evaporative emissions
and shall be used for testing if it has the largest ratio of fuel tank capacity to
BWC300 within the family. The vehicle selection shall be agreed in advance
with the responsible authority.
6.6.3.3. The use of any innovative system calibration, configuration, or hardware
related to the evaporative control system shall place the vehicle model in a
different family.
6.6.4. The responsible authority shall not grant type approval if the information
provided is insufficient to demonstrate that the evaporative emissions are
effectively limited during the normal use of the vehicle.
37
6.7. Type 5 test (Description of the endurance test for verifying the durability of
pollution control devices)
6.7.1. This test shall be carried out on all vehicles referred to in paragraph 1. to which
the test specified in paragraph 6.3. applies. The test represents an ageing test
up to the target useful life driven in accordance with the programme described
in Annex C4 to this Regulation on a test track, on the road or on a chassis
dynamometer.
For Level 1A;
The target useful life is 160,000 km.
For Level 1B;
The target useful life is 80,000 km. For vehicles having engine displacement
less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m,
vehicle width less than or equal to 1.48 m, and vehicle height less than or equal
to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less
than or equal to 350 kg the target useful life is 60,000 km.
6.7.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be
tested in the Type 5 test on petrol only. In that case the deterioration factor
found with unleaded petrol will also be taken for LPG or NG.
6.7.1.2. Special requirements for hybrid vehicles are provided in Appendix 4 to
Annex C4.
6.7.2. Notwithstanding the requirement of paragraph 6.7.1., a manufacturer may
choose to have the deterioration factors from Tables 3a or 3b (as applicable)
used as an alternative to testing to paragraph 6.7.1.
Table 3a
This table is only applicable for Level 1A
Multiplicative Deterioration factors
Assigned multiplicative deterioration factors
Engine Category Particulate

HC + Particles
CO THC NMHC NOx
NOx Matter (PM) (PN)
Positive 1.5 1.3 1.3 1.6 - 1.0 1.0

ignition
Compression- As there are no assigned deterioration factors for compression
ignition ignition vehicles, manufacturers shall use the whole vehicle or
bench ageing durability test procedures to establish deterioration
factors.
Table 3b
This table is only applicable for Level 1B
Additive Deterioration factors
Assigned additive deterioration factors

Engine Category
CO NMHC NOx PM
Gasoline fuel and 0.11 0.12 0.21 0.00

LPG
Compression- As there are no assigned deterioration factors for
ignition compression ignition vehicles, manufacturers shall use the
whole vehicle ageing durability test procedures to establish
deterioration factors.
38
6.7.3. This paragraph is applicable for Level 1A only

At the request of the manufacturer, the Technical Service may carry out the
Type 1 test before the Type 5 test has been completed using the deterioration
factors in the table above. On completion of the Type 5 test, the Type Approval
Authority may then amend the type approval results recorded in Annex A2 to
this Regulation by replacing the deterioration factors in the above table with
those measured in the Type 5 test.
6.7.4. Deterioration factors are determined using one of the procedures specified in
paragraph 1.1. of Annex C4 (as applicable). The factors are used to establish
compliance with the requirements of paragraphs 6.3. and 8.2.
6.7.5. Durability family
Only vehicles whose engine or pollution control system parameters are
identical or remain within the prescribed tolerances with reference to the
vehicle used for the determination of the Deterioration Factor may be part of
the same Durability family:
(a) Engine
(i) Ratio between engine cylinder capacity and the volume of each
catalytic component and/or filter (-10 to +5 per cent);
(ii) Difference in engine capacity within either ±15 per cent of the
capacity of the tested vehicle or 820 cm3 whichever value is
lower;
(iii) Cylinder configuration (number of cylinders, shape, distance
between bores and other configurations);
(iv) Number of valves, control of valves, and camshaft driven
method;
(v) Fuel type and fuel system,
(vi) Combustion process.
(b) Pollution control system parameters:
(i) Catalytic converters and particulate filters:
number and layout of catalytic converters, filters and elements,
type of catalytic activity (oxidizing, three-way, lean NOx trap,
SCR, lean NOx catalyst or other), and filtering characteristics;
precious metal load (identical or higher),
precious metal type and ratio (± 15 per cent),
substrate (structure and material),
cell density.
(ii) Air injection:
with or without
type (pulsair, air pumps, other(s))
(iii) EGR:
with or without
type (cooled or non-cooled, active or passive control, high
pressure/low pressure/combined pressure).
(iv) other devices having an influence on durability.
39
6.8. On-board diagnostics OBD – Test

This test shall be carried out on vehicle types as indicated in Table A. The test
procedure described in paragraph 3. of Annex C5 to this Regulation shall be
followed.
6.8.1. OBD family
6.8.1.1. Parameters defining the OBD family
The OBD family means a manufacturer's grouping of vehicles which, through
their design, are expected to have similar exhaust emission and OBD system
characteristics. Each engine of this family shall comply with the requirements
of this Regulation.
The OBD family may be defined by basic design parameters which shall be
common to vehicles within the family. In some cases there may be interaction
of parameters. These effects shall also be taken into consideration to ensure
that only vehicles with similar exhaust emission characteristics are included
within an OBD family.
6.8.1.2. To this end, those vehicles whose parameters described below are identical
may be considered to belong to the same OBD family.
Engine:
(a) Combustion process (i.e. positive ignition, compression-ignition, two-
stroke, four-stroke/rotary);
(b) Method of engine fuelling (i.e. single or multi-point fuel injection); and
(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/
biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi-
fuel petrol/LPG).
Emission control system:
(a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst,
SCR, other);
(b) Type of particulate trap;
(c) Secondary air injection (i.e. with or without); and
(d) Exhaust gas recirculation (i.e. with or without);
OBD parts and functioning:
The methods of OBD functional monitoring malfunction detection and
malfunction indication to the vehicle driver.
6.8.2. OBD thresholds
The OBD thresholds referred to in Annex C5 are specified in Table 4A and
Table 4B.
40
Table 4A
This table is only applicable for Level 1A
OBD thresholds
Reference mass Mass of carbon Mass of non-methane Mass of oxides of Mass of

(RM) monoxide hydrocarbons nitrogen particulate
matter1
(kg)
(CO) (NMHC) (NOx) (PM)
Category Class PI CI PI CI PI CI CI PI
M — All 1,900 1,750 170 290 90 140 12 12
N1 I RM ≤ 1305 1,900 1,750 170 290 90 140 12 12
II 1305 < RM ≤ 1760 3,400 2,200 225 320 110 180 12 12
III 1760 < RM 4,300 2,500 270 350 120 220 12 12
N2 — All 4,300 2,500 270 350 120 220 12 12
PI Positive Ignition
CI Compression Ignition.
1
Positive ignition particulate mass and number limits apply only to vehicles with direct
injection engines
Table 4B
This table is only applicable for Level 1B
OBD thresholds
Reference mass Mass of carbon Mass of non-methane Mass of oxides of Mass of

(RM) monoxide hydrocarbons nitrogen particulate
matter1
(kg)
(CO) (NMHC) (NOx) (PM)
Category Class G D G D G D G D
M — All 4,060 — 320 — 300 — — —
—*1 GVW≤ 1,700 4,060 — 320 — 300 — — —
— 1,700 < GVW ≤ 8,960 — 460 — 410 — — —
N1, N2 3,500
—*2 All 14,120 — 320 — 300 — — —

G Petrol, LPG
D Diesel
1 Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or
equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m,
seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg
2 Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to
3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less
than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg
6.9. Vehicles that use a reagent for the exhaust after-treatment system
6.9.1. Vehicles that use a reagent for the exhaust after-treatment system shall meet
the requirements specified in Appendix 6 to this Regulation.
41
6.9.2. Exhaust after-treatment system using reagent (ER) family definition

may be part of the same ER family:
(a) Reagent injector (principle, construction)
(b) Reagent injector location
(c) Detection strategies (for reagent level, dosing and quality or for reagent
level and monitoring NOx emissions)
(d) Warning display: messages, tell-tales lighting sequences and audible
component sequences, if any
(e) Inducement option
(f) NOx sensor (application of option described in paragraph 6 of
Appendix 6) or reagent quality sensor (application of option described
in paragraphs 4 and 5 of Appendix 6)
The manufacturer and the approval authority shall agree which vehicle model
is representative for the ER family.
7. Modification and extension of the type approval

7.1. Every modification of the vehicle type shall be notified to the Type Approval
Authority that approved the vehicle type. The Type Approval Authority may
then either:
7.1.1. Consider that the modifications made are contained within the families covered
by the approval or are unlikely to have an appreciable adverse effect on the
values of CO2 and fuel consumption or electric energy consumption and that,
in this case, the original approval will be valid for the modified vehicle type;
or
7.1.2. Require a further test report from the Technical Service responsible for
conducting the tests.
7.2. Confirmation or refusal of approval, specifying the alterations, shall be
communicated by the procedure specified in paragraph 5.3. to the Contracting
Parties to the Agreement which apply this Regulation.
7.3. The Type Approval Authority issuing the extension of approval shall assign a
series number to the extension and inform thereof the other Contracting Parties
to the 1958 Agreement applying this Regulation by means of a communication
form conforming to the model in Annex A2 to this Regulation.
7.4. Extensions for tailpipe emissions (Type 1 test) and OBFCM
7.4.1. The type-approval shall be extended without the need for further testing to
vehicles if they conform to the criteria of paragraph 3.0.1. (a) and (c).
Additionally to the criteria above, in the cases when the Interpolation Family
Vehicle High and/ or Vehicle Low are changed, the new Vehicle High and/or
Vehicle Low shall be tested and the CO2 emission of the tested vehicle
resulting from step 9 of Table A7/1 of Annex B7 and step 8 of Table A8/5 in
Annex B8 shall be less than or equal to the CO2 emission which lies on a
straight line through the CO2 values of the original Vehicles Low and High
when plotted against cycle energy and corresponding to the cycle energy
demand of the tested vehicle.
The measured criteria emissions shall respect the limits set out in
paragraph 6.3.10.
42
The accuracy of the OBFCM shall be calculated for any Type 1 tests performed
in order to gain an extension and shall respect the criteria set out in
paragraph 4.2 of Appendix 5.
7.4.1.1. If the type-approval has been granted only in relation to Vehicle High, it shall
only be extended under the circumstances (a), (b) or (c) below:
(a) To include additional vehicles which conform to the criteria of
paragraph 3.0.1. (a) and (c) and have a cycle energy lower than that of
Vehicle High.
(b) To create an interpolation family by testing Vehicle Low (preferably
using the vehicle which was tested as Vehicle High for the original
approval). In this case all vehicles covered by the extended approval
shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c).
(c) To create an interpolation family by renaming Vehicle High as Vehicle
Low and testing Vehicle High (preferably using the vehicle which was
tested as Vehicle High for the original approval). In this case all
vehicles covered by the extended approval shall conform to the criteria
of paragraph 3.0.1. (a), (b) and (c).
7.4.2. Vehicles with periodically regenerating systems
For Ki tests undertaken under Appendix 1 to Annex B6, the type-approval shall
be extended to vehicles if they conform to the criteria of paragraph 6.3.5.
7.5. Extensions for evaporative emissions (Type 4 test)
7.5.1. For tests performed in accordance with Annex C3 the type-approval shall be
extended to vehicles belonging to an approved evaporative emission family as
defined in paragraph 6.6.3.
7.6. Extensions for durability of pollution control devices (Type 5 test)
7.6.1. For tests performed in accordance with Annex C4 the deterioration factors
shall be extended to different vehicles and vehicle types, provided that both of
the following conditions apply:
(a) The vehicles belong to the same Durability family, as defined in the
paragraph 6.7.5.;
(b) The worst case Deterioration Factor (DF) derived within the Durability
Family is applied. If vehicles with a cycle energy demand higher than
that of the vehicle for which the DFs were established are to be included
by extension, the worst case DF is determined on the vehicle with the
highest temperature at the inlet of the pollution control system,
measured as prescribed in paragraph 7.6.2.
7.6.2. The temperature at the inlet of the pollution control device shall be lower than
the temperature of the vehicle tested for DF determination plus 50°C. It shall
be checked under following stabilized conditions. A vehicle meeting the
requirements of paragraph 1.2. of Annex C4 for the extended durability family
shall be brought to a speed of the maximum vehicle speed minus 10km/h or
120 km/h, whichever is lower, and kept at that constant speed for at least 15
minutes at the load setting of the Type 1 test. At any time after this period, the
temperature at catalyst inlet shall be measured for at least 2 continued minutes
while the vehicle is kept at that constant speed and the average temperature
value shall be taken as representative value.
7.7. Extension for OBD
For OBD the type approval can be extended to vehicles belonging to an
approved OBD family as defined in paragraph 6.8.1.
43
8. Conformity of production (COP)

8.1. Every vehicle produced under a type approval according to this Regulation
shall conform with regard to the vehicle type approved. The conformity of
production procedures shall comply with those set out in the 1958 Agreement,
Schedule 1 (E/ECE/TRANS/505/Rev.3), with the following requirements:
8.1.1. The manufacturer shall implement adequate arrangements and documented
control plans and carry-out, at intervals specified in this Regulation, the
necessary tests to verify continued conformity with the approved type. The
manufacturer shall obtain agreement for these arrangements and control plans
from the responsible authority. The responsible authority shall perform audits
at specific intervals. This audit shall include production and test facilities as
part of the product conformity and continued verification arrangements. Where
necessary the responsible authority may require additional tests to be
conducted.
8.1.2. The manufacturer shall check the conformity of production by conducting the
appropriate tests in accordance with Table 8/1 and Table 8/2 and with the OBD
requirements, where applicable according to Table A in paragraph 6. Where
applicable and if required according to Table A, the manufacturer shall
determine and report the OBFCM device accuracy in accordance with
Appendix 5.
The specific procedures for conformity of production are set out in
paragraphs 8.2. to 8.4. and Appendices 1 to 4.
Table 8/1
Type 1 Applicable Type-1 CoP requirements for the different types of vehicle
Criteria Electric energy

Type of vehicle emissions CO2 emissions Fuel Efficiency consumption
Pure ICE Level1A and Level 1A Level 1B Not Applicable

Level 1B
NOVC-HEV Level 1A and Level 1A Level 1B Not Applicable
Level 1B
OVC-HEV Level 1A and Level 1A: Level 1B: Level1A and
Level 1B: CS only CS only Level 1B:
CD(1) and CS
both CD only
PEV Not Not Not Level1A and
Applicable Applicable Applicable Level 1B
NOVC- Not Not Exempted Not Applicable
FCHV Applicable Applicable
OVC-FCHV Not Not Exempted Exempted

Applicable Applicable
(1)
Only if there is combustion engine operation during a valid CD Type 1 test for CoP
verification
44
Table 8/2
Type 4 Applicable Type 4 CoP requirements for the different vehicle types
Vehicle type Evaporative emissions
ICE Level 1A (1)

Level 1B (2)
NOVC-HEV Level 1A (1)
Level 1B (2)
OVC-HEV Level 1A (1)
Level 1B (2)
PEV Not Applicable
NOVC-FCHV Not Applicable
OVC-FCHV Not Applicable
(1)
Only for vehicles fuelled by petrol with the exemption of mono-fuel gas vehicles
(2)
Only for vehicles fuelled by petrol
8.1.3. CoP family

The manufacturer is allowed to split the CoP family into smaller CoP families.
If the vehicle production takes place in different production facilities, different
CoP families shall be created for each facility. An interpolation family can be
represented in one or more CoP families.
For Level 1A:
The manufacturer may request to merge these CoP families. The responsible
authority shall evaluate on the basis of the supplied evidence by the
manufacturer whether such a merge is justified.
For Level 1B:
At the request of the manufacturer, CoP families from different production
facilities may be merged. For Type 1 testing this is only permitted if the
planned annual production volume of each production plant is less than 1,000.
8.1.3.1. CoP family for Type 1 test
For the purposes of the manufacturer's conformity of production check on the
Type 1 test, including, where applicable and if required, the determination of
the OBFCM device accuracy, the family means the conformity of production
(CoP) family as specified in paragraphs 8.1.3.1.1 and 8.1.3.1.2.
8.1.3.1.1. For interpolation families as described in paragraph 6.3.2. with a planned
vehicle production volume of more than 1,000 vehicles per 12 months, the CoP
family for the Type 1 test shall be identical to the interpolation family.
8.1.3.1.2. For interpolation families as described in paragraph 6.3.2. with a planned
production volume of 1,000 vehicles or less per 12 months, it is allowed to
include other interpolation families into the same CoP family, up to a combined
maximum production volume of 5,000 vehicles per 12 months. At the request
of the responsible authority the manufacturer shall provide evidence on the
justification and technical criteria for merging these interpolation families,
ensuring that there is a large similarity between those families, for example in
the following cases:
(a) Two or more interpolation families are merged which were split
because the maximum interpolation range of 30 g/km CO2 is exceeded;
45
(b) Interpolation families that were split because there are different engine
power ratings of the same combustion engine;
(c) Interpolation families that were split because the n/v ratios are just
outside the tolerance of 8%;
(d) Interpolation families that were split, but still fulfil all the family criteria
of a single IP family.
8.1.3.2. CoP family for Type 4 test
For the purposes of the manufacturer's conformity of production check on the
Type 4 test, the family means the conformity of production (CoP) family,
which shall be identical to the evaporative emissions family, as described in
paragraph 6.6.3.
8.1.3.3. CoP family for OBD
For the purposes of the manufacturer's conformity of production check on
OBD, the family means the conformity of production (CoP) family, which
shall be identical to the OBD family, as described in paragraph 6.8.1.
8.1.4. Test frequency for the Type 1 test
8.1.4.1. For Level 1A:
The frequency for product verification on the Type 1 test performed by the
manufacturer shall be based on a risk assessment methodology consistent with
the international standard ISO 31000:2018 — Risk Management — Principles
and guidelines, and shall have a minimum frequency per CoP family of one
verification per 12 months.
For Level 1B:
The frequency for product verification on the Type 1 test performed by the
manufacturer shall have a minimum frequency per CoP family of one
8.1.4.2. If the number of vehicles produced within the CoP family exceeds 7,500
vehicles per 12 months, the minimum verification frequency per CoP family
shall be determined by dividing the planned production volume per 12 months
by 5,000 and mathematically rounding this number to the nearest integer.
If the number of vehicles produced within the CoP family exceeds 17,500
vehicles per 12 months, the frequency per CoP family shall be at least one
For Level 1B:
If the number of vehicles produced within the CoP family exceeds 5,000
vehicles per month, the frequency per CoP family shall be at least one
verification per month.
8.1.4.4. The product verifications shall be evenly distributed over the period of 12
months or over the production period in the case that this is less than 12 months.
The last product verification shall reach a decision within 12 months unless the
manufacturer can justify that an extension of a maximum of one month is
necessary.
8.1.4.5. The planned production volume of the CoP family per a 12-month period shall
be monitored by the manufacturer on a monthly basis, and the responsible
authority shall be informed if any change in the planned production volume
causes changes to either the size of the CoP family or the Type 1 test frequency.
46
8.1.5. Test frequency for the Type 4 test

Once per year a vehicle shall be randomly taken from the CoP family described
in paragraph 8.1.3.2. and subjected to the three tests described in Appendix 4.
8.1.6. Audits by the responsible authority
The responsible authority shall perform audits for verifying the manufacturer’s
arrangements and documented control plans at the facility of the manufacturer,
in all cases, with a minimum frequency of one audit per 12 months.
Where the interpolation method is used, verification of the interpolation
calculation may be carried out by, or at the request of, the responsible authority
as part of the audit process.
If the responsible authority is not satisfied with the audit results, physical tests
shall directly be carried out on production vehicles as described in
paragraphs 8.2. to 8.4. to verify the conformity of the vehicle production.
For Level 1A only:
The manufacturers arrangements and documented control plans shall be based
on a risk assessment methodology consistent with the international standard
ISO 31000:2018 — Risk Management — Principles and guidelines.
8.1.7. Physical test verifications by the responsible authority
For Level 1A:
The normal frequency of physical test verifications by the responsible authority
shall be based on the results of the auditing procedure of the manufacturer on
a risk assessment methodology and in all cases with a minimum frequency of
one verification test per three years. The responsible authority shall conduct
these physical emission tests on production vehicles as described in
paragraphs 8.2. to 8.4.
In the case that the manufacturer is conducting the physical tests, the
responsible authority shall witness these tests at the manufacturer's facility.
For Level 1B:
The normal frequency of physical test verifications by the responsible authority
shall be a minimum frequency of one verification test per three years. The
responsible authority shall conduct these physical emission tests on production
vehicles as described in paragraphs 8.2. to 8.4.
In the case that the manufacturer is conducting the physical tests, the
responsible authority shall witness these tests at the manufacturer's facility.
8.1.8. Reporting
The responsible authority shall report the results of all audit checks and
physical tests performed on verifying conformity of the manufacturers and file
it for a period of a minimum of 10 years. These reports should be available for
other responsible authorities
8.1.9. Non-conformity
In the case that a non-conformity is observed, Article 4 of the 1958 Agreement
shall apply.
8.2. Checking the conformity for a Type 1 test
8.2.1. The Type 1 test shall be carried out on a minimum of three production vehicles,
which shall be valid members of the CoP family as described in
paragraph 8.1.3.1.
8.2.2. Vehicles shall be selected at random in the CoP family. The manufacturer shall
not undertake any adjustment to the vehicles selected.
47
In the case that vehicles in the CoP family are assembled in different
production facilities, at the request of the responsible authority the
manufacturer shall adapt the selection of vehicles from across the different
production facilities, without prejudice to the principle of random selection
within a production facility.
In the case that multiple IP families are included in the CoP family, at the
request of the responsible authority the manufacturer shall adapt the selection
of vehicles from across the different interpolation families, without prejudice
to the principle of random selection within an interpolation family.
8.2.3. Type 1 test procedure
8.2.3.1. Where applicable, in accordance with Table 8/1, the verification of the criteria
emissions, CO2 emissions, fuel efficiency and electric energy consumption,
shall be carried out in accordance with the specific requirements and
procedures in Appendix 1. Where applicable and if required, the manufacturer
shall determine and report the OBFCM device accuracy in accordance with
Appendix 5.
8.2.3.2. The statistical procedure for calculating the test criteria and to arrive at a pass
or fail decision is described in Appendix 2 and in the flowchart of Figure 8/1.
Where applicable, in accordance with Table 8/1, the production of a CoP
family shall be deemed to not conform when a fail decision is reached in
accordance with the test criteria in Appendix 2. for one or more of the criteria
emissions, CO2 emissions, fuel efficiency or electric energy consumption.
Where applicable, in accordance with Table 8/1, the production of a CoP
family shall be deemed to conform once a pass decision is reached in
accordance with the test criteria in Appendix 2 for all the criteria emissions,
CO2 emissions, fuel efficiency or electric energy consumption.
Where applicable, in accordance with Table 8/1, when a pass decision has been
reached for one criteria emission, that decision shall not be changed by any
additional tests carried out to reach a decision for the other criteria emissions,
CO2 emissions, fuel efficiency or electric energy consumption.
Where applicable, in accordance with Table 8/1, if a pass decision is not
reached for all the criteria emissions, CO2 emissions, fuel efficiency or electric
energy consumption, if applicable, in accordance with Table 8/1, another
vehicle is added to the sample by selecting this according to paragraph 8.2.2.
and performing the Type 1 test. The statistical procedure described in
Appendix 2 shall be repeated until a pass decision is reached for all the criteria
emissions, CO2 emissions, fuel efficiency or electric energy consumption.
The maximum sample size shall be:
For Level 1A: 16 vehicles
For Level 1B: 32 vehicles for criteria emissions, 11 for fuel efficiency and
electric energy consumption.
48
Figure 8/1
Flowchart of the CoP test procedure for the Type 1 test
Test of three vehicles
Computation of test statistic in

accordance with Appendix 2
Does the test statistic of Appendix 2 agree with the criteria for failing the YES
family for any criteria emission, CO2 emission, fuel efficiency and/or electric CoP family
is rejected
energy consumption, where applicable and in accordance with table A8/1?
NO
Does the test statistic of Appendix 2 agree with the criteria for passing the
family for any criteria emission, CO2 emission, fuel efficiency and/or electric
energy consumption, where applicable and in accordance with table A8/1?
NO YES
Evaluation of the test statistic shall be omitted for those criteria emission, CO 2
emission, fuel efficiency and/or electric energy consumption, where applicable
and in accordance with table A8/1, for which a pass decision is reached
Is a pass decision reached for all criteria emission, CO2 emission, fuel YES
CoP family
efficiency and/or electric energy consumption where applicable and in is accepted
accordance with table A8/1?
NO
Test another vehicle, up to a maximum

sample as specified
49
8.2.4. Run-in factors

At the request of the manufacturer and with the acceptance of the responsible
authority, a run-in test procedure may be carried out on a vehicle of the CoP
family to establish derived run-in factors for criteria emissions, CO2 emissions
and/or electric energy consumption according to the test procedure in
Appendix 3.
For Level 1B:
At the request of the manufacturer and with the acceptance of the responsible
authority, a run-in test procedure may be carried out on a vehicle of the CoP
family to establish derived run-in factors for fuel efficiency and/or electric
energy consumption according to the test procedure in Appendix 3.
8.2.4.2. For the application of derived run-in factors, the system odometer of the CoP
test vehicle Dj shall preferably be within -10 km of the mileage at the start of
the 1st test and +10 km of the mileage at the start of the 2nd test on the run-in
test vehicle Di, prior to when it was run in.
At the option of the manufacturer, for CO2 emissions, in g/km an assigned run-
in factor of 0.98 may be applied if the system odometer setting at the start of
the CoP test is less than or equal to 80 km. If the assigned run-in factor for CO2
emissions is applied, no run-in factors shall be applied for criteria emissions
and electric energy consumption.
For Level 1B:
At the option of the manufacturer, for fuel efficiency, in km/l, an assigned run-
in factor of 1.02 may be applied if the system odometer setting at the start of
the CoP test is less than or equal to 80 km. If the assigned run-in factor for fuel
efficiency is applied, no run-in factors shall be applied for electric energy
consumption.
8.2.4.4. The run-in factor shall be applied to the CoP test result that is calculated
according to Step 4c of Table A7/1 in Annex B7 or Step 4c in Table A8/5 of
Annex B8.
8.2.4.5. Test cell correction
Only for Level 1B:
In the case that a clear technical difference is observed, it is allowed to apply
a test cell correction between the test equipment used for the type approval and
the test equipment used for CoP. The test cell correction shall be recorded in
the test report.
8.2.5. Test fuel
8.2.5.1. For the Type 4 test, the reference fuel shall be used in accordance with the
specifications in paragraph 7. of Annex B3.
For Level 1A:
All remaining tests shall be conducted with commercial fuel. However, at the
manufacturer’s request, the reference fuels in accordance with the
specifications in Annex B3 may be used for the Type 1 test.
For Level 1B:
All remaining tests shall be conducted with reference fuels in accordance with
the specifications in Annex B3 for the Type 1 test. However, at the request of
the manufacturer the mileage accumulation for the run-in in paragraph 1.7. of
Appendix 3 may be conducted with commercial fuel.
50
8.2.5.2. Tests for conformity of production of vehicles fuelled by LPG or

NG/biomethane may be performed with a commercial fuel of which the C3/C4
ratio lies between those of the reference fuels in the case of LPG, or of one of
the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel
analysis shall be presented to the responsible authority.
8.2.6. Criteria for validity of speed trace tolerances and drive trace indices of the
Type 1 CoP test
The speed trace tolerances and drive trace indices shall fulfil the criteria
specified in paragraph 2.6.8.3. of Annex B6.
8.3. Checking the conformity for a Type 4 test
8.3.1. The production shall be deemed to conform if the vehicle selected and tested
according to paragraph 8.1.5. meets the requirements of all of those tests.
8.3.2. If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a
further random sample of four vehicles shall be taken from the same family
without unjustified delay and subjected to the tests described in Appendix 4.
The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 6 months after the initial failed test has been
detected.
8.3.3. If the vehicles tested do not satisfy the requirements of paragraph 8.3.2., a
further random sample shall be taken from the same family without unjustified
delay and subjected to the tests described in Annex C3.
If the vehicle tested does not satisfy the requirements of Annex C3, a further
random sample of four vehicles shall be taken from the same family and also
subjected without unjustified delay to the tests described in Annex C3.
On request of the manufacturer, for CoP tests described in Annex C3 the
Permeability Factor (PF) derived at Type Approval or the Assigned
Permeability Factor (APF) may be applied
The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 24 months after the initial failed test has
been detected.
8.3.3.1. For CoP tests described in Annex C3 which are performed on a vehicle which
has completed a mileage of less than 20,000 km a canister which has been aged
according to paragraph 5.1. of Annex C3 shall be used. This can be the original
canister from the test vehicle or another canister of identical specification. On
request of the manufacturer for these tests either the Permeability Factor (PF)
as defined in the paragraph 5.2. of Annex C3 which was established at Type
Approval for the evaporative family or the Assigned Permeability Factor
(APF) also defined in the paragraph 5.2. of Annex C3 shall be applied.
8.3.3.2. On request of the manufacturer, CoP tests described in Annex C3 may be
carried out on a vehicle which has completed a minimum mileage of
20,000 km up to a maximum of 30,000 km with no modifications to the vehicle
other than those described in the test procedure. When the test is carried out on
a vehicle which has completed a mileage of between 20,000 km and
30,000 km, the canister aging shall be omitted and the Permeability Factor or
Assigned Permeability Factor shall not be applied.
Independent of the accumulated mileage of the vehicle, non-fuel background
emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and
other rubber or polymer components) can be eliminated according to
paragraph 6.1. of Annex C3.
51
8.4. Checking the conformity of the vehicle for On-board Diagnostics (OBD)
8.4.1. When the approval authority determines that the quality of production seems
unsatisfactory, a vehicle shall be randomly taken from the family and subjected
to the tests described in Appendix 1 to Annex C5.
8.4.2. The production shall be deemed to conform if this vehicle meets the
requirements of the tests described in Appendix 1 to Annex C5.
8.4.3. If the vehicle tested does not satisfy the requirements of section 8.4.1., a further
random sample of four vehicles shall be taken from the same family and
subjected to the tests described in Appendix 1 to Annex C5. The tests may be
carried out on vehicles which have completed a maximum of 15,000 km with
no modifications.
8.4.4. The production shall be deemed to conform if at least three vehicles meet the
requirements of the tests described in Appendix 1 to Annex C5.
9. Penalties for non-conformity of production

9.1. The approval granted in respect of a vehicle type pursuant to this Regulation,
may be withdrawn if the requirements laid down in paragraph 8.1. are not
complied with or if the vehicle or vehicles taken fail to pass the tests prescribed
in paragraph 8.1.2.
9.2. If a Contracting Party to the 1958 Agreement which applies this Regulation
withdraws an approval it has previously granted, it shall forthwith so notify the
other Contracting Parties applying this Regulation, by means of a
communication form conforming to the model in Annex A2 to this Regulation.
10. Production definitively discontinued

If the holder of the approval completely ceases to manufacture a type of vehicle
approved in accordance with this Regulation, they shall so inform the Type
Approval Authority which granted the approval. Upon receiving the relevant
communication, that authority shall inform thereof the other Contracting
Parties to the 1958 Agreement applying this Regulation by means of copies of
the communication form conforming to the model in Annex A2 to this
Regulation.
11. Introductory provisions

11.1. Contracting Parties applying this Regulation shall not grant type approvals
according to this Regulations until a date eight months following its entry into
force.
12. Transitional provisions

12.1. As from the official date of entry into force of the 01 series of amendments to
this Regulation, and by way of derogation to the obligations of Contracting
Parties, the Contracting Parties applying this Regulation and also applying the
08 or a later series of amendments to UN Regulation No. 83 may refuse to
accept type approvals granted on the basis of this Regulation which are not
accompanied by an approval to the 08 or a later series of amendments to UN
Regulation No. 83.
12.2. This paragraph is only applicable for Level 1A
For Approvals to Level 1A only, until 1 September 2022 in the case of category
M and category N1 class I vehicles, and 1 September 2023 in the case of
52
category N1 class II and III and category N2 vehicles, Contracting Parties may
accept Type Approvals to EU legislation as evidence of compliance with the
provisions of this Regulation as detailed in (a) to (d) below:
(a) Type 1/I tests performed in accordance with Annex 4a to the 07 series
of amendments to UN Regulation No 83 before 1 September 2017 in
the case of category M and category N1 class I vehicles, and 1
September 2023 in the case of category N1 class II and III and category
N2 vehicles shall be accepted by the approval authority for the purposes
of producing deteriorated or defective components to simulate failures
for assessing the requirements of Annex C5 to this Regulation;
(b) With respect to vehicles of a WLTP interpolation family which fulfil
the extension rules specified in paragraph 2 of Annex 13 to the 07 series
of amendments to UN Regulation No. 83, procedures performed in
accordance with Section 3 of Annex 13 to the 07 series of amendments
to UN Regulation No. 83, before 1 September 2017 in the case of
category M and category N1 class I vehicles, and 1 September 2023 in
the case of category N1 class II and III and category N2 vehicles shall
be accepted by the approval authority for the purposes of fulfilling the
requirements of Appendix 1 to Annex B6 of this Regulation;
(c) Durability demonstrations where the first type 1/I test was performed
and completed in accordance with Annex 9 to the 07 series of
amendments to UN Regulation No. 83, before 1 September 2017 in the
case of category M and category N1 class I vehicles, and 1 September
2023 in the case of category N1 class II and III and category N2 vehicles
shall be accepted by the approval authorities for the purposes of
fulfilling the requirements of Annex C4 to this Regulation.
(d) Evaporative emissions tests conducted on the basis of the test procedure
set out in Annex VI of Regulation (EC) No 692/2008 as amended by
Regulation (EC) No 2016/646 which were used to approve evaporative
emissions families in the European Union before 31 August 2019 shall
be accepted by the approval authorities for the purposes of fulfilling the
requirements of Annex C3 to this Regulation.
13. Names and addresses of Technical Services

responsible for conducting approval tests, and of
Type Approval Authorities
The Contracting Parties to the 1958 Agreement which apply this Regulation
shall communicate to the United Nations Secretariat the names and addresses
of the Technical Services responsible for conducting approval tests and of the
Type Approval Authorities which grant approval and to which forms certifying
approval or extension or refusal or withdrawal of approval, issued in other
countries, are to be sent.
53
Appendix 1
Appendix 1
Type 1 test CoP verification for specific vehicle types

1. Verifying CoP on the criteria emissions for pure ICE vehicles, NOVC-HEVs
and OVC-HEVs
1.1. Each vehicle shall be tested on the chassis dynamometer set with the specific
mass inertia setting and road load parameters of the individual vehicle. The
chassis dynamometer shall be set to the target road load for the test vehicle
according to the procedure specified in paragraph 7. of Annex B4.
For Level 1B only:
The target setting procedure (specified in paragraph 7. of Annex B4) shall be
prohibited when the derived run-in factor is developed according to the
paragraph 1.5.2. of Appendix 3. In this case, the same dynamometer setting
values shall be applied as during type approval.
1.2. The applicable test cycle is the same used for the type approval of the
interpolation family to which the vehicle belongs.
1.3. The preconditioning test shall be carried out according to the provisions of
paragraph 2.6. of Annex B6, or of Appendix 4 to Annex B8, as applicable.
1.4. The test results shall be the values calculated for pure ICE vehicles according
to Step 9 of Table A7/1 of Annex B7, for NOVC-HEVs and OVC-HEVs
according to Step 8 of Table A8/5 of Annex B8 for the charge-sustaining
criteria emissions and according to Step 6 of Table A8/8 of Annex B8 for the
charge-depleting criteria emissions. Conformity against the applicable criteria
emissions limits shall be checked using the pass/fail criteria specified in
paragraph 6.3.10. of this Regulation.
For Level 1B only
The criteria emissions of each applicable test cycle during charge-depleting test
for OVC-HEV shall comply with the limits defined in Table 1B in
paragraph 6.3.10. of this Regulation, but shall not be checked against the
pass/fail criteria.
2. Verification of CoP on CO2 mass emissions/ fuel efficiency of pure ICE
vehicles
2.1. The vehicle shall be tested according to the Type 1 test procedure described in
Annex B6.
2.2. For Level 1A:
During this test, the CO2 mass emission MCO2,c,6 shall be determined according
to step 6 of Table A7/1 of Annex B7.
For Level 1B:
During this test, the fuel efficiency FEc,5 shall be determined according to
step 5 of Table A7/1 of Annex B7.
2.3. For Level 1A:
The conformity of production with regard to CO2 mass emissions shall be
verified on the basis of the values for the tested vehicle as described in
paragraph 2.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of
this Regulation.
54
Appendix 1
For Level 1B:

The conformity of production with regard to fuel efficiency shall be verified
on the basis of the values for the tested vehicle as described in paragraph 1.3.1.
and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.
2.3.1. CO2 mass emission values for CoP / Fuel efficiency values for CoP
For Level 1A:
In the case the interpolation method is not applied, the CO 2 mass emission
value MCO2,c,7 according to step 7 of Table A7/1 of Annex B7 shall be used for
verifying the conformity of production.
In the case the interpolation method is applied, the CO2 mass emission value
MCO2,c,,ind for the individual vehicle according to step 10 of Table A7/1 of
Annex B7 shall be used for verifying the conformity of production.
For Level 1B:
In the case the interpolation method is not applied, the fuel efficiency value
FEc,8 according to step 8 of Table A7/1 of Annex B7 shall be used for verifying
the conformity of production.
In the case the interpolation method is applied, the fuel efficiency value FEc,,ind
for the individual vehicle according to step 10 of Table A7/1 of Annex B7 shall
be used for verifying the conformity of production.
3. Verification of CoP on CO2 mass emissions/ fuel efficiency of NOVC-HEVs
3.1. The vehicle shall be tested as described in paragraph 3.3. of Annex B8.
3.2. For Level 1A:
During this test, the CO2 mass emission MCO2,CS,c,6 of the NOVC-HEV shall be
determined according to step 6 of Table A8/5 of Annex B8.
For Level 1B:
During this test, the fuel efficiency FECS,c,4c of the NOVC-HEV shall be
determined according to step 4c of Table A8/5 of Annex B8.
3.3. The conformity of production with regard to CO 2 mass emissions or fuel
efficiency, as applicable, shall be verified on the basis of the values for the
tested vehicle as described in paragraph 3.3.1. and applying a run-in factor as
defined in paragraph 8.2.4. of this Regulation.
3.3.1. CO2 mass emission values for CoP / Fuel efficiency values for CoP
For Level 1A:
In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
shall be used for verifying the conformity of production.
In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of
Table A8/5 of Annex B8 shall be used for verifying the conformity of
production.
For Level 1B:
In the case the interpolation method is not applied, the charge-sustaining fuel
efficiency value FECS,c,1 according to step 2 of Table A8/6 of Annex B8 shall
be used for verifying the conformity of production.
In the case the interpolation method is applied, the charge-sustaining fuel
efficiency value FECS,c,ind for the individual vehicle according to step 3 of Table
A8/6 of Annex B8 shall be used for verifying the conformity of production.
55
Appendix 1
4. Verification of CoP on electric energy consumption of PEVs

4.1. The vehicle shall be tested as described in paragraph 3.4. of Annex B8. During
the conformity of production verification, the break-off criterion for the Type
1 test procedure according to paragraph 3.4.4.1.3. of Annex B8 (consecutive
cycle procedure) and paragraph 3.4.4.2.3. of Annex B8 (Shortened Test
Procedure) shall be considered reached when having finished the first
applicable WLTP test cycle.
During this test cycle, the DC electric energy consumption from the REESS(s)
ECDC,first,i shall be determined according to paragraph 4.3 of Annex B8 where
∆EREESS,j shall be the electric energy change of all REESS and d j shall be the
actual driven distance during this test cycle.
4.2. The conformity of production with regard to electric energy consumption (EC)
shall be verified on the basis of the values for the tested vehicle as described
in paragraph 4.2.1. in the case that the type approval was conducted with the
consecutive cycle Type 1 test procedure and in paragraph 4.2.2. in case that
the type approval was conducted using the shortened Type 1 test procedure.
4.2.1. Consecutive cycle Type 1 test procedure values for CoP
In the case the interpolation method is not applied, the electric energy
consumption value ECDC,COP,final according to step 9 of Table A8/10 of
Annex B8 shall be used for verifying the conformity of production.
In the case that the interpolation method is applied, the electric energy
consumption value ECDC,COP,ind for the individual vehicle according to step 10
of Table A8/10 of Annex B8 shall be used for verifying the conformity of
production.
4.2.2. Shortened Type 1 Test Procedure values for CoP
In the case the interpolation method is not applied, the electric energy
consumption value ECDC,COP,final according to step 8 of Table A8/11 of Annex
B8 shall be used for verifying the conformity of production.
In the case the interpolation method is applied, the electric energy consumption
value ECDC,COP,ind for the individual vehicle according to step 9 of Table A8/11
of Annex B8 shall be used for verifying the conformity of production.
5. Verification of CoP on CO2 mass emissions / fuel efficiency and electric
consumption of OVC-HEVs
5.1. At the request of the manufacturer it is allowed to use different test vehicles
for the charge-sustaining test and charge-depleting test.
5.2. Verification of the charge-sustaining CO2 mass emissions / fuel efficiency, as
applicable, for conformity of production.
5.2.1. The vehicle shall be tested according to the charge-sustaining Type 1 test as
described in paragraph 3.2.5. of Annex B8.
5.2.2. For Level 1A:
During this test, the charge-sustaining CO2 mass emission MCO2,CS,c,6 shall be
determined according to step 6 of Table A8/5 of Annex B8.
For Level 1B:
During this test, the charge-sustaining fuel efficiency FECS,c,4c shall be
determined according to step 4c of Table A8/5 of Annex B8.
5.2.3. For Level 1A:
The conformity of production with regard to charge-sustaining CO2 mass
emissions shall be verified on the basis of the values for the tested vehicle as
56
Appendix 1
described in paragraph 5.2.3.1. for charge-sustaining CO2 mass emissions, and

applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.
For Level 1B:
The conformity of production with regard to charge-sustaining fuel efficiency
shall be verified on the basis of the values for the tested vehicle as described
in paragraph 5.2.3.1. for charge-sustaining fuel efficiency, and applying a run-
in factor as defined in paragraph 8.2.4. of this Regulation.
5.2.3.1. Charge-Sustaining CO2 mass emission / fuel efficiency values for CoP
For Level 1A:
In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of
production.
For Level 1B:
In the case that the interpolation method is not applied, the charge-sustaining
fuel efficiency value FECS,c according to step 2 of Table A8/6 of Annex B8
In the case the interpolation method is applied, the charge-sustaining fuel
efficiency value FECS,c,ind for the individual vehicle according to step 3 of
production.
5.3. Verification of CoP on charge-depleting electric energy consumption of OVC-
HEVs
5.3.1. The vehicle shall be tested during conformity of production according to
paragraph 5.3.1.1. If there is no engine start during the first cycle of the type
approval procedure of this vehicle, at the option of the manufacturer the vehicle
may be tested according to paragraph 5.3.1.2.
5.3.1.1. Charge-Depleting Type 1 test procedure
The vehicle shall be tested according to the charge-depleting Type 1 test
procedure as described in paragraph 3.2.4. of Annex B8. During this test, the
electric energy consumption ECAC,CD shall be determined according to step 9
of Table A8/8 of Annex B8.
If deemed necessary, the manufacturer shall demonstrate that preconditioning
of the traction REESS in advance of the CoP procedure is required. In such a
case, at the request of the manufacturer and with approval of the approval
authority, preconditioning of the traction REESS shall be done in advance of
the CoP procedure according to manufacturer’s recommendation.
5.3.1.2. First cycle of the Charge-Depleting Type 1 Test
5.3.1.2.1. The vehicle shall be tested according to the charge-depleting Type 1 test as
described in paragraph 3.2.4. of Annex B8 while the break-off criterion of the
charge-depleting Type 1 test procedure shall be considered reached when
having finished the first applicable WLTP test cycle and replace the break-off
criterion of the charge-depleting Type 1 test procedure according to
paragraph 3.2.4.4. of Annex B8.
During this test cycle, the DC electric energy consumption from the REESS(s)
ECDC,first,i shall be determined according to paragraph 4.3. of Annex B8 where
57
Appendix 1
∆EREESS,j shall be the electric energy change of all REESS and d j shall be the
actual driven distance during this test cycle.
5.3.1.2.2. In this cycle, there is no engine operation allowed. If there is engine operation,
the test during conformity of production shall be considered as void.
5.3.2. The conformity of production with regard to the charge-depleting electric
energy consumption shall be verified on the basis of the values for the tested
vehicle as described in paragraph 5.3.2.1. in the case that the vehicle is tested
according to paragraph 5.3.1.1. and as described in paragraph 5.3.2.2. in the
case that the vehicle is tested according to paragraph 5.3.1.2.
5.3.2.1. Conformity of production for a test according to paragraph 5.3.1.1.
In the case that the interpolation method is not applied, the charge-depleting
electric energy consumption value ECAC,CD,final according to step 16 of
production.
In the case the interpolation method is applied, the charge-depleting electric
energy consumption value ECAC,CD,ind for the individual vehicle according to
step 17 of Table A8/8 of Annex B8 shall be used for verifying the conformity
of production.
5.3.2.2. Conformity of production for a test according to paragraph 5.3.1.2.
In the case the interpolation method is not applied, the charge-depleting
electric energy consumption value ECDC,CD,COP,final according to step 16 of
production.
In the case the interpolation method is applied, the charge-depleting electric
energy consumption value ECDC,CD,COP,ind for the individual vehicle according
to step 17 of Table A8/8 of Annex B8 shall be used for verifying the conformity
of production.
58
Appendix 2
Appendix 2
Verification of conformity of production for Type 1 test—

statistical method
1. This Appendix describes the procedure to be used to verify the production
conformity requirements for the Type 1 test for criteria emissions, CO 2
emissions, fuel efficiency and electric energy consumption, as applicable and
in accordance with Table 8/1 of this Regulation, for pure ICE, NOVC-HEV,
PEV and OVC-HEV and, where applicable, to determine the OBFCM device
accuracy.
Measurements of the criteria emissions, CO2 emissions, fuel efficiency and
electric energy consumption, as applicable and in accordance with Table 8/1
of this Regulation, shall be carried out on a minimum number of 3 vehicles,
and consecutively increase until a pass or fail decision is reached. Where
applicable, the OBFCM device accuracy shall be determined for each of the N
tests.
2. Criteria emissions
2.1 Statistical procedure and pass/fail criteria
For Level 1A:
For the total number of N tests and the measurement results of the tested
vehicles, x1, x2, … xN, the average Xtests and the variance VAR shall be
determined:
(x1 + x2 + x3 +. . . +xN )
𝑋𝑡𝑒𝑠𝑡𝑠 =
N
and
(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 +. . . +(𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2
𝑉𝐴𝑅 =
𝑁−1
For OVC-HEV, in case of complete charge-depleting Type 1 test, the average
emissions over the complete test of an individual vehicle shall be considered
as a single value xi.
For each number of tests, one of the three following decisions can be reached
for criteria emissions, based on the criteria emission limit value L according to
Table 1A in paragraph 6.3.10. of this Regulation:
𝑉𝐴𝑅
(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 < 𝐴 ∙ 𝐿 −
𝐿
𝑁−3 𝑉𝐴𝑅
(ii) Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 ∙ 𝐿 − ( ∙ )
13 𝐿
(iii) Take another measurement if:

𝑉𝐴𝑅 𝑁−3 𝑉𝐴𝑅
𝐴∙𝐿 − ≤ 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 ∙ 𝐿 − ( ∙ )
𝐿 13 𝐿
For the measurement of criteria emissions the factor A is set at 1.05.

For Level 1B:
Case A: the manufacturer's production standard deviation is satisfactory.
With a minimum sample size of 3, the sampling procedure is set so that the
probability of a lot passing a test with 40 per cent of the production defective
is 0.95 (producer's risk = 5 per cent) while the probability of a lot being
accepted with 65 per cent of the production defective is 0.l (consumer's risk
= 10 per cent).
59
Appendix 2
For each of the criteria emissions given in Table 1B of paragraph 6.3.10. of

this Regulation, the following procedure is used (see Figure 8/1 in
paragraph 8.2.3.2. of this Regulation) where:
L= the natural logarithm of the limit value for the criteria emission,
xi = the natural logarithm of the measurement for the i-th vehicle of the
sample,
s= an estimate of the production standard deviation (after taking the
natural logarithm of the measurements),
n= the current sample number.
Compute for the sample the test statistic quantifying the sum of the standard
deviations from the limit and defined as:
1 n
 ( L −x i )
s i =1
If the test statistic is greater than the pass decision number for the sample size
given in Table A2/1, the criteria emission is passed;
If the test statistic is less than the fail decision number for the sample size given
in Table A2/1, the pollutant is failed; otherwise, an additional vehicle is tested
and the calculation reapplied to the sample with a sample size one unit greater.
60
Appendix 2
Table A2/1
Pass/fail decision number for the sample size
Cumulative number
of tested vehicles
(current sample size) Pass decision threshold Fail decision threshold
3 3.327 -4.724
4 3.261 -4.79
5 3.195 -4.856
6 3.129 -4.922
7 3.063 -4.988
8 2.997 -5.054
9 2.931 -5.12
10 2.865 -5.185
11 2.799 -5.251
12 2.733 -5.317
13 2.667 -5.383
14 2.601 -5.449
15 2.535 -5.515
16 2.469 -5.581
17 2.403 -5.647
18 2.337 -5.713
19 2.271 -5.779
20 2.205 -5.845
21 2.139 -5.911
22 2.073 -5.977
23 2.007 -6.043
24 1.941 -6.109
25 1.875 -6.175
26 1.809 -6.241
27 1.743 -6.307
28 1.677 -6.373
29 1.611 -6.439
30 1.545 -6.505
31 1.479 -6.571
32 -2.112 -2.112
Case B: the manufacturer's evidence of production standard deviation is either

not satisfactory or not available.
With a minimum sample size of 3, the sampling procedure is set so that the
probability of a lot passing a test with 40 per cent of the production defective
is 0.95 (producer's risk = 5 per cent) while the probability of a lot being
accepted with 65 per cent of the production defective is 0.l (consumer's risk =
10 per cent).
The measurements of the criteria emissions given in Table 1B of
paragraph 6.3.10. of this Regulation are considered to be log normally
distributed and shall first be transformed by taking their natural logarithms. Let
m0 and m denote the minimum and maximum sample sizes respectively (m 0 = 3
and m = 32) and let n denote the current sample number.
61
Appendix 2
If the natural logarithms of the measurements in the series are x 1, x2 ..., xi and
L is the natural logarithm of the limit value for the pollutant, then define:
d1 = x1 – L
1 n
dn =  di
n i =1
and
Vn2 =
1 n
(
 di − dn
n i =1
)
2
Table A2/2
Minimum sample size = 3
Sample size (n) Pass decision Fail decision threshold (Bn)

threshold (An)
3 -0.80381 16.64743
4 -0.76339 7.68627
5 -0.72982 4.67136
6 -0.69962 3.25573
7 -0.67129 2.45431
8 -0.64406 1.94369
9 -0.61750 1.59105
10 -0.59135 1.33295
11 -0.56542 1.13566
12 -0.53960 0.97970
13 -0.51379 0.85307
14 -0.48791 0.74801
15 -0.46191 0.65928
16 -0.43573 0.58321
17 -0.40933 0.51718
18 -0.38266 0.45922
19 -0.35570 0.40788
20 -0.32840 0.36203
21 -0.30072 0.32078
22 -0.27263 0.28343
23 -0.24410 0.24943
24 -0.21509 0.21831
25 -0.18557 0.18970
26 -0.15550 0.16328
27 -0.12483 0.13880
28 -0.09354 0.11603
29 -0.06159 0.09480
30 -0.02892 0.07493
31 0.00449 0.05629
32 0.03876 0.03876
Table A2/2 shows values of the pass (An) and fail (Bn) decision numbers
against current sample number. The test statistic is the ratio d n /Vn and shall
be used to determine whether the series has passed or failed as follows:
62
Appendix 2
For mo  n  m:
(i) Pass the series if d n  A n

Vn
dn
(ii) Fail the series if  Bn
Vn
Take another measurement if A n   Bn

dn
(iii) Vn
Remarks:
The following recursive formulae are useful for computing successive values
of the test statistic:
3. CO2 emissions, fuel efficiency and electric energy consumption

3.1. Statistical procedure
For Level 1A:
vehicles, x1, x2, … xN, the average Xtests and the standard deviation s shall be
determined:
(x1 +x2 +x3 +⋯+xN)
𝑋𝑡𝑒𝑠𝑡𝑠 =
N
and
(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 +. . . +(𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

𝑠=√
𝑁−1
For Level 1B:

vehicles, x1, x2, … xN, the average Xtests and the standard deviation σ shall be
determined:
(x1 + x2 + x3 + ⋯ + xN )
𝑋𝑡𝑒𝑠𝑡𝑠𝑁 =
N
and
(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 +. . . +(𝑥10 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

σ=√
10
3.2. Statistical evaluation

For Level 1A:
For the evaluation of CO2 emissions the normalised values shall be calculated
as follows:
𝐶𝑂2 𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐶𝑂2 𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑−𝑖
63
Appendix 2
where:
CO2 test-i is the CO2 emission measured for individual vehicle i
CO2 declared-i is the declared CO2 value for the individual vehicle
For the evaluation of electric energy consumption EC the normalised values
shall be calculated as follows:
𝐸𝐶𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐸𝐶𝐷𝐶,𝐶𝑂𝑃−𝑖
where:
ECtest-i is the electric energy consumption measured for individual
vehicle i. In the case that the complete charge-depleting Type
1 test has been applied, ECtest-i shall be determined according
to paragraph 5.3.1.1. of Appendix 1. In the case that only the
first cycle is tested for verification of CoP, ECtest-i shall be
determined according to paragraph 5.3.1.2. of Appendix 1.
ECDC, COP-i is the declared electric energy consumption for the individual
vehicle i, according to Appendix 8 to Annex B8. In the case
that the complete charge-depleting Type 1 test has been
applied, ECDC,COP,i shall be determined according to paragraph
5.3.2.1. of Appendix 1. In the case that only the first cycle is
tested for verification of CoP, ECCOP,i shall be determined
according to paragraph 5.3.2.2 of Appendix 1.
The normalised xi values shall be used to determine the parameters Xtests and s
according to paragraph 3.1.
For Level 1B:
For the evaluation of fuel efficiency the normalised values shall be calculated
as follows:
𝐹𝐸 𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐹𝐸 𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑−𝑖
where:
FE test-i is the fuel efficiency measured for individual vehicle i
FE declared-i is the declared fuel efficiency value for the individual vehicle
For the evaluation of electric energy consumption EC the normalised values
shall be calculated as follows:
𝐸𝐶𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐸𝐶𝐷𝐶,𝐶𝑂𝑃−𝑖
where:
ECtest-i is the electric energy consumption measured for individual
vehicle i. In the case that the complete charge-depleting Type
1 test has been applied, ECtest-i shall be determined according
to paragraph 5.3.1.1. of Appendix 1. In the case that only the
first cycle is tested for verification of CoP, ECtest-i shall be
determined according to paragraph 5.3.1.2. of Appendix 1.
ECDC, COP-i is the declared electric energy consumption for the individual
vehicle i, according to Appendix 8 to Annex B8. In the case
that the complete charge-depleting Type 1 test has been
applied, ECDC,COP,i shall be determined according to paragraph
5.3.2.1. of Appendix 1. In the case that only the first cycle is
tested for verification of CoP, ECCOP,i shall be determined
according to paragraph 5.3.2.2. of Appendix 1.
64
Appendix 2
The normalised xi values shall be used to determine the parameters Xtests and s
according to paragraph 3.1.
3.3. Pass/fail criteria
3.3.1. Evaluation of CO2 emissions and electric energy consumption
For Level 1A only:
For each number of tests, one of the three following decisions can be reached,
where the factor A shall be set at 1.01:
(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠
(ii) Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠

(iii) Take another measurement if:
𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠 < 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠
where:
parameters tP1,i, tP2,i, tF1,i, and tF2 are taken from the Table A2/3.
Table A2/3
Pass/fail decision number for the sample size
PASS FAIL
Tests (i) tP1,i tP2,i tF1,i tF2
3 1.686 0.438 1.686 0.438

4 1.125 0.425 1.177 0.438
5 0.850 0.401 0.953 0.438
6 0.673 0.370 0.823 0.438
7 0.544 0.335 0.734 0.438
8 0.443 0.299 0.670 0.438
9 0.361 0.263 0.620 0.438
10 0.292 0.226 0.580 0.438
11 0.232 0.190 0.546 0.438
12 0.178 0.153 0.518 0.438
13 0.129 0.116 0.494 0.438
14 0.083 0.078 0.473 0.438
15 0.040 0.038 0.455 0.438
16 0.000 0.000 0.438 0.438
3.3.2. Evaluation of fuel efficiency and electric energy consumption

For Level 1B only:
3.3.2.1. For the evaluation of FE (Fuel Efficiency in km/L) the following provisions
apply:
(a) If 3 ≤ N_Evaluation ≤ 10
(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation ≥ 1.000
(ii) Take another measurement if 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation < 1.000
(b) If N = 11
(i) Pass the family if all the following decisions can be reached
3∗σ
a. 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation ≥ 1.000 −
√𝑁_Evaluation
65
Appendix 2
3∗σ
b. 𝑋𝑡𝑒𝑠𝑡𝑠N_CoP family ≥ 1.000 −
√𝑁_CoP family
c. 𝑥𝑖 ≥ 1.000 − 3 ∗ σ
(ii) Fail the family if one of the following decisions can be reached
3∗σ
a. 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation < 1.000 −
√𝑁_Evaluation
3∗σ
b. 𝑋𝑡𝑒𝑠𝑡𝑠N_CoP family < 1.000 −
√𝑁_CoP family
c. 𝑥𝑖 < 1.000 − 3 ∗ σ
where:
N_Evaluation is the total number of vehicle tested during the applicable
evaluation
N_CoP family is the total number of vehicle tested in the CoP family
during the year
(e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for
the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15)
In any case, if N_CoP family > 10, 𝑥𝑖 ≥ 1.000 − 3 ∗ σ shall be satisfied.
3.3.2.2. For the evaluation of EC (Electric consumption in Wh/km) the following
provisions apply:
(a) If 3 ≤ N_Evaluation ≤ 10
(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation ≤ 1.000
(ii) Take another measurement if 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation > 1.000
(b) If N = 11
(i) Pass the family if all the following decisions can be reached
3∗σ
a. 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation ≤ 1.000 +
√𝑁_Evaluation
3∗σ
b. 𝑋𝑡𝑒𝑠𝑡𝑠N_CoP family ≤ 1.000 +
√𝑁_CoP family
c. 𝑥𝑖 ≤ 1.000 + 3 ∗ σ
(ii) Fail the family if one of the following decisions can be reached
3∗σ
a. 𝑋𝑡𝑒𝑠𝑡𝑠N_Evaluation > 1.000 +
√𝑁_Evaluation
3∗σ
b. 𝑋𝑡𝑒𝑠𝑡𝑠N_CoP family > 1.000 +
√𝑁_CoP family
c. 𝑥𝑖 > 1.000 + 3 ∗ σ
where:
N_Evaluation is the total number of vehicle tested during the applicable
evaluation
N_CoP family is the total number of vehicle tested in the CoP family
during the year
(e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for
the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15)
In any case, if N_CoP family > 10, 𝑥𝑖 ≤ 1.000 + 3 ∗ σ shall be satisfied.
3.3.2.3. If the number of vehicles produced within the CoP family exceeds 7,500
vehicles per 12 months, for the second or later evaluation, “a. If 3 ≤
N_Evaluation ≤ 10” may be replaced by “a. If N_Evaluation = 3” and “b. If
N_Evaluation = 11” may be replaced by “b. If N_Evaluation = 4”. For the
66
Appendix 2
second or later year, this provision shall not be used for the first evaluation for
the CoP family in the year.
σ shall be determined from the test result of first 10 tested vehicles after start
of production for each CoP family. σ shall not be changed once σ is determined
for the CoP family even for the second or later years. At the request of the
manufacturer and with the approval of the responsible authority, and with
reasonable evidence and appropriate data, σ may be changed.
3.4. For Level 1A only:
For vehicles referred to in paragraph 5.11. of this Regulation the accuracy
xi,OBFCM of the OBFCM device shall be determined for each single test i in
accordance with the formulae in paragraph 4.2. of Appendix 5.
The Type Approval authority shall keep a record of the determined accuracies
for each CoP family tested.
67
Appendix 3
Appendix 3
Run-in test procedure to determine run-in factors

1. Description of test procedure for the determination of the run-in factors
1.1. The run-in test procedure shall be conducted by the manufacturer, who shall
not make any adjustments to the test vehicles that have an impact on the criteria
emissions, CO2 emissions, fuel efficiency and electric energy consumption.
The hardware and relevant ECU calibration of the test vehicle shall conform
to the type approval vehicle. All the relevant hardware that has an impact on
the criteria emissions, CO2 emissions, fuel efficiency and electric energy
consumption shall have had no operation prior to the run-in test procedure.
1.2. The test vehicle shall be configured as vehicle H within the CoP family.
If the CoP family has multiple interpolation families, the test vehicle shall be
configured as vehicle H of the interpolation family with the highest expected
production volume within the CoP family. At the request of the manufacturer,
and with approval of the responsible authority a different test vehicle may be
selected.
1.2.1. For Level 1B only:
Extension of run-in factor
At the request of the vehicle manufacturer including technical evidence and
with confirmation by the responsible authority, the derived run-in factor can
be extended to other interpolation families.
1.3. The test vehicle shall be a new vehicle, or a used test vehicle for which at least
all of the following components are newly installed simultaneously:
(a) Internal combustion engine;
(b) Driveline components (at least, but not limited to, transmission, tyre,
axles, etc.);
(c) Brake components;
(d) For Level 1A only: REESSs for EVs;
(e) For Level 1A only: Exhaust system.
and any other component that has a non-negligible influence on criteria
emissions, CO2 emissions, fuel efficiency and electric energy consumption.
For the new vehicle, or the used vehicle for which the above mentioned
components have been replaced, the system odometer of the test vehicle D s in
km shall recorded.
1.4. At the request of the manufacturer and with approval by the responsible
authority, it is allowed to perform the run-in procedure on multiple test
vehicles. In this case, the valid test results of all tested vehicles shall be
considered for the determination of the run-in factors.
1.5. Chassis dynamometer setting
1.5.1. The chassis dynamometer shall be set to the target road load for the test vehicle,
according to the procedure specified in paragraph 7. of Annex B4.
The chassis dynamometer shall be set independently prior to each test before
the run-in mileage accumulation and shall be set once for the post-run-in tests
after the run-in mileage accumulation.
1.5.2. For Level 1B only:
It is allowed to apply the same dynamometer setting value which was generated
during type approval testing for all testing.
68
Appendix 3
1.6. Before the run-in, the test vehicle shall be tested according to the Type 1 test
procedure specified in Annex B6 and Annex B8. The test shall be repeated
until three valid test results have been obtained. Drive trace indexes shall be
calculated according to paragraph 7. of Annex B7 and these shall fulfil the
specified criteria in paragraph 2.6.8.3.1.4. of Annex B6. The system odometer
setting Di shall be recorded prior to each test. The measured criteria emissions,
CO2 emissions, fuel efficiency and electric energy consumption shall be
calculated according to Step 4a of Table A7/1 in Annex B7 or Step 4a of
Table A8/5 in Annex B8 .
For Level 1A only:
The signal of the acceleration control position shall be recorded during all tests
at a sampling frequency of 10 Hz. It is allowed to use the OBD acceleration
control position signal for this purpose. The responsible authority may request
the manufacturer to evaluate this signal to ensure that the test result is
performed correctly.
1.7. After the initial tests, the test vehicle shall be run-in under normal driving
conditions. OVC-HEVs shall be driven predominantly in charge-sustaining
operating conditions. The driving pattern, test conditions and fuel during the
run-in shall be in accordance with the manufacturer’s engineering judgement.
The run-in distance shall be less than or equivalent to the distance driven
during the run-in of the vehicle which was tested for the type approval of the
interpolation family, in accordance with paragraph 2.3.3. of Annex B6 or
paragraph 2. of Annex B8.
1.8. After the run-in, the test vehicle shall be tested according to the Type 1 test
procedure specified in Annex B6 and Annex B8. The test shall be repeated
until the following number of valid test results have been obtained:
For Level 1A: three tests
For Level 1B: two tests
Drive trace indexes shall be calculated according to paragraph 7. of Annex B7
and these shall fulfil the specified criteria in paragraph 2.6.8.3.1.4. of
Annex B6.
These tests shall be performed in the same test cell as used for the tests prior
to the run-in and by applying the same chassis dynamometer setting method.
If this is not possible, the manufacturer shall justify the reason for using a
different test cell. The system odometer setting Di in km shall be recorded prior
to each test. The measured criteria emissions, CO2 emissions, fuel efficiency
and electric energy consumption, as applicable and in accordance with
paragraph 8.2.4.1. of this Regulation, shall be calculated according to Step 4a
of Table A7/1 in Annex B7 or Step 4a of Table A8/5 in Annex B8.
For the determination of the run-in factor for the CO2 emissions, the
coefficients CRI and Cconst in the following equation shall be calculated by a
least squares regression analysis to four significant digits on all valid tests
before and after the run-in:
𝑀𝐶𝑂2 ,𝑖 = − 𝐶𝑅𝐼 ∙ ln(𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡
where:
MCO2,i is the measured CO2 mass emission for test i, g/km
CRI is the slope of the logarithmic regression line
Cconst is the constant value of the logarithmic regression line
In the case that multiple vehicles have been tested, the CRI shall be calculated
for each vehicle, and the resulting values shall be averaged. The
69
Appendix 3
manufacturer… will provide statistical evidence to the responsible authority

that the fit is sufficiently statistically justified.
1.9.1. For Level 1A only:
Based on the deviation of the measurements from the fit, the slope C RI should
be corrected downward with the standard deviation of the errors in the fit:
2
∑(𝑀 −𝑀 )
𝜎𝑓𝑖𝑡 = √ 𝐶𝑂2,𝑖 𝑁−2𝐶𝑂2,𝑖−𝑓𝑖𝑡
where:
MCO2,i-fit is the result of the applying the equation for each of the distances
Di.
The slope CRI shall be corrected for the uncertainty in the fit by:
CRI → CRI - fit
The run-in factor RICO2(j) for CO2 emissions of CoP test vehicle j shall be
determined by the following equation:
ln(𝐷𝑘 )−ln(𝐷𝑗)
𝑅𝐼𝐶𝑂2 (𝑗) = 1 − 𝐶𝑅𝐼 . ( )
𝑀𝐶𝑂2 ,𝑗
where:
Dk is the average distance of the valid tests after the run-in, km
Dj is the system odometer setting of the CoP test vehicle, km
MCO2,j is the mass CO2 emission measured on the CoP test vehicle,
g/km
In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.
For the determination of the run-in factor for all applicable criteria emissions,
the coefficients CRI,c and Cconst, c shall be calculated with a least squares
regression analysis to four significant digits on all valid tests before and after
the run-in:
𝑀𝐶,𝑖 = 𝐶𝑅𝐼,𝑐 . (𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡,𝑐
where:
MC,i is the measured mass criteria emission component C
CRI,c is the slope of the linear regression line, g/km 2
Cconst,c is the constant value of the linear regression line, g/km
The manufacturer will provide statistical evidence to the responsible authority
that the fit is sufficiently statistically justified and the uncertainty margin based
on the variation in the data should be taken into account to avoid an
overestimation of the run-in effect.
The run-in factor RIC(j) for criteria emission component C of CoP test vehicle
j shall be determined by the following equation:
𝐷𝑘 − 𝐷𝑗
𝑅𝐼𝐶 (𝑗) = 1 + 𝐶𝑅𝐼,𝑐 . ( )
𝑀𝐶,𝑗
where:
Dk is the average distance of the valid tests after the run-in, km
70
Appendix 3
Dj is the system odometer setting of the CoP test vehicle, km

MC,j is the mass emission of component C on the CoP test vehicle,
g/km
In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.
The run-in factor RIEC(j) for electric energy consumption shall be determined
according to the procedure specified in paragraphs 1.9., 1.9.1. and 1.10. of this
appendix, where CO2 in the formulae is replaced by EC.
For Level 1B only:
The run-in factor RIFE(j) for fuel efficiency and RIEC(j) for electric energy
consumption shall be determined according to the procedure specified in
paragraphs 1.9. (excluding paragraph 1.9.1.) and 1.10. of this appendix, where
CO2 in the formulae is replaced by FE and EC respectively.
2. For Level 1B only
Prior to the application of the derived run-in factor, the manufacturer shall
provide the following information to the responsible authority.
(a) evidence of the derived run-in factor including the existence of
statistical significance regarding the fit of the slope
(b) an explanation of the validation method to be used after the start of
production, e.g. by measuring the run-in factor from selected vehicle(s)
from the plant and then evaluating whether the run-in factor is
appropriate or not.
71
Appendix 4
Appendix 4
Conformity of production for Type 4 test

1. For routine end-of-production-line testing, the holder of the approval may
demonstrate compliance by sampling vehicles which shall meet the
requirements in paragraphs 2. to 4. of this appendix.
1.1. In case of vehicles with a sealed fuel tank system, at the request of the
manufacturer and in agreement with the responsible authority, alternative
procedures to paragraphs 2. to 4. of this appendix can be applied.
1.2. When the manufacturer chooses to use any alternative procedure, all the details
of the conformity test procedure shall be recorded in the type approval
documentation.
2. Test for leakage
2.1. Vents to the atmosphere from the emission control system shall be isolated.
2.2. A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the responsible authority, an
alternative pressure can also be applied, taking into account the pressure range
in use of the fuel system.
2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.
2.4. Following isolation of the fuel system, the pressure shall not drop by more
than 0.50 kPa in five minutes.
2.5. At the request of the manufacturer and in agreement with the responsible
authority the function for leakage can be demonstrated by an equivalent
alternative procedure.
3. Test for venting
3.1. Vents to the atmosphere from the emission control shall be isolated.
3.2. A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the responsible authority, an
alternative pressure can also be applied, taking into account the pressure range
in use of the fuel system.
3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.
3.4. The venting outlets from the emission control systems to the atmosphere shall
be reinstated to the production condition.
3.5. The pressure of the fuel system shall drop to below a pressure less than 2.5 kPa
above ambient pressure within one minute.
3.6. At the request of the manufacturer and in agreement with the responsible
authority the functional capacity for venting can be demonstrated, when
applicable, by an equivalent alternative procedure.
4. Purge test
4.1. Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall
be attached to the purge inlet and a pressure vessel of sufficient size to have
negligible effect on the purge system shall be connected via a switching valve
to the purge inlet, or alternatively.
4.2. The manufacturer may use a flow meter of his own choosing, if acceptable to
the responsible authority.
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Appendix 4
4.3. The vehicle shall be operated in such a manner that any design feature of the
purge system that could restrict purge operation is detected and the
circumstances noted.
4.4. Whilst the engine is operating within the bounds noted in paragraph 4.3. of this
appendix, the air flow shall be determined by either:
4.4.1. The device indicated in paragraph 4.1. of this appendix being switched in. A
pressure drop from atmospheric to a level indicating that a volume of 1.0 litre
of air has flowed into the evaporative emission control system within one
minute shall be observed; or
4.4.2. If an alternative flow measuring device is used, a reading of no less than
1.0 litre per minute shall be detectable.
4.4.3. At the request of the manufacturer and in agreement with the responsible
authority an equivalent alternative purge test procedure can be used.
73
Appendix 5
Appendix 5
Devices for monitoring on board the vehicle the consumption

of fuel and/or electric energy
Only applicable for Level 1A;
1. Introduction
This appendix sets out the definitions and requirements applicable to the
devices for monitoring on board the vehicle the consumption of fuel and/or
electric energy.
2. Definitions
2.1. "On-board Fuel and/or Energy Consumption Monitoring Device" ("OBFCM
device") means any element of design, either software and/or hardware, which
senses and uses vehicle, engine, fuel and/or electric energy parameters to
determine and make available at least the information laid down in paragraph 3
of this appendix, and store the lifetime values on board the vehicle.
2.2. "Lifetime" value of a certain quantity determined and stored at a time t shall be
the values of this quantity accumulated since the completion of production of
the vehicle until time t.
2.3. "Engine fuel rate" means the amount of fuel injected into the engine per unit
of time. It does not include fuel injected directly into the pollution control
device.
2.4. "Vehicle fuel rate" means the amount of fuel injected into the engine and
directly into the pollution control device per unit of time. It does not include
the fuel used by a fuel operated heater.
2.5. "Total Fuel Consumed (lifetime)" means the accumulation of the calculated
amount of fuel injected into the engine and the calculated amount of fuel
injected directly into the pollution control device. It does not include the fuel
used by a fuel operated heater.
2.6. "Total Distance Travelled (lifetime)" means the accumulation of the distance
travelled using the same data source that the vehicle odometer uses.
2.7. "Grid energy" means, for OVC-HEVs, the electric energy flowing into the
battery when the vehicle is connected to an external power supply and the
engine is turned off. It shall not include electrical losses between the external
power source and the battery.
2.8. "Charge sustaining operation" means, for OVC-HEVs, the state of vehicle
operation when the REESS state of charge (SOC) may fluctuate but the intent
of the vehicle control system is to maintain, on average, the current state of
charge.
2.9. "Charge depleting operation" means, for OVC-HEVs, the state of vehicle
operation when the current REESS SOC is higher than the charge sustaining
target SOC value and, while it may fluctuate, the intent of the vehicle control
system is to deplete the SOC from a higher level down to the charge sustaining
target SOC value.
2.10. "Driver-selectable charge increasing operation" means, for OVC-HEVs, the
operating condition in which the driver has selected a mode of operation, with
the intention to increase the REESS SOC.
3. Information to be determined, stored and made available
The OBFCM device shall determine at least the following parameters and store
the lifetime values on board the vehicle. The parameters shall be calculated
74
Appendix 5
and scaled according the standards referred to in paragraph 6.5.3.2 (a) of

Appendix 1 to Annex C5.
The information listed in paragraph 3.1. and 3.2. shall be made available as
signals through the serial port connector referred to in paragraph 6.5.3.2 (c). of
Appendix 1 to Annex C5.
3.1. For all vehicles referred to in paragraph 5.11. of this Regulation, with the
exception of OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) Total distance travelled (lifetime) (kilometres);
(c) Engine fuel rate (grams/second);
(d) Engine fuel rate (litres/hour);
(e) Vehicle fuel rate (grams/second);
(f) Vehicle speed (kilometres/hour).
3.2. For OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) Total fuel consumed in charge depleting operation (lifetime) (litres);
(c) Total fuel consumed in driver-selectable charge increasing operation
(lifetime) (litres);
(d) Total distance travelled (lifetime) (kilometres);
(e) Total distance travelled in charge depleting operation with engine off
(lifetime) (kilometres);
(f) Total distance travelled in charge depleting operation with engine
running (lifetime) (kilometres);
(g) Total distance travelled in driver-selectable charge increasing operation
(lifetime) (kilometres);
(h) Engine fuel rate (grams/second);
(i) Engine fuel rate (litres/hour);
(j) Vehicle fuel rate (grams/second);
(k) Vehicle speed (kilometres/hour);
(l) Total grid energy into the battery (lifetime) (kWh).
4. Accuracy
4.1. With regard to the information specified in paragraph 3, the manufacturer shall
ensure that the OBFCM device provides the most accurate values that can be
achieved by the measurement and calculation system of the engine control unit.
4.2. Notwithstanding paragraph 4.1, the manufacturer shall ensure that the
accuracy is higher than – 0.05 and lower than 0.05 calculated with three
decimals using the following formula:
Where:
Fuel_ConsumedWLTP (litres) is the fuel consumption determined at the
first test carried out in accordance with
paragraph 1.2 of Annex B6, calculated in
accordance with paragraph 6 of Annex B7,
using emission results over the total cycle
before applying corrections (output of step
75
Appendix 5
2 in Table A7/1 of Annex B7), multiplied

by the actual distance driven and divided
by 100.
Fuel_ConsumedOBFCM (litres) is the fuel consumption determined for the
same test using the differentials of the
parameter ‘Total fuel consumed (lifetime)’
as provided by the OBFCM device.
For OVC-HEVs the charge-sustaining Type 1 test shall be used.
4.2.1. If the accuracy requirements set out in paragraph 4.2 are not met, the accuracy
shall be recalculated for subsequent Type 1 tests performed in accordance with
paragraph 1.2. of Annex B6, in accordance with the formulae in paragraph 4.2,
using the fuel consumed determined and accumulated over all performed tests.
The accuracy requirement shall be deemed to be fulfilled once the accuracy is
higher than – 0.05 and lower than 0.05.
4.2.2. If the accuracy requirements set out in paragraph 4.2.1. are not met following
the subsequent tests pursuant to this point, additional tests may be performed
for the purpose of determining the accuracy, however, the total number of tests
shall not exceed three tests for a vehicle tested without using the interpolation
method (vehicle H), and six tests for a vehicle tested using the interpolation
method (three tests for vehicle H and three tests for vehicle L). The accuracy
shall be recalculated for the additional subsequent Type 1 tests in accordance
with the formulae in paragraph 4.2., using the fuel consumed determined and
accumulated over all performed tests. The requirement shall be deemed to be
fulfilled once the accuracy is higher than – 0.05 and lower than 0.05. Where
the tests have been performed only for the purpose of determining the accuracy
of the OBFCM device, the results of the additional tests shall not be taken into
account for any other purposes.
5. Access to the information provided by the OBFCM device
5.1. The OBFCM device shall provide for standardised and unrestricted access of
the information specified in paragraph 3. and shall conform to the standards
referred to in paragraphs 6.5.3.1. (a) and 6.5.3.2. (a) of Appendix 1 to
Annex C5.
5.2. By way of exemption from the reset conditions specified in the standards
referred to in paragraph 5.1 and notwithstanding paragraphs 5.3. and 5.4., once
the vehicle has entered into service the values of the lifetime counters shall be
preserved.
5.3. The values of the lifetime counters may be reset only for those vehicles for
which the memory type of the engine control unit is unable to preserve data
when not powered by electricity. For those vehicles the values may be reset
simultaneously only in the case the battery is disconnected from the vehicle.
The obligation to preserve the values of the lifetime counters shall in this case
apply for new type approvals at the latest from 1 January 2022 and for new
vehicles from 1 January 2023.
5.4. In the case of malfunctioning affecting the values of the lifetime counters, or
replacement of the engine control unit, the counters may be reset
simultaneously to ensure that the values remain fully synchronised.
76
Appendix 6
Appendix 6
Requirements for vehicles that use a reagent for the exhaust

after-treatment system
1. This appendix sets out the requirements for vehicles that rely on the use of a
reagent for the after-treatment system in order to reduce emissions. Every
reference in this appendix to 'reagent tank' shall be understood as also applying
to other containers in which a reagent is stored.
1.1. The capacity of the reagent tank shall be such that a full reagent tank does not
need to be replenished over an average driving range of 5 full fuel tanks
providing the reagent tank can be easily replenished (e.g. without the use of
tools and without removing vehicle interior trim. The opening of an interior
flap, in order to gain access for the purpose of reagent replenishment, shall not
be understood as the removal of interior trim). If the reagent tank is not
considered to be easy to replenish as described above, the minimum reagent
tank capacity shall be at least equivalent to an average driving distance of 15
full fuel tanks. However, in the case of the option in paragraph 3.5., where the
manufacturer chooses to start the warning system at a distance which may not
be less than 2,400 km before the reagent tank becomes empty, the above
restrictions on a minimum reagent tank capacity shall not apply.
1.2. In the context of this appendix, the term "average driving distance" shall be
taken to be derived from the fuel or reagent consumption during a Type 1 test
for the driving distance of a fuel tank and the driving distance of a reagent tank
respectively.
2. Reagent indication
2.1. The vehicle shall include a specific indicator on the dashboard that informs the
driver when reagent levels are below the threshold values specified in
paragraph 3.5.
3. Driver warning system
3.1. The vehicle shall include a warning system consisting of visual alarms that
informs the driver when an abnormality is detected in the reagent dosing, e.g.
when emissions are too high, the reagent level is low, reagent dosing is
interrupted, or the reagent is not of a quality specified by the manufacturer.
The warning system may also include an audible component to alert the driver.
3.2. The warning system shall escalate in intensity as the reagent approaches
empty. It shall culminate in a driver notification that cannot be easily defeated
or ignored. It shall not be possible to turn off the system until the reagent has
been replenished.
3.3. The visual warning shall display a message indicating a low level of reagent.
The warning shall not be the same as the warning used for the purposes of
OBD or other engine maintenance. The warning shall be sufficiently clear for
the driver to understand that the reagent level is low (e.g. "urea level low",
"AdBlue level low", or "reagent low").
3.4. The warning system does not initially need to be continuously activated,
however the warning shall escalate so that it becomes continuous as the level
of the reagent approaches the point where the driver inducement system in
paragraph 8. comes into effect. An explicit warning shall be displayed (e.g.
"fill up urea"', "fill up AdBlue", or "fill up reagent"). The continuous warning
system may be temporarily interrupted by other warning signals providing that
they are important safety related messages.
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Appendix 6
3.5. The warning system shall activate at a distance equivalent to a driving range
of at least 2,400 km in advance of the reagent tank becoming empty, or at the
choice of the manufacturer at the latest when the level of reagent in the tank
reaches one of the following levels:
(a) A level expected to be sufficient for driving 150 per cent of an average
driving range with a complete tank of fuel; or
(b) 10 per cent of the capacity of the reagent tank,
whichever occurs earlier.
4. Identification of incorrect reagent
4.1. The vehicle shall include a means of determining that a reagent corresponding
to the characteristics declared by the manufacturer and recorded in Annex A1
is present on the vehicle.
4.2. If the reagent in the storage tank does not correspond to the minimum
requirements declared by the manufacturer the driver warning system in
paragraph 3. shall be activated and shall display a message indicating an
appropriate warning (e.g. "incorrect urea detected", "incorrect AdBlue
detected", or "incorrect reagent detected"). If the reagent quality is not rectified
within 50 km of the activation of the warning system then the driver
inducement requirements of paragraph 8. shall apply.
5. Reagent consumption monitoring
5.1. The vehicle shall include a means of determining reagent consumption and
providing off-board access to consumption information.
5.2. Average reagent consumption and average demanded reagent consumption by
the engine system shall be available via the serial port of the standard
diagnostic connector. Data shall be available over the previous complete
2,400 km period of vehicle operation.
5.3. In order to monitor reagent consumption, at least the following parameters
within the vehicle shall be monitored:
(a) The level of reagent in the on-vehicle storage tank; and
(b) The flow of reagent or injection of reagent as close as technically
possible to the point of injection into an exhaust after-treatment system.
5.4. A deviation of more than 50 per cent between the average reagent consumption
and the average demanded reagent consumption by the engine system over a
period of 30 minutes of vehicle operation, shall result in the activation of the
driver warning system in paragraph 3., which shall display a message
indicating an appropriate warning (e.g. "urea dosing malfunction", "AdBlue
dosing malfunction", or "reagent dosing malfunction"). If the reagent
consumption is not rectified within 50 km of the activation of the warning
system then the driver inducement requirements of paragraph 8. shall apply.
5.5. In the case of interruption in reagent dosing activity the driver warning system
as referred to in paragraph 3. shall be activated, which shall display a message
indicating an appropriate warning. Where the reagent dosing interruption is
initiated by the engine system because the vehicle operating conditions are
such that the vehicle's emission performance does not require reagent dosing,
the activation of the driver warning system as referred to in paragraph 3. may
be omitted, provided that the manufacturer has clearly informed the approval
authority when such operating conditions apply. If the reagent dosing is not
rectified within 50 km of the activation of the warning system then the driver
inducement requirements of paragraph 8. shall apply.
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Appendix 6
6. Monitoring NOx emissions

6.1. As an alternative to the monitoring requirements referred to in paragraphs 4.
and 5., manufacturers may use exhaust gas sensors directly to sense excess
NOx levels in the exhaust.
6.2. The manufacturer shall demonstrate that use of the sensors referred to in
paragraph 6.1. and any other sensors on the vehicle, results in the activation of
the driver warning system as referred to in paragraph 3., the display of a
message indicating an appropriate warning (e.g. “emissions too high — check
urea”, “emissions too high — check AdBlue”, “emissions too high — check
reagent”), and the activation of the driver inducement system as referred to in
paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5.
occur.
For the purposes of this paragraph these situations are presumed to occur if the
applicable NOx OBD threshold limit set out in Table 4 of paragraph 6.8.2. is
exceeded.
NOx emissions during the test to demonstrate compliance with these
requirements shall be no more than 20 per cent higher than the OBD threshold
limits.
7. Storage of failure information
7.1. Where reference is made to this paragraph, non-erasable Parameter Identifiers
(PID) shall be stored identifying the reason for and the distance travelled by
the vehicle during the inducement system activation. The vehicle shall retain a
record of the PID for at least 800 days or 30,000 km of vehicle operation. The
PID shall be made available via the serial port of a standard diagnostic
connector upon request of a generic scan tool in accordance with the provisions
of paragraph 6.5.3.1. of Appendix 1 to Annex C5. The information stored in
the PID shall be linked to the period of cumulated vehicle operation, during
which it has occurred, with an accuracy of not less than 300 days or 10,000 km.
7.2. Malfunctions in the reagent dosing system attributed to technical failures (e.g.
mechanical or electrical faults) shall also be subject to the OBD requirements
in paragraph 6.8. of this Regulation and Annex C5.
8. Driver inducement system
8.1. The vehicle shall include a driver inducement system to ensure that the vehicle
operates with a functioning emission control system at all times. The
inducement system shall be designed so as to ensure that the vehicle cannot
operate with an empty reagent tank.
8.1.1. The requirement for a driver inducement system shall not apply to vehicles
designed and constructed for use by the rescue services, armed services, civil
defence, fire services and forces responsible for maintaining public order.
Permanent deactivation of the driver inducement system for these vehicles
shall only be done by the vehicle manufacturer.
8.2. The inducement system shall activate at the latest when the level of reagent in
the tank reaches:
(a) In the case that the warning system was activated at least 2,400 km
before the reagent tank was expected to become empty, a level expected
to be sufficient for driving the average driving range of the vehicle with
a complete tank of fuel.
(b) In the case that the warning system was activated at the level described
in paragraph 3.5.(a), a level expected to be sufficient for driving
75 per cent of the average driving range of the vehicle with a complete
tank of fuel; or
79
Appendix 6
(c) In the case that the warning system was activated at the level described
in paragraph 3.5.(b), 5 per cent of the capacity of the reagent tank.
(d) In the case that the warning system was activated ahead of the levels
described in both paragraph 3.5.(a) and 3.5.(b) but less than 2,400 km
in advance of the reagent tank becoming empty, whichever level
described in (b) or (c) of this paragraph occurs earlier.
Where the alternative described in paragraph 6.1. is utilised, the system shall
activate when the irregularities described in paragraphs 4. or 5. or the NOx
levels described in paragraph 6.2. have occurred.
The detection of an empty reagent tank and the irregularities mentioned in
paragraphs 4., 5., or 6. shall result in the failure information storage
requirements of paragraph 7. taking effect.
8.3. The manufacturer shall select which type of inducement system to install. The
options for a system are described in paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4.
(as applicable).
8.3.1. A "no engine restart after countdown" approach allows a countdown of restarts
or distance remaining once the inducement system activates. Engine starts
initiated by the vehicle control system, such as start-stop systems, are not
included in this countdown.
8.3.1.1. In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have
occurred, engine restarts shall be prevented immediately after the vehicle has
travelled a distance expected to be sufficient for driving the average driving
range of the vehicle with a complete tank of fuel since the activation of the
inducement system.
8.3.1.2. In the case that the inducement system was activated at the level described in
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.
8.3.1.4. In addition, engine restarts shall be prevented immediately after the reagent
tank becomes empty, should this situation occur earlier than the situations
specified in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.
8.3.2. A "no start after refuelling" system results in a vehicle being unable to start
after re-fuelling if the inducement system has activated.
8.3.3. A "fuel-lockout" approach prevents the vehicle from being refuelled by locking
the fuel filler system after the inducement system activates. The lockout system
shall be robust to prevent it being tampered with.
8.3.4. This paragraph and sub-paragraphs are only applicable for Level 1A
A "performance restriction" approach restricts the speed of the vehicle after
the inducement system activates. The level of speed limitation shall be
noticeable to the driver and significantly reduce the maximum speed of the
vehicle. Such limitation shall enter into operation gradually or after an engine
start. Shortly before engine restarts are prevented, the speed of the vehicle shall
not exceed 50 km/h.
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Appendix 6
8.3.4.1. In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have
occurred, engine restarts shall be prevented immediately after the vehicle has
travelled a distance expected to be sufficient for driving the average driving
range of the vehicle with a complete tank of fuel since the activation of the
inducement system.
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.
8.3.4.4. In addition, engine restarts shall be prevented immediately after the reagent
tank becomes empty, should this situation occur earlier than the situations
specified in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3.
8.4. Once the inducement system has prevented engine restarts, the inducement
system shall only be deactivated if the irregularities specified in paragraphs 4.,
5., or 6. have been rectified or if the quantity of reagent added to the vehicle
meets at least one of the following criteria:
(a) Expected to be sufficient for driving 150 per cent of an average driving
range with a complete tank of fuel; or
(b) At least 10 per cent of the capacity of the reagent tank.
After a repair has been carried out to correct a fault where the OBD system has
been triggered under paragraph 7.2., the inducement system may be
reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the
vehicle to be restarted for self-diagnosis purposes. The vehicle shall operate
for a maximum of 50 km to enable the success of the repair to be validated.
The inducement system shall be fully reactivated if the fault persists after this
validation.
8.5. The driver warning system referred to in paragraph 3. shall display a message
indicating clearly:
(a) The number of remaining restarts and/or the remaining distance; and
(b) The conditions under which the vehicle can be restarted.
8.6. The driver inducement system shall be deactivated when the conditions for its
activation have ceased to exist. The driver inducement system shall not be
automatically deactivated without the reason for its activation having been
remedied.
8.7. Detailed written information fully describing the functional operation
characteristics of the driver inducement system shall be provided to the Type
Approval Authority at the time of approval.
8.8. As part of the application for type approval under this Regulation, the
manufacturer shall demonstrate the operation of the driver warning and
inducement systems.
9. Information requirements
9.1. The manufacturer shall provide all owners of new vehicles with clear written
information about any exhaust aftertreatment system which uses a reagent.
This information shall state that if such an exhaust aftertreatment system is not
81
Appendix 6
functioning correctly, the driver shall be informed of a problem by the driver

warning system and that the driver inducement system shall consequentially
result in the vehicle being unable to start.
9.2. The instructions shall indicate requirements for the proper use and
maintenance of vehicles, including the proper use of consumable reagents.
9.3. The instructions shall specify if consumable reagents have to be replenished
by the vehicle driver between normal maintenance intervals. They shall
indicate how the vehicle driver should replenish the reagent tank. The
information shall also indicate a likely rate of reagent consumption for that
type of vehicle and how often it should be replenished.
9.4. The instructions shall specify that use of, and replenishing of, a required
reagent of the correct specifications is mandatory for the vehicle to comply
with its certificate of conformity.
9.5. The instructions shall state that it may be a criminal offence to use a vehicle
that does not consume any reagent if it is required for the reduction of
emissions.
9.6. The instructions shall explain how the warning system and driver inducement
systems work. In addition, the consequences of ignoring the warning system
and not replenishing the reagent shall be explained.
10. Operating conditions of the after-treatment system
Manufacturers shall ensure that any exhaust aftertreatment system which uses
a reagent retains its emission control function during all ambient conditions,
especially at low ambient temperatures. This includes taking measures to
prevent the complete freezing of the reagent during parking times of up to
7 days at 258 K (-15 °C) with the reagent tank 50 per cent full. If the reagent
is frozen, the manufacturer shall ensure that the reagent shall be liquefied and
ready for use within 20 minutes of the vehicle being started at 258 K (-15 °C)
measured inside the reagent tank.
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Appendix 6
Annexes Part A
The Type Approval requirements and documentation included in Annexes Part A are
common to the series of amendments which includes Levels 1A / 1B and the series of
amendments which includes Level 2 of this Regulation. This means that certain elements
may not be required, or be required twice, for the level of approval being sought. In such an
instance the element may be omitted or repeated, respectively.
83
Annex A1
Annex A1
Engine and vehicle characteristics and information

concerning the conduct of tests
The following information, when applicable, shall be supplied in triplicate and include a list
of contents.
If there are drawings, they shall be to an appropriate scale and show sufficient detail; they
shall be presented in A4 format or folded to that format. Photographs, if any, shall show
sufficient detail.
If the systems, components or separate technical units have electronic controls, information
concerning their performance shall be supplied.
Level of approval being applied for (L1A, L1B): …
0 GENERAL
0.1. Make (trade name of manufacturer): …
0.2. Type: …
0.2.1. Commercial name(s) (if available): …
0.2.3. Family identifiers (where applicable):
0.2.3.1. Interpolation family: …
0.2.3.2. ATCT family(s): …
0.2.3.4. Roadload family
0.2.3.4.1. Roadload family of VH: …
0.2.3.4.2. Roadload family of VL: …
0.2.3.4.3. Roadload families applicable in the interpolation family: …
0.2.3.5. Roadload Matrix family(s): …
0.2.3.6. Periodic regeneration family(s): …
0.2.3.7. Evaporative test family(s): …
0.2.3.8. OBD family(s): …
0.2.3.9. Durability family(s): …
0.2.3.10. ER family(s): …
0.2.3.11. Gas Fuelled Vehicle family(s): …
0.2.3.12. other family(s): …
0.4. Category of vehicle (c): …
0.8. Name(s) and address(es) of assembly plant(s): …
0.9. Name and address of the manufacturer's representative (if any): …
1. GENERAL CONSTRUCTION CHARACTERISTICS
1.1. Photographs and/or drawings of a representative vehicle/component/separate
technical unit (1):
1.3.3. Powered axles (number, position, interconnection): …
84
Annex A1
2. MASSES AND DIMENSIONS (f) (g) (7)

(in kg and mm) (Refer to drawing where applicable)
2.6. Mass in running order (h)
(a) maximum and minimum for each variant: …
2.6.3. Rotational mass: 3 % of the sum of mass in running order and 25 kg or value,
per axle (kg): …
2.8. Technically permissible maximum laden mass stated by the manufacturer (i) (3):
…
3. PROPULSION ENERGY CONVERTER (k)
3.1. Manufacturer of the propulsion energy converter(s): …
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other
means of identification): …
3.2. Internal combustion engine
3.2.1.1. Working principle: positive ignition/compression ignition/dual fuel ( 1)
Cycle: four stroke/two stroke/rotary (1)
3.2.1.2. Number and arrangement of cylinders: …
3.2.1.2.1. Bore (1): … mm
3.2.1.2.2. Stroke (1): … mm
3.2.1.2.3. Firing order: …
3.2.1.3. Engine capacity (m): … cm3
3.2.1.4. Volumetric compression ratio (2): …
3.2.1.5. Drawings of combustion chamber, piston crown and, in the case of positive
ignition engines, piston rings: …
3.2.1.6. Normal engine idling speed (2): … min–1
3.2.1.6.1. High engine idling speed (2): … min–1
3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)
3.2.1.9. Maximum permitted engine speed as prescribed by the manufacturer: … min –1
3.2.1.10. Maximum net torque (n): … Nm at … min–1 (manufacturer's declared value)
3.2.2. Fuel
3.2.2.1. Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen ( 1),
3.2.2.1.1. RON, unleaded: …
3.2.2.4. Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel ( 1)
3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value):
… % by volume
3.2.4. Fuel feed
3.2.4.1. By carburettor(s): yes/no (1)
3.2.4.2. By fuel injection (compression ignition or dual fuel only): yes/no ( 1)
3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): …
3.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber (1)
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Annex A1
3.2.4.2.3. Injection/Delivery pump

3.2.4.2.3.1. Make(s): …
3.2.4.2.3.2. Type(s): …
3.2.4.2.3.3. Maximum fuel delivery (1) (2): … mm3 /stroke or cycle at an engine speed of:
… min–1 or, alternatively, a characteristic diagram: … (When boost control is
supplied, state the characteristic fuel delivery and boost pressure versus engine
speed)
3.2.4.2.4. Engine speed limitation control
3.2.4.2.4.2.1. Speed at which cut-off starts under load: … min–1
3.2.4.2.4.2.2. Maximum no-load speed: … min–1
3.2.4.2.6. Injector(s)
3.2.4.2.6.1. Make(s): …
3.2.4.2.6.2. Type(s): …
3.2.4.2.8. Auxiliary starting aid
3.2.4.2.8.1. Make(s): …
3.2.4.2.8.2. Type(s): …
3.2.4.2.8.3. System description: …
3.2.4.2.9. Electronic controlled injection: yes/no (1)
3.2.4.2.9.1. Make(s): …
3.2.4.2.9.2. Type(s):
3.2.4.2.9.3 Description of the system: …
3.2.4.2.9.3.1. Make and type of the control unit (ECU): …
3.2.4.2.9.3.1.1. Software version of the ECU: …
3.2.4.2.9.3.2. Make and type of the fuel regulator: …
3.2.4.2.9.3.3. Make and type of the air-flow sensor: …
3.2.4.2.9.3.4. Make and type of fuel distributor: …
3.2.4.2.9.3.5. Make and type of the throttle housing: …
3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: …
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: …
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …
3.2.4.3. By fuel injection (positive ignition only): yes/no ( 1)
3.2.4.3.1. Working principle: intake manifold (single-/multi-point/direct injection (1)
/other (specify): …
3.2.4.3.2. Make(s): …
3.2.4.3.3. Type(s): …
3.2.4.3.4. System description (In the case of systems other than continuous injection give
equivalent details): …
3.2.4.3.4.1. Make and type of the control unit (ECU): …
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Annex A1
3.2.4.3.4.1.1. Software version of the ECU: …

3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …
3.2.4.3.4.8. Make and type of throttle housing: …
3.2.4.3.4.9. Make and type or working principle of water temperature sensor: …
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: …
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …
3.2.4.3.5. Injectors
3.2.4.3.5.1. Make: …
3.2.4.3.5.2. Type: …
3.2.4.3.7. Cold start system
3.2.4.3.7.1. Operating principle(s): …
3.2.4.3.7.2. Operating limits/settings (1) (2): …
3.2.4.4. Feed pump
3.2.4.4.1. Pressure (2): … kPa or characteristic diagram (2): …
3.2.4.4.2. Make(s): …
3.2.4.4.3. Type(s): …
3.2.5. Electrical system
3.2.5.1. Rated voltage: … V, positive/negative ground (1)
3.2.5.2. Generator
3.2.5.2.1. Type: …
3.2.5.2.2. Nominal output: … VA
3.2.6. Ignition system (spark ignition engines only)
3.2.6.1. Make(s): …
3.2.6.2. Type(s): …
3.2.6.3. Working principle: …
3.2.6.6. Spark plugs
3.2.6.6.1. Make: …
3.2.6.6.2. Type: …
3.2.6.6.3. Gap setting: … mm
3.2.6.7. Ignition coil(s)
3.2.6.7.1. Make: …
3.2.6.7.2. Type: …
3.2.7. Cooling system: liquid/air (1)
3.2.7.1. Nominal setting of the engine temperature control mechanism: …
3.2.7.2. Liquid
3.2.7.2.1. Nature of liquid: …
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Annex A1
3.2.7.2.2. Circulating pump(s): yes/no (1)

3.2.7.2.3. Characteristics: … or
3.2.7.2.3.1. Make(s): …
3.2.7.2.3.2. Type(s): …
3.2.7.2.4. Drive ratio(s): …
3.2.7.2.5. Description of the fan and its drive mechanism: …
3.2.7.3. Air
3.2.7.3.1. Fan: yes/no (1)
3.2.7.3.2. Characteristics: … or
3.2.7.3.2.1. Make(s): …
3.2.7.3.2.2. Type(s): …
3.2.7.3.3. Drive ratio(s): …
3.2.8. Intake system
3.2.8.1. Pressure charger: yes/no (1)
3.2.8.1.1. Make(s): …
3.2.8.1.2. Type(s): …
3.2.8.1.3. Description of the system (e.g. maximum charge pressure: … kPa; wastegate if
applicable): …
3.2.8.2. Intercooler: yes/no (1)
3.2.8.2.1. Type: air-air/air-water (1)
3.2.8.3. Intake depression at rated engine speed and at 100 % load (compression
ignition engines only)
3.2.8.4. Description and drawings of inlet pipes and their accessories (plenum chamber,
heating device, additional air intakes, etc.): …
3.2.8.4.1. Intake manifold description (include drawings and/or photos): …
3.2.8.4.2. Air filter, drawings: … or
3.2.8.4.2.1. Make(s): …
3.2.8.4.2.2. Type(s): …
3.2.8.4.3. Intake silencer, drawings: … or
3.2.8.4.3.1. Make(s): …
3.2.8.4.3.2. Type(s): …
3.2.9. Exhaust system
3.2.9.1. Description and/or drawing of the exhaust manifold: …
3.2.9.2. Description and/or drawing of the exhaust system: …
3.2.9.3. Maximum allowable exhaust back pressure at rated engine speed and at 100 %
load (compression ignition engines only): … kPa
3.2.10. Minimum cross-sectional areas of inlet and outlet ports: …
3.2.11. Valve timing or equivalent data
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Annex A1
3.2.11.1. Maximum lift of valves, angles of opening and closing, or timing details of
alternative distribution systems, in relation to dead centres. For variable timing
system, minimum and maximum timing: …
3.2.11.2. Reference and/or setting ranges (1): …
3.2.12. Measures taken against air pollution
3.2.12.1. Device for recycling crankcase gases (description and drawings): …
3.2.12.2. Pollution control devices (if not covered by another heading)
3.2.12.2.1. Catalytic converter
3.2.12.2.1.1. Number of catalytic converters and elements (provide the information below
for each separate unit): …
3.2.12.2.1.2. Dimensions, shape and volume of the catalytic converter(s): …
3.2.12.2.1.3. Type of catalytic action: …
3.2.12.2.1.4. Total charge of precious metals: …
3.2.12.2.1.5. Relative concentration: …
3.2.12.2.1.6. Substrate (structure and material): …
3.2.12.2.1.7. Cell density: …
3.2.12.2.1.8. Type of casing for the catalytic converter(s): …
3.2.12.2.1.9. Location of the catalytic converter(s) (place and reference distance in the
exhaust line): …
3.2.12.2.1.10. Heat shield: yes/no (1)
3.2.12.2.1.11. Normal operating temperature range: … °C
3.2.12.2.1.12. Make of catalytic converter: …
3.2.12.2.1.13. Identifying part number: …
3.2.12.2.2. Sensors
3.2.12.2.2.1. Oxygen and/or lambda sensor(s): yes/no (1)
3.2.12.2.2.1.1. Make: …
3.2.12.2.2.1.2. Location: …
3.2.12.2.2.1.3. Control range: …
3.2.12.2.2.1.4. Type or working principle: …
3.2.12.2.2.1.5. Identifying part number: …
3.2.12.2.2.2. NOx sensor: yes/no (1)
3.2.12.2.2.2.1. Make: …
3.2.12.2.2.2.2. Type: …
3.2.12.2.2.2.3. Location
3.2.12.2.2.3. Particulate sensor: yes/no (1)
3.2.12.2.2.3.1. Make: …
3.2.12.2.2.3.2. Type: …
3.2.12.2.2.3.3. Location: …
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Annex A1
3.2.12.2.3. Air injection: yes/no (1)

3.2.12.2.3.1. Type (pulse air, air pump, etc.): …
3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no (1)
3.2.12.2.4.1. Characteristics (make, type, flow, high pressure/low pressure/combined
pressure, etc.): …
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low
pressure/high pressure/combined pressure: yes/no (1)
3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no
(1)
3.2.12.2.5.1. Detailed description of the devices: …
3.2.12.2.5.2. Drawing of the evaporative control system: …
3.2.12.2.5.3. Drawing of the carbon canister: …
3.2.12.2.5.4. Mass of dry charcoal: … g
3.2.12.2.5.5. Schematic drawing of the fuel tank (petrol and ethanol engines only): …
3.2.12.2.5.5.1. Fuel tank system capacity, material and construction: …
3.2.12.2.5.5.2. Description of vapour hose material, fuel line material and connection
technique of the fuel system: …
3.2.12.2.5.5.3. Sealed tank system: yes/no
3.2.12.2.5.5.4. Description of fuel tank relief valve setting (air ingestion and relief): …
3.2.12.2.5.5.5. Description of the purge control system: …
3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system:
…
3.2.12.2.5.7. Permeability factor: …
3.2.12.2.6. Particulate trap (PT): yes/no (1)
3.2.12.2.6.1. Dimensions, shape and capacity of the particulate trap: …
3.2.12.2.6.2. Design of the particulate trap: …
3.2.12.2.6.3. Location (reference distance in the exhaust line): …
3.2.12.2.6.4. Make of particulate trap: …
3.2.12.2.6.5. Identifying part number: …
3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (1)
3.2.12.2.7.1. Written description and/or drawing of the MI: …
3.2.12.2.7.2. List and purpose of all components monitored by the OBD system: …
3.2.12.2.7.3. Written description (general working principles) for
3.2.12.2.7.3.1. Positive-ignition engines
3.2.12.2.7.3.1.1. Catalyst monitoring: …
3.2.12.2.7.3.1.2. Misfire detection: …
3.2.12.2.7.3.1.3. Oxygen sensor monitoring: …
3.2.12.2.7.3.1.4. Other components monitored by the OBD system: …
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3.2.12.2.7.3.2. Compression-ignition engines: …

3.2.12.2.7.3.2.1. Catalyst monitoring: …
3.2.12.2.7.3.2.2. Particulate trap monitoring: …
3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: …
3.2.12.2.7.3.2.5. Other components monitored by the OBD system: …
3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method):
…
3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): …
3.2.12.2.7.6. The following additional information shall be provided by the vehicle
manufacturer for the purposes of enabling the manufacture of OBD-compatible
replacement or service parts and diagnostic tools and test equipment.
3.2.12.2.7.6.1. A description of the type and number of the preconditioning cycles or
alternative preconditioning methods used for the original type approval of the
vehicle and the reason for their usage.
3.2.12.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original
type-approval of the vehicle for the component monitored by the OBD system.
3.2.12.2.7.6.3. A comprehensive document describing all sensed components with the strategy
for fault detection and MI activation (fixed number of driving cycles or
statistical method), including a list of relevant secondary sensed parameters for
each component monitored by the OBD system. A list of all OBD output codes
and format used (with an explanation of each) associated with individual
emission related power-train components and individual non-emission related
components, where monitoring of the component is used to determine MI
activation, including in particular a comprehensive explanation for the data
given in service $05 Test ID $21 to FF and the data given in service $06.
In the case of vehicle types that use a communication link in accordance with
ISO 15765-4 ‘Road vehicles, diagnostics on controller area network (CAN) —
Part 4: requirements for emissions-related systems’, a comprehensive
explanation for the data given in service $06 Test ID $00 to FF, for each OBD
monitor ID supported, shall be provided.
3.2.12.2.7.6.4. The information required above may be defined by completing a table as
described below.
3.2.12.2.7.6.4.1. Light-duty vehicles
Component Fault Monitoring Fault MI Secondary Preconditioning Demonstration
code strategy detection activation parameters test
criteria criteria
Catalyst P0420 Oxygen Difference 3rd cycle Engine Two Type 1 Type 1
sensor 1 between speed load, cycles
and sensor sensor 1 A/F mode,
2 signals and sensor catalyst
2 signals- temperature
3.2.12.2.8. Other system: …
3.2.12.2.8.2. Driver inducement system
3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after
refuelling/fuel-lockout/performance restriction
3.2.12.2.8.2.4. Description of the inducement system
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3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of
fuel: … km
3.2.12.2.10. Periodically regenerating system: (provide the information below for each
separate unit)
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: …
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench
cycles, between two cycles where regenerative phases occur under the
conditions equivalent to Type 1 test (Distance ‘D’): …
3.2.12.2.10.2.1. Applicable Type 1 cycle: …
3.2.12.2.10.2.2. The number of complete applicable test cycles required for regeneration
(distance ‘d’)
3.2.12.2.10.3. Description of method employed to determine the number of cycles between
two cycles where regenerative phases occur: …
3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration
occurs (i.e. temperature, pressure etc.): …
3.2.12.2.10.5. Description of method used to load system: …
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the
information below for each separate unit) yes/no ( 1)
3.2.12.2.11.1. Type and concentration of reagent needed: …
3.2.12.2.11.2. Normal operational temperature range of reagent: …
3.2.12.2.11.3. International standard: …
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):
3.2.12.2.11.5. Reagent indicator: (description and location)
3.2.12.2.11.6. Reagent tank
3.2.12.2.11.6.1. Capacity: …
3.2.12.2.11.6.2. Heating system: yes/no
3.2.12.2.11.6.2.1. Description or drawing
3.2.12.2.11.7. Reagent control unit: yes/no (1)
3.2.12.2.11.7.1. Make: …
3.2.12.2.11.7.2. Type: …
3.2.12.2.11.8. Reagent injector (make type and location): …
3.2.12.2.11.9. Reagent quality sensor (make, type and location): …
3.2.12.2.12. Water injection: yes/no (1)
3.2.14. Details of any devices designed to influence fuel economy (if not covered by
other items):.…
3.2.15. LPG fuelling system: yes/no (1)
3.2.15.1. Approval number (approval number of UN Regulation No. 67): …
3.2.15.2. Electronic engine management control unit for LPG fuelling
3.2.15.2.1. Make(s): …
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3.2.15.2.2. Type(s): …
3.2.15.2.3. Emission-related adjustment possibilities: …
3.2.15.3. Further documentation
3.2.15.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to
LPG or back: …
3.2.15.3.2. System lay-out (electrical connections, vacuum connections compensation
hoses, etc.): …
3.2.15.3.3. Drawing of the symbol: …
3.2.16. NG fuelling system: yes/no (1)
3.2.16.1. Approval number (approval number of UN Regulation No. 110):
3.2.16.2. Electronic engine management control unit for NG fuelling
3.2.16.2.1. Make(s): …
3.2.16.2.2. Type(s): …
NG or back: …
hoses, etc.): …
3.2.18. Hydrogen fuelling system: yes/no (1)
3.2.18.1. Type approval number according to UN Regulation No. 134 (if applicable):
………...
3.2.18.2. Electronic engine management control unit for hydrogen fuelling
3.2.18.2.1. Make(s): …
3.2.18.2.2. Type(s): …
hydrogen or back: …
hoses, etc.): …
hoses, etc.): …
3.2.20. Heat storage information
3.2.20.1. Active heat storage device: yes/no (1)
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3.2.20.1.1. Enthalpy: … (J)

3.2.20.2. Insulation materials: yes/no (1)
3.2.20.2.1. Insulation material: … (x)
3.2.20.2.2. Insulation volume: … (l) (x)
3.2.20.2.3. Insulation weight: … (kg) (x)
3.2.20.2.4. Insulation location: … (x)
3.2.20.2.5. Worst case approach vehicle cool down: yes/no (1)
3.2.20.2.5.1. (not worst case approach) Minimum soaking time, tsoak_ATCT (hours):… (x)
3.2.20.2.5.2. (not worst case approach) Location of the engine temperature measurement:
… (x)
3.2.20.2.6. Single interpolation family within the ATCT family approach: yes/no ( 1)
3.2.20.2.7. Worst case approach with regards to insulation: yes/no (1)
3.2.20.2.7.1. Description of the ATCT measured reference vehicle regarding insulation: …
3.3. Electric powertrain (for PEV only)
3.3.1. General description of electric power train
3.3.1.1. Make: ..........................
3.3.1.2. Type: ..........................
3.3.1.3. Use (1): Monomotor/multimotors (number): ..........................
3.3.1.4. Transmission arrangement: parallel/transaxial/others, to precise:
..........................
3.3.1.5. Test voltage: .......................... V
3.3.1.6. Motor nominal speed: .......................... min -1
3.3.1.7. Motor maximum speed: ..........................min -1
or by default: reducer outlet shaft/gear box speed (specify gear engaged):
.......................... min-1
3.3.1.9. Maximum power: .......................... kW
3.3.1.10. Maximum thirty minutes power: .......................... kW
3.3.1.11. Flexible range (where P > 90 per cent of max. power):
speed at the beginning of range: .......................... min-1
speed at the end of range: .......................... min -1
3.3.2. Traction REESS
3.3.2.1. Trade name and mark of the REESS: ..........................
3.3.2.2. Kind of electro-chemical couple: ..........................
3.3.2.3. Nominal voltage: .......................... V
3.3.2.4. REESS maximum thirty minutes power (constant power discharge):
.......................... kW
3.3.2.5. REESS performance in 2 h discharge (constant power or constant current): (1)
3.3.2.5.1. REESS energy: .......................... kWh
3.3.2.5.2. REESS capacity: .......................... Ah in 2 h
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Annex A1
3.3.2.5.3. End of discharge voltage value: .......................... V

3.3.2.6. Indication of the end of the discharge that leads to a compulsory stop of the
vehicle: (1) ..........................
3.3.2.7. REESS mass: .......................... kg
3.3.2.8. Number of cells:……
3.3.2.9. REESS position:…………
3.3.3. Electric Motor
3.3.3.1. Working principle:
3.3.3.1.1. direct current/alternating current (1) /number of phases: ..........................
3.3.3.1.2. separate excitation/series/compound (1)
3.3.3.1.3. synchronous/asynchronous (1)
3.3.3.1.4. coiled rotor/with permanent magnets/with housing (1)
3.3.3.1.5. number of poles of the motor: ..........................
3.3.3.2. Inertia mass: ..........................
3.3.4. Power controller
3.3.4.1. Make : ..........................
3.3.4.2. Type : ..........................
3.3.4.3. Control principle: vectorial/open loop/closed/other (to be specified): (1)
..........................
3.3.4.4. Maximum effective current supplied to the motor: (2) .......................... A
during .......................... seconds
3.3.4.5. Voltage range use: .......................... V to .......................... V
3.3.5. Cooling system:
Motor: liquid/air (1)
Controller: liquid/air (1)
3.3.5.1. Liquid-cooling equipment characteristics:
3.3.5.1.1. Nature of the liquid .......................... circulating pumps: yes/no (1)
3.3.5.1.2. Characteristics or make(s) and type(s) of the pump: ..........................
3.3.5.1.3. Thermostat: setting: ..........................
3.3.5.1.4. Radiator: drawing(s) or make(s) and type(s): ..........................
3.3.5.1.5. Relief valve: pressure setting: ..........................
3.3.5.1.6. Fan: characteristics or make(s) and type(s): ..........................
3.3.5.1.7. Fan duct: ..........................
3.3.5.2. Air-cooling equipment characteristics
3.3.5.2.1. Blower: characteristics or make(s) and type(s): ..........................
3.3.5.2.2. Standard air ducting: ..........................
3.3.5.2.3. Temperature regulating system: yes/no (1)
3.3.5.2.4. Brief description: ..........................
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3.3.5.2.5. Air filter: .......................... make(s): .......................... type(s):

3.3.5.3. Temperatures admitted by the manufacturer (maximum)
3.3.5.3.1. Motor outlet: ..........................° C
3.3.5.3.2. controller inlet: ..........................° C
3.3.5.3.3. at motor reference point(s): ..........................° C
3.3.5.3.4. at controller reference point(s): ..........................° C
3.3.6. Insulating category: ..........................
3.3.7. International protection (IP)-code: ..........................
3.3.8. Lubrication system principle: (1)
Bearings: friction/ball
Lubricant: grease/oil
Seal: yes/no
Circulation: with/without
3.3.9. Charger
3.3.9.1. Charger: on board/external (1)
in case of an external unit, define the charger (trademark, model):
..........................
3.3.9.2. Description of the normal profile of charge:
3.3.9.3. Specification of mains:
3.3.9.3.1. Type of mains: single phase/three phase (1)
3.3.9.3.2. Voltage: ..........................
3.3.9.4. Rest period recommended between the end of the discharge and the start of
the charge: ..........................
3.3.9.5. Theoretical duration of a complete charge: ..........................
3.4. Combinations of propulsion energy converters
3.4.1. Hybrid electric vehicle: yes/no (1)
3.4.2. Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle
charging: (1)
3.4.3. Operating mode switch: with/without (1)
3.4.3.1. Selectable modes
3.4.3.1.1. Pure electric: yes/no (1)
3.4.3.1.2. Pure fuel consuming: yes/no (1)
3.4.3.1.3. Hybrid modes: yes/no (1)
(if yes, short description): …
3.4.4. Description of the energy storage device: (REESS, capacitor,
flywheel/generator)
3.4.4.1. Make(s): …
3.4.4.2. Type(s): …
3.4.4.3. Identification number: …
3.4.4.4. Kind of electrochemical couple: …
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3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)

3.4.4.6. Charger: on board/external/without (1)
3.4.5. Electric machine (describe each type of electric machine separately)
3.4.5.1. Make: …
3.4.5.2. Type: …
3.4.5.3. Primary use: traction motor/generator ( 1)
3.4.5.3.1. When used as traction motor: single-/multimotors (number) (1): …
3.4.5.4. Maximum power: … kW
3.4.5.5. Working principle
3.4.5.5.5.1 Direct current/alternating current/number of phases: …
3.4.5.5.2. Separate excitation/series/compound (1)
3.4.5.5.3. Synchronous/asynchronous (1)
3.4.6. Control unit
3.4.6.1. Make(s): …
3.4.6.2. Type(s): …
3.4.7. Power controller
3.4.7.1. Make: …
3.4.7.2. Type: …
3.4.9. Manufacturer's recommendation for preconditioning: …
3.4.10. FCHV: yes/no (1)
3.4.10.1. Type of Fuel Cell
3.4.10.1.2. Make: …
3.4.10.1.3. Type: …
3.4.10.1.4. Nominal Voltage (V): …
3.4.10.1.5. Type of coolant: air/liquid (1)
3.4.10.2. System description (working principle of the fuel cell, drawing, etc.): …
3.5. Manufacturer’s declared values for determination of CO 2 emissions/fuel
consumption/electric energy consumption/electric range
3.5.7. Manufacturer’s declared values
3.5.7.1. Test vehicle parameters

Vehicle Vehicle Vehicle VM V Default
Low High if representative values
(VL) (VH) existing (only for road
if load matrix
existing family*)
Vehicle bodywork type -
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Road load method used - -

(measurement or
calculation by road
load family)
Road load information:
Tyres make and type, -
if measurement
Tyre dimensions -
(front/rear),
if measurement
Tyre rolling resistance
(front/rear) (kg/t)
Tyre pressure
(front/rear) (kPa),
if measurement
Delta CD × A of vehicle - - -
L compared to vehicle
H (IP_H minus IP_L)
Delta CD × A compared - -
to road load family
vehicle L (IP_H/L
minus RL_L), if
calculation by road
load family
Vehicle test mass (kg)
Road load coefficients
f0 (N)
f1 (N/(km/h))
f2 (N/(km/h)²)
Frontal area m² (0.000 - - -
m²)
Cycle Energy Demand
(J)
* representative vehicle is tested for the road load matrix family
3.5.7.1.1. Fuel used for the Type 1 test and selected for the measurement of the net
power in accordance with UN Regulation No. 85 (for LPG or NG vehicles
only): …
3.5.7.2. Combined CO2 mass emissions
3.5.7.2.1. CO2 mass emission for pure ICE vehicles and NOVC-HEVs
3.5.7.2.1.0. Minimum and maximum CO2 values within the interpolation family: … g/km
3.5.7.2.1.1. Vehicle high: … g/km
3.5.7.2.1.2. Vehicle low (if applicable): … g/km
3.5.7.2.1.3. Vehicle M (if applicable): … g/km
3.5.7.2.2. Charge-Sustaining CO2 mass emission for OVC-HEVs
3.5.7.2.2.1. Charge Sustaining CO2 mass emission vehicle high: g/km
3.5.7.2.2.2. Charge Sustaining CO2 mass emission vehicle low (if applicable): g/km
3.5.7.2.2.3. Charge Sustaining CO2 mass emission vehicle M (if applicable): g/km
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3.5.7.2.3. Charge Depleting CO2 mass emission and weighted CO2 mass emission for
OVC-HEVs
3.5.7.2.3.1. Charge Depleting CO2 mass emission of Vehicle high: … g/km
3.5.7.2.3.2. Charge Depleting CO2 mass emission of Vehicle low (if applicable): … g/km
3.5.7.2.3.3. Charge Depleting CO2 mass emission of Vehicle M (if applicable): … g/km
3.5.7.2.3.4. Minimum and maximum weighted CO2 values within the OVC interpolation
family: … g/km
3.5.7.3. Electric range for electrified vehicles
3.5.7.3.1. Pure Electric Range (PER) for PEVs
3.5.7.3.1.1. Vehicle high: … km
3.5.7.3.1.2. Vehicle low (if applicable): … km
3.5.7.3.2. All Electric Range AER for OVC-HEVs and OVC-FCHVs (as applicable)
3.5.7.3.2.1. Vehicle high: … km
3.5.7.3.2.2. Vehicle low (if applicable): … km
3.5.7.3.2.3. Vehicle M (if applicable): … km
3.5.7.4. Fuel consumption (FCCS) for FCHVs
3.5.7.4.1. Charge Sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs (as
applicable)
3.5.7.4.1.1. Vehicle high: … kg/100 km
3.5.7.4.1.2.. Vehicle low (if applicable): … kg/100 km
3.5.7.4.1.3. Vehicle M (if applicable): … kg/100 km
3.5.7.4.2. Charge Depleting for OVC-FCHVs (as applicable)
3.5.7.4.2.1. Vehicle high: … kg/100 km
3.5.7.4.2.2. Vehicle low (if applicable): … kg/100 km
3.5.7.5. Electric energy consumption for electrified vehicles
3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles
3.5.7.5.1.1. Vehicle high: … Wh/km
3.5.7.5.1.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2. UF-weighted charge-depleting electric energy consumption ECAC,CD
(combined)
3.5.7.5.2.1. Vehicle high: … Wh/km
3.5.7.5.2.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2.3. Vehicle M (if applicable): … Wh/km
3.6. Temperatures permitted by the manufacturer
3.6.1. Cooling system
3.6.1.1. Liquid cooling
Maximum temperature at outlet: … K
3.6.1.2. Air cooling
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3.6.1.2.1. Reference point: …

3.6.1.2.2. Maximum temperature at reference point: … K
3.6.2. Maximum outlet temperature of the inlet intercooler: … K
3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to
the outer flange(s) of the exhaust manifold or turbocharger: … K
3.6.4. Fuel temperature
Minimum: … K — maximum: … K
For diesel engines at injection pump inlet, for gas fuelled engines at pressure
regulator final stage
3.6.5. Lubricant temperature
Minimum: … K — maximum: … K
3.8. Lubrication system
3.8.1. Description of the system
3.8.1.1. Position of lubricant reservoir: …
3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.) (1)
3.8.2. Lubricating pump
3.8.2.1. Make(s): …
3.8.2.2. Type(s): …
3.8.3. Mixture with fuel
3.8.3.1. Percentage: …
3.8.4. Oil cooler: yes/no (1)
3.8.4.1. Drawing(s): … or
3.8.4.1.1. Make(s): …
3.8.4.1.2. Type(s): …
3.8.5. Lubricant specification: …W…
4. TRANSMISSION (p)
4.3. Moment of inertia of engine flywheel: …
4.3.1. Additional moment of inertia with no gear engaged: …
4.4. Clutch(es)
4.4.1. Type: …
4.4.2. Maximum torque conversion: …
4.5. Gearbox
4.5.1. Type (manual/automatic/CVT (continuously variable transmission)) ( 1)
4.5.1.4. Torque rating: …
4.5.1.5. Number of clutches: …
4.6. Gear ratios
100
Annex A1
Gear Internal gearbox Final drive ratio(s) Total

ratios (ratios of (ratio of gearbox gear
engine to output shaft to ratios
gearbox output driven wheel
shaft revolutions)
revolutions)
Maximum
for CVT
1
2
3
…
Minimum
for CVT
4.6.1. Gearshift
4.6.1.1. Gear 1 excluded: yes/no (1)
4.6.1.2. n95_high for each gear: … min–1
4.6.1.3. nmin_drive
4.6.1.3.1. 1st gear: … min–1
4.6.1.3.2. 1st gear to 2nd: … min–1
4.6.1.3.3. 2nd gear to standstill: … min–1
4.6.1.3.4. 2nd gear: … min–1
4.6.1.3.5. 3rd gear and beyond: … min–1
4.6.1.4. nmin_drive_set for acceleration/constant speed phases (n_min_drive_up): … min–1
4.6.1.5. nmin_drive_set for deceleration phases (nmin_drive_down):
4.6.1.6. initial period of time
4.6.1.6.1. tstart_phase: … s
4.6.1.6.2. nmin_drive_start: … min–1
4.6.1.6.3. nmin_drive_up_start: … min–1
4.6.1.7. use of ASM: yes/no (1)
4.6.1.7.1. ASM values: … at … min-1
4.7. Maximum vehicle design speed (in km/h) ( q): …
4.12. Gearbox lubricant: …W…
6. SUSPENSION
6.6. Tyres and wheels
6.6.1. Tyre/wheel combination(s)
6.6.1.1. Axles
6.6.1.1.1. Axle 1: …
6.6.1.1.1.1. Tyre size designation
101
Annex A1
6.6.1.1.2. Axle 2: …
6.6.1.1.2.1. Tyre size designation
etc.
6.6.2. Upper and lower limits of rolling radii
6.6.2.1. Axle 1: …
6.6.2.2. Axle 2: …
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa
9. BODYWORK
9.1. Type of bodywork (c): …
12. MISCELLANEOUS
12.10. Devices or systems with driver selectable modes which influence CO2
emissions, fuel consumption, electric energy consumption and/or criteria
emissions and do not have a predominant mode: yes/no ( 1)
12.10.1. Charge sustaining test (if applicable) (state for each device or system)
12.10.1.0. Predominant mode under CS condition: yes/no (1)
12.10.1.0.1. Predominant mode under CS condition: … (if applicable)
12.10.1.1. Best case mode: … (if applicable)
12.10.1.2. Worst case mode: … (if applicable)
12.10.1.3. Mode which enables the vehicle to follow the reference test cycle: … (in case
no predominant mode under CS condition and only one mode is able to
follow the reference test cycle)
12.10.2. Charge depleting test (if applicable) (state for each device or system)
12.10.2.0. Predominant mode under CD condition: yes/no (1)
12.10.2.0.1. Predominant mode under CD condition: … (if applicable)
12.10.2.1. Most energy consuming mode: … (if applicable)
12.10.2.2. Mode which enables the vehicle to follow the reference test cycle: … (in case
no predominant mode under CD condition and only one mode is able to
follow the reference test cycle)
12.10.3. Type 1 test (if applicable) (state for each device or system)
12.10.3.1. Best case mode: …
12.10.3.2. Worst case mode: …
Explanatory notes
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is
applicable).
(2) Specify the tolerance.
(3) Please fill in here the upper and lower values for each variant.
(6) [Reserved]
(7) Optional equipment that affects the dimensions of the vehicle shall be specified.
(x) For insulation volume and insulation weight, state to 2 decimal places. Not to be documented if “no” in
paragraph 3.2.20.2.5. or 3.2.20.2.7.
(c) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document
ECE/TRANS/WP.29/78/Rev.6, para. 2. -
102
Annex A1
(f ) Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions
are to be stated.
(g) Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and
definitions.
(h) The mass of the driver is assessed at 75 kg.
The liquid containing systems (except those for used water that must remain empty) are filled to 100 % of the
capacity specified by the manufacturer.
(i ) For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, which exert a significant
vertical load on the coupling device or the fifth wheel, this load, divided by standard acceleration of gravity, is
included in the maximum technically permissible mass.
(k) In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items
shall be repeated.
In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be
supplied by the manufacturer.
(l ) This figure shall be rounded off to the nearest tenth of a millimetre.
(m ) This value shall be calculated (π = 3.1416) and rounded off to the nearest cm3.
(n) Determined in accordance with the requirements of UN Regulation No. 85.
(p) The specified particulars are to be given for any proposed variants.
(q) With respect to trailers, maximum speed permitted by the manufacturer.
103
Annex A1 – Appendix 1
Annex A1 - Appendix 1
WLTP Test Report

Test Reports
A Test Report is the report issued by the technical service responsible for conducting the tests
according this regulation.
Part I
The following information, if applicable, is the minimum data required for the Type 1 test.
Report number
APPLICANT
Manufacturer
SUBJECT …
Roadload family identifier(s) :
Interpolation family identifier(s) :
Object submitted to tests
Make :
IP :
identifier
CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject.
PLACE, DD/MM/YYYY
General notes:
If there are several options (references), the one tested should be described in the test report.
If there are not, a single reference to the information document at the start of the test report may be
sufficient.
Every Technical Service is free to include some additional information.
Test results may/shall be repeated to handle 3-phase and 4-phase WLTP.
Characters are included in the sections of the test report relating to specific vehicle types, as follows:
"(a)" Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN
Regulation No. 154) (as applicable).
"(b)" Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN
104
1. Description of tested vehicle(s): high, low and m (if applicable)

1.1. General
Vehicle numbers : Prototype number and VIN

Category :
Bodywork :
Drive wheels :
1.1.1. Powertrain Architecture

Powertrain architecture : pure ICE, hybrid, electric or fuel cell
1.1.2. Internal Combustion Engine (if applicable)

For more than one ICE, please repeat the point
Make :
Type :
Working principle : two/four stroke
Cylinders number and arrangement :
Engine capacity (cm3) :
Engine idling speed (min-1) : +

-
High engine idling speed (min-1) (a) : +
-
Rated engine power : kW at rpm
Maximum net torque : Nm at rpm
Engine lubricant : make and type

Cooling system : Type: air/water/oil
Insulation : material, amount, location, volume and weight
1.1.3. Test fuel for Type 1 test (if applicable)

For more than one test fuel, please repeat the point
Make :
Type : Petrol - Diesel – LPG – NG - …
…
Density at 15°C :
Sulphur content : Only for Diesel and Petrol
:
Batch number :
Willans factors (for ICE) for CO2 emission :
(gCO2/MJ)
105
1.1.4. Fuel feed system (if applicable)

For more than one fuel feed system, please repeat the point
Direct injection : yes/no or description

Vehicle fuel type : Monofuel / bifuel / flex fuel
Control unit
Part reference : same as information document
Software tested : read via scantool, for example
Air flowmeter :
Throttle body :
Pressure sensor :
Injection pump :
Injector(s) :
1.1.5. Intake system (if applicable)

For more than one intake system, please repeat the point
Pressure charger : Yes/no

make & type (1)
Intercooler : yes/no
type (air/air – air/water) (1)
Air filter (element) (1) : make & type
Intake silencer (1) : make & type
1.1.6. Exhaust system and anti-evaporative system (if applicable)

For more than one, please repeat the point
First catalytic converter : make & reference (1)

principle: three way / oxidising / NOx trap / NOx
storage system / Selective Catalyst Reduction…
Second catalytic converter : make & reference (1)
Particulate trap : with/without/not applicable
catalysed: yes/no
make & reference (1)
Reference and position of oxygen and/or lambda : before catalyst / after catalyst
sensor(s)
Air injection : with/without/not applicable
Water injection : with/without/not applicable

EGR : with/without/not applicable
cooled/non-cooled
HP/LP
Evaporative emission control system : with/without/not applicable
106
Reference and position of NOx sensor(s) : Before/ after

General description (1) :
1.1.7. Heat Storage Device (if applicable)

For more than one Heat Storage System, please repeat the point
Heat storage device : yes/no

Heat capacity (enthalpy stored J) :
Time for heat release (s) :
1.1.8. Transmission (if applicable)

For more than one Transmission, please repeat the point
Gearbox : manual / automatic / continuous variation

Gear shifting procedure
Predominant mode* : yes/no
normal / drive / eco/…
Best case mode for CO2 emissions and fuel :
consumption (if applicable)
Worst case mode for CO2 emissions and fuel :
Highest electric energy consumption mode (if :
applicable)
Control unit :
Gearbox lubricant : make and type
Tyres
Make :
Type :
Dimensions front/rear :
Dynamic circumference (m) :

Tyre pressure (kPa) :
* for OVC-HEV, specify for charge sustaining and for charge depleting operating conditions.
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed
(1000 (min-1)) (V1000) for each of the gearbox ratios (R.B.).
R.B. R.P. R.T. V1000
1st 1/1
2nd 1/1
3rd 1/1
4th 1/1
5th 1/1
…
1.1.9. Electric machine (if applicable)
107
For more than one Electric Machine, please repeat the point
Make :
Type :
Peak Power (kW) :
1.1.10. Traction REESS (if applicable)

For more than one Traction REESS, please repeat the point
Make :
Type :
Capacity (Ah) :
Nominal Voltage (V) :
1.1.11. Fuel cell (if applicable)

For more than one Fuel Cell stack, please repeat the point
Make :
Type :
1.1.12. Power electronics (if applicable)

Can be more than one PE (propulsion converter, low voltage system or charger)
Make :
Type :
Power (kW) :
1.2. Vehicle high description

1.2.1. Mass
Test mass of VH (kg) :
1.2.2. Road load parameters

f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)²) :
Cycle energy demand (J) :
Road load test report reference :
Road load family’s identifier :
1.2.3. Cycle selection parameters
Cycle (without downscaling) : Class 1 / 2 / 3a / 3b

Ratio of rated power to mass in running order – 75kg : (if applicable)
(PMR)(W/kg)
Capped speed process used during measurement : yes/no
Maximum speed of the vehicle (km/h) :
Downscaling (if applicable) : yes/no
Downscaling factor fdsc :
Cycle distance (m) :
108
Constant speed (in the case of the shortened test procedure) : if applicable
109
1.2.4. Gear shift point (if applicable)

Version of Gear Shift calculation indicate the applicable amendment to UN GTR
No 15
Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx
nmin_drive
1st gear : …min-1
1st gear to 2nd : …min-1
2nd gear to standstill : …min-1
2nd gear : …min-1
3rd gear and beyond : …min-1
Gear 1 excluded : yes/no
n95_high for each gear : …min-1
nmin_drive_set for acceleration/constant speed phases : …min-1
(nmin_drive_up)
nmin_drive_set for deceleration phases (nmin_drive_down) : …min-1
tstart_phase : …s
nmin_drive_start : …min-1
nmin_drive_up_start : …min-1
use of ASM : yes/no
ASM values :
1.3. Vehicle low description (if applicable)

1.3.1. Mass
Test mass of VL(kg) :
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)²) :
Δ(CD×Af)LH (m2) :
110
1.3.3. Cycle Selection parameters

(PMR)(W/kg)
Maximum speed of the vehicle :
1.4. Vehicle M description (if APPlicable)

1.4.1. Mass
Test mass of VL(kg) :
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)²) :
Δ(CD×Af)LH ( m2) :
1.4.3. Cycle Selection parameters

(PMR)(W/kg)
Maximum speed of the vehicle :
111
2. Test results
2.1. Type 1 test
Method of chassis dyno setting : Fixed run / iterative / alternative with

its own warmup cycle
Dynamometer in 2WD/4WD operation : 2WD/4WD
For 2WD operation, was the non-powered axle rotating : yes/no/not applicable
Dynamometer operation mode yes/no
.
Coastdown mode : yes/no
Additional preconditioning : yes/no
description
Deterioration factors : assigned / tested
2.1.1. Vehicle high
Date of tests : (day/month/year)

Place of the test : Chassis dyno, location, country
Height of the lower edge above ground of cooling fan (cm) :
Lateral position of fan centre (if modified as request by the : in the vehicle centre-line/…
manufacturer)
Distance from the front of the vehicle (cm) :
IWR: Inertial Work Rating (%) : x.x
RMSSE: Root Mean Squared Speed Error (km/h) : x.xx
Description of the accepted deviation of the driving cycle : PEV before break off criteria
or
Fully operated acceleration pedal
2.1.1.1. Pollutant emissions (if applicable)

2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and
of OVC-HEVs in case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below shall be repeated (predominant mode or best case
mode and worst case, mode if applicable)
Test 1
THC+NOx Particulate Particle

CO THC (a) NMHC (a) NOx
(b) Matter Number
Pollutants
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km)
Measured values
Regeneration factors (Ki)(2)
Additive
Regeneration factors (Ki)(2)
Multiplicative
Deterioration factors (DF)
additive
Deterioration factors (DF)
multiplicative
Final values
Limit values
112
(2) See Ki family report(s) :
Type 1 performed for Ki determination :
Regeneration family’s identifier :
Test 2 if applicable: for CO2 reason (dCO21) / for pollutants reason (90% of the limits) / for both
Record test results in accordance with the table of Test 1
Test 3 if applicable: for CO2 reason (dCO22)
2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test

Test 1
Pollutant emission limits have to be fulfilled and the following point has to be repeated for each
driven test cycle.
THC+NOx Particulate
CO THC (a) NMHC (a) NOx Particle Number
(b) Matter
Pollutants
Measured single cycle values

Limit single cycle values
Test 2 (if applicable): for CO2 reason (dCO21) / for pollutants reason (90% of the limits) / for both
Test 3 (if applicable): for CO2 reason (dCO22)
2.1.1.1.3. U-weighted pollutant emissions of OVC-HEVS
THC+NOx Particulate Particle

CO THC (a) NMHC (a) NOx
(b) Matter Number
Pollutants
Calculated values
2.1.1.2. CO2 emission (if applicable)

2.1.1.2.1. CO2 emission of vehicles with at least one combustion engine, of NOVC-HEV and
of OVC-HEV in the case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below have to be repeated (predominant mode or
best case mode and worst case, mode if applicable)
Test 1
CO2 emission Low Medium High Extra High Combined
Measured value MCO2,p,1 -

Speed and distance corrected value
MCO2,p,1b / MCO2,c,2
RCB correction coefficient: (5)
MCO2,p,3 / MCO2,c,3
Regeneration factors (Ki)
Additive
Regeneration factors (Ki)
Multiplicative
MCO2,c,4 -
AFKi= MCO2,c,3 / MCO2,c,4 -
113
CO2 emission Low Medium High Extra High Combined
MCO2,p,4 / MCO2,c,4 -
(4)
ATCT correction (FCF)
Temporary values MCO2,p,5 / MCO2,c,5
Declared value - - - -
1
dCO2 * declared value - - - -
(4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)
See ATCT family report(s) :
ATCT family’s identifier :
(5)
correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for pure ICE vehicles, and
Appendix 2 to Annex B8 of UN Regulation No 154 for HEVs (KCO2)
Test 2 (if applicable)

Conclusion
CO2 emission (g/km) Low Medium High Extra High Combined
Averaging MCO2,p,6/ MCO2,c,6

Alignment MCO2,p,7 / MCO2,c,7
Final values MCO2,p,H / MCO2,c,H
2.1.1.2.2. CO2 mass emission of OVC-HEVs in case of a charge-depleting Type 1 test

Test 1
CO2 mass emission (g/km) Combined
Calculated value MCO2,CD

Declared value
dCO21

Conclusion
Averaging MCO2,CD
Final value MCO2,CD
2.1.1.2.4. UF-weighted CO2 mass emission of OVC-HEVS
Calculated value MCO2,weighted
114
2.1.1.3. Fuel consumption (if applicable)

2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and
of OVC-HEVs in case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or
Fuel consumption (l/100 km) or fuel efficiency

Low Medium High Extra High Combined
(km/l) (as applicable)
Final values FCp,H / FCc,H (6), FEp, FEc

(6) Calculated from aligned CO2 values
On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in paragraph 5.11. of this
Regulation
Data accessibility
The parameters listed in paragraph 3. of Appendix 5 to this Regulation are accessible: yes/not applicable
Accuracy (if applicable)
Vehicle HIGH - Test 1 x.xxx

Vehicle HIGH - Test 2 (if applicable) x.xxx
Fuel_ConsumedWLTP (litres) (8) Vehicle LOW - Test 1 (if applicable) x.xxx
Vehicle LOW Test 2 (if applicable) x.xxx
Vehicle LOW - Test 3 (if applicable) x.xxx
Total x.xxx
Vehicle HIGH - Test 1 x.xxx
Fuel_ConsumedOBFCM (litres) (8) Vehicle LOW - Test 1 (if applicable) x.xxx
Vehicle LOW Test 2 (if applicable) x.xxx
Vehicle LOW - Test 3 (if applicable) x.xxx
Total x.xxx
Accuracy (8) x.xxx
(8) in accordance with Appendix 5 to this Regulation
2.1.1.3.2. Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable) in case of a charge-
depleting Type 1 test
Test 1
Fuel consumption (l/100 km or kg/100 km) or fuel Combined

efficiency (km/l) (as applicable)
Calculated value FCCD, FECD

Conclusion
115
Fuel consumption (l/100km or kg/100 km) or fuel Combined

efficiency (km/l ) (as applicable)
Averaging FCCD, FECD

Final value FCCD, FECD
2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable)
Fuel consumption (l/100 km or kg/100 km) or fuel Combined

efficiency (km/l for Level 1B) (as applicable)
Calculated value FCweighted, FEweighted
2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs and OVC-FCHVs (as applicable) in

case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or
Fuel consumption (kg/100 km) or fuel Combined

efficiency (km/kg) (as applicable)
Measured values
RCB correction coefficient
Final values FCc, FEc
2.1.1.4. Ranges (if applicable)

2.1.1.4.1. Ranges for OVC-HEVs and OVC-FCHVs (as applicable)
2.1.1.4.1.1. All electric range
Test 1
AER (km) City Combined
Measured/Calculated values AER

Declared value -

Conclusion
AER (km) City Combined
Averaging AER (if applicable)

Final values AER
2.1.1.4.1.2. Equivalent All electric Range
EAER (km) Low Medium High Extra High City Combined
Final values EAER
2.1.1.4.1.3. Actual charge-depleting range
RCDA (km) Combined
Final value RCDA
116
2.1.1.4.1.4. Charge-Depleting Cycle Range

Test 1
RCDC (km) Combined
Final value RCDC

Index Number of the transition cycle
REEC of confirmation-cycle (%)

2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable)
Test 1
PER (km) Low Medium High Extra High City Combined
Calculated values PER

Declared value - - - - -

Conclusion
PER (km) City Combined
Averaging PER
Final values PER
2.1.1.5. Electric energy consumption (if applicable)

2.1.1.5.1. Electric energy consumption of OVC-HEVs and OVC-FCHVs (as applicable)
2.1.1.5.1.1. Recharged electric energy (E AC)
EAC(Wh)
2.1.1.5.1.2. Electric energy consumption (EC)

EC (Wh/km) Low Medium High Extra High City Combined
Final values EC
2.1.1.5.1.3. UF-weighted charge-depleting electric energy consumption

Test 1
ECAC,CD (Wh/km) Combined
Calculated value ECAC,CD

Conclusion (if applicable)
117
ECAC,CD (Wh/km) Combined
Averaging ECAC,CD
Final value
2.1.1.5.1.4. UF-weighted electric energy consumption

Test 1
ECAC,weighted (Wh) Combined
Calculated value ECAC,weighted

Conclusion (if applicable)
ECAC,weighted (Wh/km) Combined
Averaging ECAC,weighted
Final value
2.1.1.5.1.5. Information for COP
Combined
Electric energy consumption (Wh/km)

ECDC,CD,COP
AFEC,AC,CD
2.1.1.5.2. Electric energy consumption of PEVs (if applicable)

Test 1
EAC(Wh)
EC (Wh/km) City Combined
Calculated values EC
Declared value -

EC (Wh/km) Low Medium High Extra High City Combined
Averaging EC
Final values EC
Information for COP
Combined
Electric Energy Consumption (Wh/km)

ECDC,COP
AFEC
118
2.1.2. Vehicle low (if applicable)

Repeat paragraph 2.1.1.
2.1.3. Vehicle M (if applicable)
Repeat paragraph 2.1.1.
2.1.4. Final criteria emissions values (if applicable)
THC+NOx
CO THC (a) NMHC (a) NOx PM PN
(b)
Pollutants
Highest values(3)
(3)
for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)
2.4. Type 4 (a) test
Family’s identifier :
See report(s) :
2.5. Type 5 test
See durability family report(s) :
Type 1 cycle for criteria emissions testing :
Durability family identifier
2.8. On Board Diagnostic System
See family report(s) :
2.11. Temperature information related to vehicle high (VH)
Worst case approach with regards to vehicle insulation : yes/no (7)

Worst case approach vehicle cool down : yes/no (7)
ATCT family composed of a single Interpolation family : yes/no (7)
Engine coolant temperature at the end of soaking time (°C) :
Average soak area temperature over the 3 last hours (°C) :
Difference between engine coolant end temperature and average :
soak area temperature of the last 3 hours ∆T_ATCT (°C)
The minimum soaking time tsoak_ATCT (s) :
Location of temperature sensor :
Measured engine temperature : oil/coolant
(7)
if “yes” then the six last lines are not applicable
2.12. Exhaust after-treatment system using reagent
See family report(s) :
119
Part II
The following information, if applicable, is the minimum data required for the ATCT test.
Report number
APPLICANT
Manufacturer
SUBJECT …
Interpolation family identifier(s) :
ATCT identifier(s) :
Make :
IP identifier :
PLACE, DD/MM/YYYY
General notes:
If there are several options (references), the one tested should be described in the test report.
If there are not, a single reference to the information document at the start of the test report may be
sufficient.
Every Technical Service is free to include some additional information.
Characters are included in the sections of the test report relating to specific vehicle types, as follows:
“(a)” Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN
“(b)” Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN
1. Description of tested vehicle
1.1. General

Category :
Bodywork :
Drive wheels :
1.1.1. Powertrain Architecture
Powertrain architecture : pure ICE, hybrid, electric or fuel cell
1.1.2. Internal combustion engine (if applicable)

Make :
Type :
Engine idling speed (min-1) : ±
120
High engine idling speed (min-1) (a) : ±
Rated engine power : kW At rpm
Maximum net torque : Nm At rpm
Engine lubricant : make and type
Insulation : material, amount, location, volume and weight
1.1.3. Test fuel for type 1 test (if applicable)

For more than one test fuel, please repeat the point
Make :
Type : Petrol - Diesel – LPG – NG - …
Density at 15°C :
Sulphur content : Only for Diesel and Petrol
Annex IX :
Batch number :
Willans factors (for ICE) for CO2 emission :
(gCO2/MJ)
Control unit
Part reference : same as information document
Software tested : read via scantool, for example
Air flowmeter :
Throttle body :
Pressure sensor :
Injection pump :
Injector(s) :
1.1.4. Fuel feed system (if applicable)

For more than one fuel feed system, please repeat the point
1.1.5. Intake system (if applicable)
For more than one intake system, please repeat the point
Pressure charger : Yes/no

make & type (1)
Intercooler : yes/no
type (air/air – air/water) (1)
Air filter (element) (1) : make & type
Intake silencer (1) : make & type
121
1.1.6. Exhaust system and anti-evaporative system (if applicable)

For more than one, please repeat the point
First catalytic converter : make & reference (1)

Second catalytic converter : make & reference (1)

Particulate trap : with/without/not applicable

catalysed: yes/no
make & reference (1)
Reference and position of oxygen and/or lambda : before catalyst / after catalyst
sensor(s)
Air injection : with/without/not applicable
Water injection : with/without/not applicable
EGR : with/without/not applicable

cooled/non-cooled
HP/LP
Evaporative emission control system : with/without/not applicable
Reference and position of NOx sensor(s) : Before/ after
General description (1) :
1.1.7. Heat storage device (if applicable)

For more than one Heat Storage System, please repeat the point
Heat storage device : yes/no
Heat capacity (enthalpy stored J) :
Time for heat release (s) :
1.1.8. Transmission (if applicable)

For more than one Transmission, please repeat the point
Gearbox : manual / automatic / continuous variation
Gear shifting procedure
Predominant mode : yes/no

normal / drive / eco/…
Best case mode for CO2 emissions and fuel :

Worst case mode for CO2 emissions and fuel :

Control unit :
Gearbox lubricant : make and type
122
Tyres
Make :
Type :
Dimensions front/rear :
Dynamic circumference (m) :
Tyre pressure (kPa) :
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min -
1
)) (V1000) for each of the gearbox ratios (R.B.).
R.B. R.P. R.T. V1000
1st 1/1
2nd 1/1
3rd 1/1
4th 1/1
5th 1/1
…
1.1.9. Electric machine (if applicable)

For more than one electric machine, please repeat the point
Make :
Type :
Peak Power (kW) :
1.1.10. Traction REESS (if applicable)

For more than one traction REESS, please repeat the point
Make :
Type :
Capacity (Ah) :
Nominal Voltage (V) :
1.1.11. Reserved
1.1.12. Power electronics (if applicable)
Can be more than one PE (propulsion converter, low voltage system or charger)
Make :
Type :
Power (kW) :
123
1.2. Vehicle description

1.2.1. Mass
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)²) :
f2_TReg (N/(km/h)²) :
1.2.3. Cycle selection parameters

Ratio of rated power to mass in running order -75kg : (if applicable)
(PMR)(W/kg)

Maximum speed of the vehicle (km/h) :
Version of Gear Shift calculation (indicate the applicable amendment to UN GTR

No. 15)
Gear shifting : Average gear for v ≥ 1 km/h, rounded to four

places of decimal
nmin drive
1st gear : …min-1
1st gear to 2nd : …min-1
2nd gear to standstill : …min-1
2nd gear : …min-1
3rd gear and beyond : …min-1
Gear 1 excluded : yes/no
n95_high for each gear : …min-1
124
nmin_drive_set for acceleration/constant speed phases : …min-1

(nmin_drive_up)
nmin_drive_set for deceleration phases (nmin_drive_down) : …min-1
tstart_phase : …s
nmin_drive_start : …min-1
nmin_drive_up_start : …min-1
use of ASM : yes/no
ASM values :
2. Test results
Method of chassis dyno setting : Fixed run / iterative / alternative with

its own warmup cycle
Dynamometer in 2WD/4WD operation : 2WD/4WD
For 2WD operation, was the non-powered axle rotating : yes/no/not applicable
2.1 Test at 14°C
Place of the test :
manufacturer)
Description of the accepted deviation of the driving cycle : Fully operated acceleration pedal
2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of
OVC-HEVs in case of a charge-sustaining
Particulate Particle
CO THC (a) NMHC (a) NOx THC+NOx (b)
Matter Number
Pollutants
Measured values
Limit values
125
2.1.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of
OVC-HEV in case of a charge-sustaining tests

Measured Speed and distance
corrected value MCO2,p,1b / MCO2,c,2
RCB correction coefficient (2)
MCO2,p,3 / MCO2,c,3
(2)
correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for ICE vehicles, KCO2
for HEVs
2.2 Test at 23°C
Provide information or refer to type 1 test report
Place of the test :
manufacturer)
Description of the accepted deviation of the driving cycle : Fully operated acceleration pedal
2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of
OVC-HEVs in case of a charge-sustaining
Particulate
CO THC (a) NMHC (a) NOx THC+NOx (b) Particle Number
Matter
Pollutants
Final values
Limit values
2.2.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of
OVC-HEV in case of a charge-sustaining tests

Measured Speed and distance
corrected value MCO2,p,1b / MCO2,c,2
RCB correction coefficient (2)
MCO2,p,3 / MCO2,c,3
(2)correction as referred to in Appendix 2 to Annex B6 of this Regulation for ICE vehicles, and Appendix
2 to Annex B8 of this Regulation for HEVs (KCO2)
126
2.3. Conclusion
CO2 emission (g/km) Combined
ATCT (14°C) MCO2,Treg

Type 1 (23°C) MCO2,23°
Family correction factor (FCF)
2.4. Temperature information of the reference vehicle after 23°C test
Worst case approach with regards to vehicle insulation : yes/no (3)
Worst case approach vehicle cool down : yes/no (3)
ATCT family composed of a single Interpolation family : yes/no (3)
Engine coolant temperature at the end of soaking time (°C) :
Average soak area temperature over the 3 last hours (°C) :
Difference between engine coolant end temperature and average soak area :
temperature of the last 3 hours ∆T_ATCT (°C)
The minimum soaking time tsoak_ATCT (s) :
Location of temperature sensor :
Measured engine temperature : oil/coolant
(3) if “yes” then the six last lines are not applicable
127
WLTP Road Load Test Report

Road Load Test Report
The following information, if applicable, is the minimum data required for the road load determination test.
Report number
APPLICANT
Manufacturer
SUBJECT Determination of a vehicle road load /…
Make :
Type :
PLACE, DD/MM/YYYY
1. Concerned vehicle(s)
Make(s) concerned :
Type(s) concerned :
Commercial description :
Maximal speed (km/h) :
Powered axle(s) :
2. Description of tested vehicles

If no interpolation: the worst-case vehicle (regarding energy demand) shall be described
2.1. Wind tunnel method
Combination with : Flat belt dynamometer / chassis dynamometer
2.1.1 General
Wind tunnel Dynamometer
HR LR HR LR
Make
Type
Version
Cycle energy demand over a
complete WLTC Class 3 cycle (kJ)
Deviation from production series - -
Mileage (km) - -
128
Or (in case of roadload matrix family):

Make :
Type :
Version :
Cycle energy demand over a complete :
WLTC (kJ)
Deviation from production series :
Mileage (km) :
2.1.2 Masses
Dynamometer
HR LR
Test mass (kg)
Average mass mav (kg)
Value of mr (kg per axle)
Category M vehicle:
proportion of the vehicle mass in running order on the front axle (%)
Category N vehicle:
weight distribution (kg or %)
Test mass (kg) :

Average mass mav(kg) : (average before and after the
test)
Technically permissible maximum laden mass :
Estimated arithmetic average of the mass of optional equipment :
Category M vehicle: :
Category N vehicle: :
2.1.3 Tyres
Wind tunnel Dynamometer
HR LR HR LR
Size designation
Make
Type
Rolling resistance
Front (kg/t) - -
Rear (kg/t) - -
Tyre pressure
Front (kPa) - -
Rear (kPa) - -

Size designation
Make :
Type :
Rolling resistance
Front (kg/t) :
Rear (kg/t) :
Tyre pressure
129
Front (kPa) :
Rear (kPa) :
2.1.4. Bodywork
Wind tunnel
HR LR
Type AA/AB/AC/AD/AE/AF
BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts y/n and list if applicable
Installed aerodynamic options list
Delta (CD × Af)LH compared to HR (m2) -
Body shape description : Square box (if no representative body shape for a complete vehicle can
be determined)
Frontal area Afr (m²) :
2.2 on road
2.2.1. General
HR LR
Make
Type
Version
Cycle energy demand over a
complete WLTC Class 3 cycle (kJ)
Deviation from production series
Mileage
Make :
Type :
Version :
Cycle energy demand over a complete :
WLTC (kJ)
Deviation from production series :
Mileage (km) :
2.2.2 Masses
HR LR
Test mass (kg)
Average mass mav(kg)
Value of mr (kg per axle)
Category M vehicle:
Category N vehicle:
130

Test mass (kg) :
Average mass mav(kg) : (average before and after the
test)
Technically permissible maximum laden mass :
Estimated arithmetic average of the mass of optional equipment :
Category M vehicle:
Category N vehicle:
2.2.3 Tyres
HR LR
Size designation
Make
Type
Rolling resistance
Front (kg/t)
Rear (kg/t)
Tyre pressure
Front (kPa)
Rear (kPa)

Size designation :
Make :
Type :
Rolling resistance
Front (kg/t) :
Rear (kg/t) :
Tyre pressure
Front (kPa) :
Rear (kPa) :
2.2.4. Bodywork
HR LR
Type AA/AB/AC/AD/AE/AF
BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts y/n and list if applicable
Installed aerodynamic options list
Delta (CD ×Af)LH compared to HR (m2) -

Body shape description : Square box (if no representative body shape for a complete vehicle can
be determined)
Frontal area Afr (m²) :
131
2.3. Powertrain
2.3.1. Vehicle High
Engine code :
Transmission type : manual, automatic, CVT
Transmission model : (torque rating and no of clutches → to be included in info
(manufacturer's codes) doc)
Covered transmission models :
(manufacturer's codes)
Engine rotational speed divided by vehicle :
speed Gear Gear ratio N/V ratio
1st 1/..
2nd 1..
3rd 1/..
4th 1/..
5th 1/..
6th 1/..
..
..
Electric machine(s) coupled in position N : n.a. (no electric machine or no coastdown mode)
Type and number of electric machines : construction type: asynchronous/ synchronous…
Type of coolant : air, liquid, …
2.3.2. Vehicle Low

Repeat paragraph 2.3.1. with VL data
2.4. Test results
2.4.1. Vehicle High
Dates of tests : dd/mm/yyyy (wind tunnel)
dd/mm/yyyy (dynamometer)
or
dd/mm/yyyy (on road)
On road
Method of the test : coastdown
or torque meter method
Facility (name / location / track's reference) :
Coastdown mode : y/n
Wheel alignment : Toe and camber values
Ground clearance :
Vehicle height :
Drivetrain lubricants :
Wheel bearing lubricants :
Brake adjustment to avoid unrepresentative :
parasitic drag
Maximum reference speed (km/h) :
Anemometry : stationary
or on board: influence of anemometry (CD × A) and if it was
corrected.
132
Number of split(s) :
Wind : average, peaks and direction in conjunction with direction of
the test track
Air pressure :
Temperature (mean value) :
Wind correction : y/n
Tyre pressure adjustment : y/n
Raw results : Torque method:
c0 =
c1 =
c2 =
Coastdown method:
f0
f1
f2
Final results Torque method:
c0 =
c1 =
c2 =
and
f0 =
f1 =
f2 =
Coastdown method:
f0 =
f1 =
f2 =
Or
Wind tunnel method
Facility (name/location/dynamometer's :
reference)
Qualification of the facilities : Report reference and date
Dynamometer
Type of dynamometer : flat belt or chassis dynamometer
Method : stabilised speeds or deceleration method
Warm up : warm-up by dyno or by driving the vehicle
Correction of the roller curve : (for chassis dynamometer, if applicable)
Method of chassis dynamometer setting : Fixed run / iterative / alternative with its own warmup cycle
Measured aerodynamic drag coefficient : Velocity (km/h) CD × A (m²)
multiplied by the frontal area … …
… …
Result : f0 =
f1 =
f2 =
Or
133
Road load matrix on road

Method of the test : coastdown
or torque meter method
Facility (name/location/track's reference) :
Coastdown mode : y/n
Wheel alignment : Toe and camber values
Ground clearance :
Vehicle height :
Brake adjustment to avoid unrepresentative :
parasitic drag
Maximum reference speed (km/h) :
Anemometry : stationary
or on board: influence of anemometry (CD × A) and if it was
corrected.
Number of split(s) :
Wind : average, peaks and direction in conjunction with direction of
the test track
Air pressure :
Temperature (mean value) :
Wind correction : y/n
Tyre pressure adjustment : y/n
Raw results : Torque method:
c0r =
c1r =
c2r =
Coastdown method:
f0r =
f1r =
f2r =
Final results Torque method:
c0r =
c1r =
c2r =
and
f0r (calculated for vehicle HM) =
f0r (calculated for vehicle LM) =
Coastdown method:
134
Or
Road load matrix wind tunnel method
Facility (name/location/dynamometer's :
reference)
Qualification of the facilities : Report reference and date
Dynamometer
Type of dynamometer : flat belt or chassis dynamometer
Method : stabilised speeds or deceleration method
Warm up : warm-up by dyno or by driving the vehicle
Correction of the roller curve : (for chassis dynamometer, if applicable)
Method of chassis dynamometer setting : Fixed run / iterative / alternative with its own warmup cycle
Measured aerodynamic drag coefficient : Velocity (km/h) CD × A (m²)
multiplied by the frontal area … …
… …
Result : f0r =
f1r =
f2r =

2.4.2. Vehicle Low

Repeat paragraph 2.4.1. with VL data.
135
WLTP Test Sheet

Template for Test Sheet
The test sheet shall include the test data that are recorded, but not included in any test report.
The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.
The following information, if applicable, is the minimum data required for test sheets.
Information from Annex B4 to this Regulation

Adjustable wheel alignment parameters :
Ground clearance :
Vehicle height :
Brake adjustment to avoid unrepresentative parasitic drag :
The coefficients, c0, c1 and c2, : c0 =

c1 =
c2 =
The coastdown times measured on the chassis : Reference speed Coastdown time
dynamometer (km/h) (s)
130
120
110
100
90
80
70
60
50
40
30
20
Additional weight may be placed on or in the vehicle : weight (kg)

to eliminate tyre slippage on/in the vehicle
The coastdown times after performing the vehicle : Reference speed Coastdown time
coast down procedure (km/h) (s)
130
120
110
100
90
80
70
60
50
136
40
30
20

NOx converter efficiency : (a) =
Indicated concentrations (a); (b), (c), (d), and the (b) =
concentration when the NOx analyser is in the NO (c) =
mode so that the calibration gas does not pass (d) =
through the converter Concentration in NO mode =
The distance actually driven by the vehicle :
For manual shift transmission vehicle, MT vehicle
that cannot follow the cycle trace:
The deviations from the driving cycle :
Drive trace indices:
The following indices shall be calculated in
accordance with the standard SAE J2951(Revised
:
Jan-2014):
:
IWR : Inertial Work Rating :
:
RMSSE : Root Mean Squared Speed
:
Error
:
Particulate sample filter weighing
Filter before the test :
Filter after the test :
Reference filter :
:
Content of each of the compounds measured after
stabilization of the measuring device
Regeneration factor determination
The number of cycles D between two WLTCs where :
regeneration events occur
The number of cycles over which emission :
measurements are made n
′
The mass emissions measurement Msij for each :
compound i over each cycle j
The number of applicable test cycles d measured for :
complete regeneration
Msi :
Mpi :
Ki :
Information from Annex B6a to this Regulation
ATCT Temperature set point = Treg
The air temperature and humidity of the test cell Actual temperature value
measured at the vehicle cooling fan outlet at a ± 3 °C at the start of the test
minimum frequency of 0.1 Hz. ± 5 °C during the test
The temperature of the soak area measured Temperature set point = Treg
continuously at a minimum frequency of 0.033 Hz. : Actual temperature value
± 3 °C at the start of the test
± 5 °C during the test
The time of transfer from the preconditioning to the
soak area : ≤ 10 minutes
137
The time between the end of the Type 1 test and the
cool down procedure : ≤ 10 minutes
The measured soaking time, and shall be recorded in
all relevant test sheets. : time between the measurement of the end
temperature and the end of the Type 1 test
at 23 °C
Information from Annex C3 to this Regulation
Diurnal testing :
Ambient temperature during the two diurnal cycles
(recorded at least every minute)
Carbon canister puff loss loading :
Ambient temperature during the first 11-hour profile
(recorded at least every 10 minutes)
138
Evaporative Emissions Test Report

The following information, if applicable, is the minimum data required for the evaporative emission test.
Report number
APPLICANT
Manufacturer
SUBJECT …
Evaporative family identifier :
Make :
PLACE, DD/MM/YYYY
Every Technical Service is free to include additional information

1. Description of tested vehicle high
Category :
1.1. Powertrain Architecture

Powertrain architecture : internal combustion, hybrid, electric or fuel cell
1.2. Internal combustion engine

Make :
Type :
Supercharging : yes/no
Engine lubricant : Make and type
1.4. Fuel system

Injection pump :
Injector(s) :
Fuel tank
Layer(s) : monolayer/ multilayer
Material for the fuel tank : metal / …
Material for other parts of the fuel : …
system
Sealed : yes/no
139
Nominal tank capacity (l) :

Carbon canister
Make and type :
Type of activated carbon :
Volume of charcoal (l) :
Mass of charcoal (g) :
Declared BWC (g) : xx.x
2. Test results
2.1. Carbon canister bench ageing
Place of the test :
Carbon canister ageing test report :
Loading rate :
Fuel specification
Make :
Type : name of reference fuel…
Density at 15°C (kg/m3) :
Ethanol content (%) :
Batch number :
2.2. Determination of the permeability factor (PF)

Place of the test :
Permeability factor test report :
HC measured at week 3, HC3W (mg/24h) : xxx
HC measured at week 20, HC20W (mg/24h) : xxx
Permeability Factor, PF (mg/24h) : xxx
In case of multilayer tanks or metal tanks

Alternative Permeability Factor, PF (mg/24h) : yes/no
2.3. Evaporative test

Place of the test :
Method of chassis dyno setting : Fixed run / iterative / alternative with its own
warmup cycle
2.3.1. Mass
140
2.3.2. Roadload parameters

f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)²) :
2.3.3. Cycle and Gear shift point (if applicable)

Cycle (without downscaling) : Class 1 / 2 / 3
Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of
decimal
2.3.4. Vehicle
Tested vehicle : VH or description
Mileage (km) :
Age (weeks) :
2.3.5. Procedure of test and results

Test procedure : Continuous (sealed fuel tank systems) /
Continuous (non-sealed fuel tank systems) /
Stand –alone (sealed fuel tank systems)
Description of soak periods (time and temperature) :
Puff loss loading value (g) : xx.x (if applicable)
Evaporative test hot soak, 1st 24h diurnal, 2nd 24h diurnal,
MHS MD1 MD2
Mean temperature (°C) - -
Evaporative emission (g/test) x.xxx x.xxx x.xxx
Final result, MHS+MD1+MD2+(2xPF) (g/test) x.xx
141
Annex A2
Annex A2
Communication
(maximum format: A4 (210 x 297 mm))
issued by: Name of administration:

......................................
......................................
......................................
Concerning:2 Approval granted

Approval extended
Approval refused
Approval withdrawn
Production definitively discontinued
of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant
to UN Regulation No. 154
Approval No. ……….................................. Reason for extension :……………………
Section I
0.1. Make (trade name of manufacturer): ......................................................................
0.2. Type: ......................................................................................................................
0.2.1. Commercial name(s) (if available): ........................................................................
0.3. Means of identification of type if marked on the vehicle 3
0.3.1. Location of that marking: .......................................................................................
0.4. Category of vehicle:4 ...............................................................................................
0.5. Name and address of manufacturer: .......................................................................
0.8. Name(s) and address(es) of assembly plant(s): ......................................................
0.9. If applicable, name and address of manufacturer's representative: ........................
1.0. Remarks: …
Section II
1. Additional information (where applicable): (see addendum)
2. Technical Service responsible for carrying out the tests: ..................................
1 Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see

approval provisions in the regulation).
2 Strike out what does not apply.
3 If the means of identification of type contains characters not relevant to describe the vehicle,
component or separate technical unit types covered by this information document, such characters
shall be represented in the documentation by the symbol '?' (e.g. ABC??123??).
4 As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document
ECE/TRANS/WP.29/78/Rev.6, para. 2. -
142
Annex A2
3. Date of Type 1 test report: ................................................................................

4. Number of Type 1 test report: ...........................................................................
5. Remarks (if any): (see Section 3 of addendum)
6. Place: .................................................................................................................
7. Date: ..................................................................................................................
8. Signature: ...........................................................................................................
Attachments: 1. Information package.

2. Test reports.
143
Annex A2
Addendum to type approval communication No … concerning

the type approval of a vehicle with regard to exhaust emissions
pursuant to the original version of UN Regulation No. 154
0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN

PARAGRAPH 5. OF UN REGULATION NO. 154
0.1. Identifier: …
0.2. Base vehicle identifier (5a) (1): …
1. ADDITIONAL INFORMATION
1.1. Mass of the vehicle in running order:
VL (1): …
VH: …
1.2. Maximum mass:
VL (1): …
VH: …
1.3. Reference mass:
VL (1): …
VH: …
1.4. Number of seats: …
1.6. Type of bodywork:
1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible,
multipurpose vehicle a
1.6.2. for N1, N2: lorry, van(a)
1.7. Drive wheels: front, rear, 4 × 4(a)
1.8. Pure electric vehicle: yes/no(a)
1.9. Hybrid electric vehicle: yes/no(a)
1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle
Charging / Off Vehicle Charging Fuel Cell / Not Off Vehicle Charging Fuel
Cell (as applicable) (a)
1.9.2. Operating mode switch: with/without(a)
1.10. Engine identification:
1.10.1. Engine capacity / displacement (as applicable):
1.10.1.1. Reciprocating engine:
1.10.1.2. Wankel engine
1.10.1.2.1. Capacity:
1.10.1.2.2. Displacement:
1.10.2. Fuel supply system: direct injection/indirect injection(a)
1.10.3. Fuel recommended by the manufacturer:
1.10.4.1. Maximum power: kW at min–1
1.10.4.2. Maximum torque: Nm at min–1
1.10.5. Pressure charging device: yes/no(a)
144
Annex A2
1.10.6. Ignition system: compression ignition/positive ignition(a)

1.11. Power train (for pure electric vehicle or hybrid electric vehicle) (a)
1.11.1. Maximum net power: … kW, at: … to … min–1
1.11.2. Maximum thirty minutes power: … kW
1.11.3. Maximum net torque: … Nm, at … min–1
1.11.4. Nominal voltage of fuel cell stack: …V
1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle)
1.12.1. Nominal voltage: V
1.12.2. Capacity (2 h rate): Ah
1.13. Transmission: …, …
1.13.1. Type of gearbox: manual/automatic/variable transmission (a)
1.13.2. Number of gear ratios:
1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load):
(vehicle speed (km/h)) / (engine speed (1000 (min –1))
First gear: … Sixth gear: …
Second gear: … Seventh gear: …
Third gear: … Eighth gear: …
Fourth gear: … Overdrive: …
Fifth gear: …
1.13.4. Final drive ratio:

1.14. Tyres: …, …, …
Type: radial/bias/…5
Dimensions: …
Rolling circumference under load:
Rolling circumference of tyres used for the Type 1 test
2. TEST RESULTS
2.1. Tailpipe emissions test results
Emissions classification: …
Type 1 test results, where applicable
Type approval number if not parent vehicle (1): …
5 Type of tyre according UN Regulation No. 117
145
Annex A2
Test 1
Type 1 Result CO THC NMHC NOx THC + PM PN

(mg/km) (mg/km) (mg/km) (mg/km) NOx (mg/km) (#.1011/km)
(mg/km)
Measured (8) (9)
Ki × (8) (10) (11)
Ki + (8) (10) (11)
Mean value (12)

calculated with
Ki (M × Ki or
M + Ki) (9)
DF (+) (8) (10)
DF (×) (8) (10)
Final mean
value calculated
with Ki and DF
(13)
Limit value

Repeat Test 1 table with the second test results.
Repeat Test 1 table with the third test results.
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable),
and VM (if applicable)
ATCT test
CO2 Emission (g/km) Combined
ATCT (14 °C) MCO2,Treg
Type 1 (23 °C) MCO2,23°
Family correction factor (FCF)
ATCT test CO THC NMHC NOx THC + NOx PM PN

Result (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km)
Measured6, 7
Limit values
Difference between engine coolant end temperature and average soak area
temperature of the last 3 hours ΔT_ATCT (°C) for the reference vehicle: …
The minimum soaking time tsoak_ATCT (s): …
6 Where applicable.
7 Round to two decimal numbers.
146
Annex A2
Location of temperature sensor: …

ATCT family identifier: …
Type 4: … g/test;
Test procedure in accordance with: Annex C3 to UN Regulation No. 154 (1).
Type 5:
(a) Durability test: whole vehicle test/bench ageing test/none ( 1)
(b) Deterioration factor DF: calculated/assigned (1)
(c) Specify the values: …
(d) Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154 (14): …
2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex
fuel vehicles, when the type 1 test is to be performed on both fuels according
to Table A in paragraph 6. of UN Regulation No. 154, and for vehicles running
on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be
repeated for the different reference gases used in the test, and an additional
table shall display the worst results obtained.
2.1.2. Written description and/or drawing of the MI: …
2.1.3. List and function of all components monitored by the OBD system: …
2.1.4. Written description (general working principles) for: …
2.1.4.1. Misfire detection8: …
2.1.4.2. Catalyst monitoring8: …
2.1.4.3. Oxygen sensor monitoring8: …
2.1.4.4. Other components monitored by the OBD system8: …
2.1.4.5. Catalyst monitoring9: …
2.1.4.6. Particulate trap monitoring9: …
2.1.4.7. Electronic fuelling system actuator monitoring9: …
2.1.4.8. Other components monitored by the OBD system: …
2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical
method): …
2.1.6. List of all OBD output codes and formats used (with explanation of each): …
2.2. Reserved
2.3. Catalytic converters yes/no(a)
2.3.1. Original equipment catalytic converter tested to all relevant requirements of
this Regulation yes/no(a)
2.5. CO2 emissions and fuel consumption test results
2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric
Vehicle
2.5.1.0. Minimum and maximum CO2 values within the interpolation family: …
2.5.1.1. Vehicle High
2.5.1.1.1. Cycle Energy Demand: … J
8 For vehicles equipped with positive-ignition engines.

9 For compression-ignition engine vehicles.
147
Annex A2
2.5.1.1.2. Road load coefficients

2.5.1.1.2.1. f0, N: …
2.5.1.1.2.2. f1, N/(km/h): …
2.5.1.1.2.3. f2, N/(km/h)2: …
2.5.1.1.3. CO2 mass emissions (provide values for each reference fuel tested, for the
phases: the measured values, for the combined see points 1.2.3.8. and 1.2.3.9.
of Annex B6 to UN Regulation No. 154)
CO2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2,p,5 / MCO2,c,5 1
average
Final MCO2,p,H / MCO2,c,H
2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases:
the measured values for the combined see paragraphs 1.2.3.8 and 1.2.3.9 of
Annex B6 to UN Regulation No. 154)
Fuel consumption (l/100 km or m3/100 km or Low Medium High Extra High Combined
kg/100 km) (1) or fuel efficiency (km/l or km/kg)
(1) (as applicable)
Final values FCp,H/FCc,H or FEp,H, FEc,H
2.5.1.2. Vehicle Low (if applicable)

2.5.1.2.2.1. f0, N: …
2.5.1.2.2.2. f1, N/(km/h): …
2.5.1.2.2.3. f2, N/(km/h) (2): …
phases: the measured values for the combined see points 1.2.3.8. and.1.2.3.9.
of Annex B6 to UN Regulation No. 154)
MCO2,p,5/MCO2,c,5 1
average
Final MCO2,p,L/MCO2,c,L
148
Annex A2
the measured values for the combined see points 1.2.3.8 and 1.2.3.9 of Annex
B6 to UN Regulation No. 154)
kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as
applicable)
Final values FCp,L/FCc,L or , FEp,L, FEc,L
2.5.1.3. Vehicle M for NOVC-HEV (if applicable)

2.5.1.3.2.1. f0, N: …
2.5.1.3.2.2. f1, N/(km/h): …
2.5.1.3.2.3. f2, N/(km/h) (2): …
phases: the measured values for the combined see paragraphs 1.2.3.8. and
1.2.3.9. of Annex B6 to UN Regulation No. 154)
MCO2,p,5/MCO2,c,5 1
average
the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of
Annex B6 to UN Regulation No. 154)
kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as
applicable)
Final values FCp,L / FCc,L or , FEp,L, FEc,L
2.5.1.4. For vehicles powered by an internal combustion engine which are equipped
with periodically regenerating systems as defined in paragraph 3.8.1. of UN
Regulation No. 154, the test results shall be adjusted by the Ki factor as
specified in Appendix 1 to Annex B6 of UN Regulation No. 154.
2.5.1.4.1. Information about regeneration strategy for CO 2 emissions and fuel
consumption
D — number of operating cycles between 2 cycles where regenerative phases
occur: …
d — number of operating cycles required for regeneration: …
Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154) (14): …
Combined
Ki (additive / multiplicative) (1)

Values for CO2 and fuel consumption (10)
149
Annex A2
2.5.2. Pure electric vehicles10

2.5.2.1. Electric energy consumption
2.5.2.1.1. Vehicle High
2.5.2.1.1.1. Cycle Energy Demand: … J
2.5.2.1.1.2. Road load coefficients
2.5.2.1.1.2.1. f0, N: …
2.5.2.1.1.2.2. f1, N/(km/h): …
2.5.2.1.1.2.3. f2, N/(km/h) (2): …
Test
1
EAC(Wh)
2
EC (Wh/km) Test (as applicable)
Low Medium High Extra City Combined

High
Calculated 1
EC
2
average
Declared value — — — — —
2.5.2.1.1.3. Total time out of tolerance for the conduct of the cycle: … sec
2.5.2.1.2. Vehicle Low (if applicable)
2.5.2.1.2.2.1. f0, N: …
2.5.2.1.2.2.2. f1, N/(km/h): …
2.5.2.1.2.2.3. f2, N/(km/h) (2): …
Test
1
EAC(Wh)
2
10 Delete where not applicable (there are cases where nothing needs to be deleted when more than one
entry is applicable)
150
Annex A2
EC (Wh/km) Test City Combined
Calculated EC 1
average
Declared value —
EC (Wh/km) Test Low Medium High Extra City Combined

High
Calculated EC 1
average
2.5.2.1.2.3. Total time out of tolerance for the conduct of the cycle: … sec
2.5.2.2. Pure Electric Range
PER (km) Test Low Medium High Extra City Combined

High
Measured Pure 1
Electric Range
2
average
PER (km) Test Low Medium High Extra City Combined

High
Measured Pure 1
Electric Range
2
average
151
Annex A2
PER (km) Test City Combined
Measured Pure Electric Range 1
average
Declared value —
2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle and Fuel Cell Hybrid Vehicle (as
applicable):
2.5.3.1. CO2 mass emission charge sustaining (only applicable for OVC-HEVs)
2.5.3.1.1.2.1. f0, N: …
2.5.3.1.1.2.2. f1, N/(km/h): …
2.5.3.1.1.2.3. f2, N/(km/h) (2): …
CO2 Emission (g/km) Test Low Medium High Extra Combined

High
MCO2,p,5/MCO2,c,5 1
Average
Final MCO2,p,H/MCO2,c,H

2.5.3.1.2.2.1. f0, N: …
2.5.3.1.2.2.2. f1, N/(km/h): …
2.5.3.1.2.2.3. f2, N/(km/h) (2): …
MCO2,p,5/MCO2,c,5 1
Average
2.5.3.1.3. Vehicle M (if applicable)

152
Annex A2

2.5.3.1.3.2.1. f0, N: …
2.5.3.1.3.2.2. f1, N/(km/h): …
2.5.3.1.3.2.3. f2, N/(km/h) (2): …
MCO2,p,5/MCO2,c,5 1
Average
MCO2,p,M/MCO2,c,M
2.5.3.2. CO2 mass emission charge depleting (only applicable for OVC-HEVs)
Vehicle High
CO2 Emission (g/km) Test Combined
MCO2,CD 1
Average
Final MCO2,CD,H
Vehicle Low (if applicable)
MCO2,CD 1
Average
Final MCO2,CD,L
Vehicle M (if applicable)
MCO2,CD 1
Average
Final MCO2,CD,M
2.5.3.3. CO2 mass emission (weighted, combined)11 (only applicable for OVC-HEVs):
11 Measured over the combined cycle
153
Annex A2
Vehicle High: MCO2,weighted … g/km

Vehicle Low (if applicable): MCO2,weighted … g/km
Vehicle M (if applicable): MCO2,weighted … g/km
2.5.3.3.1. Minimum and maximum CO2 values within the interpolation family.
2.5.3.4. Fuel consumption Charge Sustaining
Vehicle High
Fuel consumption (l/100 km or m3/100 km Low Medium High Extra High Combined
or kg/100 km) (1) or fuel efficiency (km/l or
km/kg) (1) (as applicable)
Final values FCp,H / FCc,H or FEp,H,

FEc,H
Final values FCp,L / FCc,L or FEp,L,

FEc,L
Final values FCp,M / FCc,M or

FEp,M, FEc,M
2.5.3.5. Fuel consumption Charge Depleting

Vehicle High
Fuel consumption (l/100 km or Combined

m3/100 km or kg/100 km) (1) or
fuel efficiency (km/l or km/kg) (1)
(as applicable)
Final values FCCD,H or FECD,H

m3/100 km or kg/100 km) (1) or
(as applicable)
Final values FCCD,Lor FECD,L
154
Annex A2

m3/100 km or kg/100 km) (1) or
(as applicable)
Final values FCCD,M or FECD,M
2.5.3.6. Fuel consumption (weighted, combined)12 (as applicable):

Vehicle High: FCweighted … l/100 km or (kg/100/km); or FEweighted … km/l
Vehicle Low (if applicable): FCweighted … l/100 km or (kg/100/km); or FEweighted … km/l
Vehicle M (if applicable): FCweighted … l/100 km or (kg/100/km); or FEweighted … km/l
2.5.3.7. Ranges:
2.5.3.7.1. All Electric Range AER
AER (km) Test City Combined
AER values 1
Average
Final values AER
2.5.3.7.2. Equivalent All Electric Range EAER (where applicable)
EAER (km) Low Medium High Extra High City Combined
EAER
values
2.5.3.7.3. Actual Charge Depleting Range RCDA
RCDA (km) Combined
RCDA values
2.5.3.7.4. Charge Depleting Cycle Range RCDC
RCDC (km) Test Combined
RCDC values 1
Average
Final values RCDC
12 Measured over the combined cycle
155
Annex A2
2.5.3.8. Electric energy consumption

2.5.3.8.1. Electric Energy Consumption EC
2.5.3.8.1. Recharged electric energy
EAC(Wh)
EC (Wh/km) Low Medium High Extra City Combined

High
Electric energy consumption

values
2.5.3.8.2. UF-weighted charge-depleting electric energy consumption ECAC,CD (combined)
ECAC,CD (Wh/km) Test Combined
ECAC,CD values 1
Average
Final values ECAC,CD
2.5.3.8.3. UF-weighted electric energy consumption ECAC, weighted (combined)
ECAC,weighted (Wh/km) Test Combined
ECAC,weighted values 1
Average
Final values ECAC,weighted
Repeat 2.5.3. in case of base vehicle.

2.5.4. Not Off Vehicle Charging Fuel Cell Hybrid Vehicles (NOVC-FCHV)
Fuel Consumption (kg/100 km) or km/kg Combined
Final values FCc
Repeat 2.5.4. in case of base vehicle.

2.5.5. Device for monitoring the consumption of fuel and/or electric energy: yes/not
applicable …
3. Remarks: …
Explanatory Notes
(4)
If the means of identification of type contains characters not relevant to
describe the vehicle, component or separate technical unit types covered by
this information, such characters shall be represented in the documentation by
the symbol ‘?’ (e.g. ABC??123??)
156
Annex A2
(5)
Reserved
(5a)
Reserved
(6)
Reserved
(8)
Where applicable.
(9)
Round to 2 decimal places
(10)
Round to 4 decimal places
(11)
Not applicable
(12)
Mean value calculated by adding mean values (M.Ki) calculated for
THC and NOx.
(13)
Round to 1 decimal place more than limit value.
(14)
Indicate the applicable procedure.
(22)
Applicable Type 1 cycle: Annex B1 of UN Regulation No. 154
(23)
If modelling is applied instead of the type 1 test-cycle, this value shall
be the one provided by the modelling methodology.
(a)
Delete where not applicable (there are cases where nothing needs to be
deleted when more than one entry is applicable)
157
Annex A3
Annex A3
Arrangements of the approval mark

In the approval mark issued and affixed to a vehicle in conformity with paragraph 5. of this
Regulation, the type approval number shall be accompanied by an alphanumeric character
reflecting the level that the approval is limited to.
This annex outlines the appearance of this mark and gives an example how it shall be
composed.
The following schematic graphic presents the general lay-out, proportions and contents of
the marking. The meaning of numbers and alphabetical character are identified, and sources
to determine the corresponding alternatives for each approval case are also referred.
Number of country1 Letter according to

granting the approval Approval Level
a a/2
E11 a/3
154R – 002439 – 02
a/3
Section 3 of Approval
number
Number of Regulation
Series of amendments
(Regulation No. 154)
No.
a = 8 mm (minimum)
The following graphic is a practical example of how the marking should be composed.
E11 154 R – 002439 – 1A

The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of
this Regulation shows that the vehicle type concerned has been approved in the United
Kingdom (E 11), pursuant to this Regulation under Section 3 of the approval number 2439
as defined in paragraph 5.2.1. This mark indicates that the approval was given in accordance
with the requirements of this Regulation in its original version. Furthermore, the
accompanying code (1A) denotes that the vehicle is approved to Level 1A (Europe).
The following graphic is a practical example of how the marking should be composed.
83 R – 089876 – ZA
E2 154 R – 002439 – 1A
The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of
this Regulation shows that the vehicle type concerned has been approved in France (E 2),
pursuant to:
1 Number of country according to footnote in paragraph 5.4.1. of this Regulation.
158
Annex A3
(a) UN Regulation No. 83 under section 3 of approval number 9876. This mark
indicates that the approval was given in accordance with the requirements of
this Regulation with the 08 series of amendments incorporated. Furthermore,
the accompanying code (ZA) denotes that the vehicle is approved under the
ZA character.
(b) This Regulation under section 3 of approval number 2439. This mark indicates
that the approval was given in accordance with the requirements of this
Regulation in its original version. Furthermore, the accompanying code (1A)
denotes that the vehicle is approved to Level 1A (Europe).
Table A3/1
Characters with reference to approval level
Code Contracting Party on which the requirements are based
1A European Union
1B Japan
02 Harmonized
159
Annexes Part B
Annexes Part B
The annexes in Annexes Part B describe the procedures for determining the
levels of emissions of gaseous compounds, particulate matter, particle number
(if PN measurement is required), CO2 emissions, fuel consumption, electric
energy consumption and electric range from light-duty vehicles.
160
Annex B1
Annex B1
Worldwide light-duty test cycles (WLTC)

1. General requirements
The cycle to be driven depends on the ratio of the test vehicle’s rated power to
mass in running order minus 75 kg, W/kg, and its maximum velocity, vmax (as
defined in paragraph 3.7.2. of this Regulation).
The cycle resulting from the requirements described in this annex shall be
referred to in other parts of this Regulation as the "applicable cycle".
2. Vehicle classifications
2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio
Pmr ≤ 22 W/kg.
2.2. Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22
but ≤ 34 W/kg.
2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34
W/kg.
2.3.1. Class 3 vehicles are divided into 2 subclasses according to their maximum
speed, vmax.
2.3.1.1. Class 3a vehicles with vmax < 120 km/h.
2.3.1.2. Class 3b vehicles with vmax ≥ 120 km/h.
2.3.2. All vehicles tested according to Annex B8 shall be considered to be Class 3
vehicles.
3. Test cycles
3.1. Class 1 cycle
3.1.1. A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase
(Medium1) and an additional low phase (Low1).
3.1.2. The Low1 phase is described in Figure A1/1 and Table A1/1.
3.1.3. The Medium1 phase is described in Figure A1/2 and Table A1/2.
3.2. Class 2 cycle
3.2.1. For Level 1A;
A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase
(Medium2), a high phase (High2) and an extra high phase (Extra High 2).
For Level 1B;
A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase
(Medium2) and a high phase (High2).
3.2.2. The Low2 phase is described in Figure A1/3 and Table A1/3.
3.2.3. The Medium2 phase is described in Figure A1/4 and Table A1/4.
3.2.4. The High2 phase is described in Figure A1/5 and Table A1/5.
3.2.5. The Extra High2 phase is described in Figure A1/6 and Table A1/6.
3.3. Class 3 cycle
Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3
vehicles.
3.3.1. Class 3a cycle
161
Annex B1

A complete Class 3a cycle shall consist of a low phase (Low3), a medium phase
(Medium3a), a high phase (High3a) and an extra high phase (Extra High 3).
For Level 1B;
A complete Class 3a cycle shall consist of a low phase (Low3), a medium phase
(Medium3a) and a high phase (High3a).
3.3.1.2. The Low3 phase is described in Figure A1/7 and Table A1/7.
3.3.1.3. The Medium3a phase is described in Figure A1/8 and Table A1/8.
3.3.1.4. The High3a phase is described in Figure A1/10 and Table A1/10.
3.3.1.5. The Extra High3 phase is described in Figure A1/12 and Table A1/12.
3.3.2. Class 3b cycle
A complete Class 3b cycle shall consist of a low phase (Low3) phase, a medium
phase (Medium3b), a high phase (High3b) and an extra high phase (Extra High3).
For Level 1B;
A complete Class 3b cycle shall consist of a low phase (Low3) phase, a medium
phase (Medium3b) and a high phase (High3b).
3.3.2.2. The Low3 phase is described in Figure A1/7 and Table A1/7.
3.3.2.3. The Medium3b phase is described in Figure A1/9 and Table A1/9.
3.3.2.4. The High3b phase is described in Figure A1/11 and Table A1/11.
3.3.2.5. The Extra High3 phase is described in Figure A1/12 and Table A1/12.
3.4. Duration of the cycle phases
3.4.1. Class 1 cycle.
The first low speed phase starts at second 0 (tstart_low11) and ends at second 589
(tend_low11, duration 589 s)
The medium speed phase starts at second 589 (tstart_medium1) and ends at
second 1022 (tend_medium1, duration 433 s)
The second low speed phase starts at second 1022 (t start_low12) and ends at
second 1611 (tend_low12, duration 589 s)
3.4.2. Class 2 and class 3 cycles.
For Level 1A;
The low speed phase starts at second 0 (tstart_low2, tstart_low3) and ends at
second 589 (tend_low2, tend_low3, duration 589 s)
The medium speed phase starts at second 589 (tstart_medium2, tstart_medium3) and ends
at second 1022 (tend_medium2, tend_medium3, duration 433 s)
The high speed phase starts at second 1022 (tstart_high2, tstart_high3) and ends at
second 1477 (tend_high2, tend_high3, duration 455 s)
The extra high speed phase starts at second 1477 (t start_exhigh2, tstart_exhigh3) and
ends at second 1800 (tend_exhigh2, tend_exhigh3, duration 323 s)
For Level 1B;
The low speed phase starts at second 0 (tstart_low2, tstart_low3) and ends at
second 589 (tend_low2, tend_low3, duration 589 s)
The medium speed phase starts at second 589 (tstart_medium2, tstart_medium3) and ends
at second 1022 (tend_medium2, tend_medium3, duration 433 s)
162
Annex B1
The high speed phase starts at second 1022 (tstart_high2, tstart_high3) and ends at
second 1477 (tend_high2, tend_high3, duration 455 s)
3.5. WLTC city cycles
For Level 1A;
OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and
Class 3b WLTC and WLTC city cycles (see Annex B8).
The WLTC city cycle consists of the low and medium speed phases only.
For Level 1B;

OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and
Class 3b WLTC cycles (see Annex B8).
4. WLTC Class 1 cycle
Figure A1/1
WLTC, Class 1 cycle, phase Low11
163
Annex B1
Figure A1/2a
WLTC, Class 1 cycle, phase Medium1
Figure A1/2b
164
Annex B1
Table A1/1
WLTC, Class 1 cycle, phase Low11 (Second 589 is the end of phase Low11 and the start of phase
Medium1)
Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h
0 0.0 47 18.8 94 0.0 141 35.7

1 0.0 48 19.5 95 0.0 142 35.9
2 0.0 49 20.2 96 0.0 143 36.6
3 0.0 50 20.9 97 0.0 144 37.5
4 0.0 51 21.7 98 0.0 145 38.4
5 0.0 52 22.4 99 0.0 146 39.3
6 0.0 53 23.1 100 0.0 147 40.0
7 0.0 54 23.7 101 0.0 148 40.6
8 0.0 55 24.4 102 0.0 149 41.1
9 0.0 56 25.1 103 0.0 150 41.4
10 0.0 57 25.4 104 0.0 151 41.6
11 0.0 58 25.2 105 0.0 152 41.8
12 0.2 59 23.4 106 0.0 153 41.8
13 3.1 60 21.8 107 0.0 154 41.9
14 5.7 61 19.7 108 0.7 155 41.9
15 8.0 62 17.3 109 1.1 156 42.0
16 10.1 63 14.7 110 1.9 157 42.0
17 12.0 64 12.0 111 2.5 158 42.2
18 13.8 65 9.4 112 3.5 159 42.3
19 15.4 66 5.6 113 4.7 160 42.6
20 16.7 67 3.1 114 6.1 161 43.0
21 17.7 68 0.0 115 7.5 162 43.3
22 18.3 69 0.0 116 9.4 163 43.7
23 18.8 70 0.0 117 11.0 164 44.0
24 18.9 71 0.0 118 12.9 165 44.3
25 18.4 72 0.0 119 14.5 166 44.5
26 16.9 73 0.0 120 16.4 167 44.6
27 14.3 74 0.0 121 18.0 168 44.6
28 10.8 75 0.0 122 20.0 169 44.5
29 7.1 76 0.0 123 21.5 170 44.4
30 4.0 77 0.0 124 23.5 171 44.3
31 0.0 78 0.0 125 25.0 172 44.2
32 0.0 79 0.0 126 26.8 173 44.1
33 0.0 80 0.0 127 28.2 174 44.0
34 0.0 81 0.0 128 30.0 175 43.9
35 1.5 82 0.0 129 31.4 176 43.8
36 3.8 83 0.0 130 32.5 177 43.7
37 5.6 84 0.0 131 33.2 178 43.6
38 7.5 85 0.0 132 33.4 179 43.5
39 9.2 86 0.0 133 33.7 180 43.4
40 10.8 87 0.0 134 33.9 181 43.3
41 12.4 88 0.0 135 34.2 182 43.1
42 13.8 89 0.0 136 34.4 183 42.9
43 15.2 90 0.0 137 34.7 184 42.7
44 16.3 91 0.0 138 34.9 185 42.5
45 17.3 92 0.0 139 35.2 186 42.3
46 18.0 93 0.0 140 35.4 187 42.2
165
Annex B1
188 42.2 237 39.7 286 25.3 335 14.3

189 42.2 238 39.9 287 24.9 336 14.3
190 42.3 239 40.0 288 24.5 337 14.0
191 42.4 240 40.1 289 24.2 338 13.0
192 42.5 241 40.2 290 24.0 339 11.4
193 42.7 242 40.3 291 23.8 340 10.2
194 42.9 243 40.4 292 23.6 341 8.0
195 43.1 244 40.5 293 23.5 342 7.0
196 43.2 245 40.5 294 23.4 343 6.0
197 43.3 246 40.4 295 23.3 344 5.5
198 43.4 247 40.3 296 23.3 345 5.0
199 43.4 248 40.2 297 23.2 346 4.5
200 43.2 249 40.1 298 23.1 347 4.0
201 42.9 250 39.7 299 23.0 348 3.5
202 42.6 251 38.8 300 22.8 349 3.0
203 42.2 252 37.4 301 22.5 350 2.5
204 41.9 253 35.6 302 22.1 351 2.0
205 41.5 254 33.4 303 21.7 352 1.5
206 41.0 255 31.2 304 21.1 353 1.0
207 40.5 256 29.1 305 20.4 354 0.5
208 39.9 257 27.6 306 19.5 355 0.0
209 39.3 258 26.6 307 18.5 356 0.0
210 38.7 259 26.2 308 17.6 357 0.0
211 38.1 260 26.3 309 16.6 358 0.0
212 37.5 261 26.7 310 15.7 359 0.0
213 36.9 262 27.5 311 14.9 360 0.0
214 36.3 263 28.4 312 14.3 361 2.2
215 35.7 264 29.4 313 14.1 362 4.5
216 35.1 265 30.4 314 14.0 363 6.6
217 34.5 266 31.2 315 13.9 364 8.6
218 33.9 267 31.9 316 13.8 365 10.6
219 33.6 268 32.5 317 13.7 366 12.5
220 33.5 269 33.0 318 13.6 367 14.4
221 33.6 270 33.4 319 13.5 368 16.3
222 33.9 271 33.8 320 13.4 369 17.9
223 34.3 272 34.1 321 13.3 370 19.1
224 34.7 273 34.3 322 13.2 371 19.9
225 35.1 274 34.3 323 13.2 372 20.3
226 35.5 275 33.9 324 13.2 373 20.5
227 35.9 276 33.3 325 13.4 374 20.7
228 36.4 277 32.6 326 13.5 375 21.0
229 36.9 278 31.8 327 13.7 376 21.6
230 37.4 279 30.7 328 13.8 377 22.6
231 37.9 280 29.6 329 14.0 378 23.7
232 38.3 281 28.6 330 14.1 379 24.8
233 38.7 282 27.8 331 14.3 380 25.7
234 39.1 283 27.0 332 14.4 381 26.2
235 39.3 284 26.4 333 14.4 382 26.4
236 39.5 285 25.8 334 14.4 383 26.4
166
Annex B1
384 26.4 433 0.0 482 3.1 531 48.2

385 26.5 434 0.0 483 4.6 532 48.5
386 26.6 435 0.0 484 6.1 533 48.7
387 26.8 436 0.0 485 7.8 534 48.9
388 26.9 437 0.0 486 9.5 535 49.1
389 27.2 438 0.0 487 11.3 536 49.1
390 27.5 439 0.0 488 13.2 537 49.0
391 28.0 440 0.0 489 15.0 538 48.8
392 28.8 441 0.0 490 16.8 539 48.6
393 29.9 442 0.0 491 18.4 540 48.5
394 31.0 443 0.0 492 20.1 541 48.4
395 31.9 444 0.0 493 21.6 542 48.3
396 32.5 445 0.0 494 23.1 543 48.2
397 32.6 446 0.0 495 24.6 544 48.1
398 32.4 447 0.0 496 26.0 545 47.5
399 32.0 448 0.0 497 27.5 546 46.7
400 31.3 449 0.0 498 29.0 547 45.7
401 30.3 450 0.0 499 30.6 548 44.6
402 28.0 451 0.0 500 32.1 549 42.9
403 27.0 452 0.0 501 33.7 550 40.8
404 24.0 453 0.0 502 35.3 551 38.2
405 22.5 454 0.0 503 36.8 552 35.3
406 19.0 455 0.0 504 38.1 553 31.8
407 17.5 456 0.0 505 39.3 554 28.7
408 14.0 457 0.0 506 40.4 555 25.8
409 12.5 458 0.0 507 41.2 556 22.9
410 9.0 459 0.0 508 41.9 557 20.2
411 7.5 460 0.0 509 42.6 558 17.3
412 4.0 461 0.0 510 43.3 559 15.0
413 2.9 462 0.0 511 44.0 560 12.3
414 0.0 463 0.0 512 44.6 561 10.3
415 0.0 464 0.0 513 45.3 562 7.8
416 0.0 465 0.0 514 45.5 563 6.5
417 0.0 466 0.0 515 45.5 564 4.4
418 0.0 467 0.0 516 45.2 565 3.2
419 0.0 468 0.0 517 44.7 566 1.2
420 0.0 469 0.0 518 44.2 567 0.0
421 0.0 470 0.0 519 43.6 568 0.0
422 0.0 471 0.0 520 43.1 569 0.0
423 0.0 472 0.0 521 42.8 570 0.0
424 0.0 473 0.0 522 42.7 571 0.0
425 0.0 474 0.0 523 42.8 572 0.0
426 0.0 475 0.0 524 43.3 573 0.0
427 0.0 476 0.0 525 43.9 574 0.0
428 0.0 477 0.0 526 44.6 575 0.0
429 0.0 478 0.0 527 45.4 576 0.0
430 0.0 479 0.0 528 46.3 577 0.0
431 0.0 480 0.0 529 47.2 578 0.0
432 0.0 481 1.6 530 47.8 579 0.0
167
Annex B1
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0
168
Annex B1
Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
590 0.0 637 18.4 684 56.2 731 57.9

591 0.0 638 19.0 685 56.7 732 58.8
592 0.0 639 20.1 686 57.3 733 59.6
593 0.0 640 21.5 687 57.9 734 60.3
594 0.0 641 23.1 688 58.4 735 60.9
595 0.0 642 24.9 689 58.8 736 61.3
596 0.0 643 26.4 690 58.9 737 61.7
597 0.0 644 27.9 691 58.4 738 61.8
598 0.0 645 29.2 692 58.1 739 61.8
599 0.0 646 30.4 693 57.6 740 61.6
600 0.6 647 31.6 694 56.9 741 61.2
601 1.9 648 32.8 695 56.3 742 60.8
602 2.7 649 34.0 696 55.7 743 60.4
603 5.2 650 35.1 697 55.3 744 59.9
604 7.0 651 36.3 698 55.0 745 59.4
605 9.6 652 37.4 699 54.7 746 58.9
606 11.4 653 38.6 700 54.5 747 58.6
607 14.1 654 39.6 701 54.4 748 58.2
608 15.8 655 40.6 702 54.3 749 57.9
609 18.2 656 41.6 703 54.2 750 57.7
610 19.7 657 42.4 704 54.1 751 57.5
611 21.8 658 43.0 705 53.8 752 57.2
612 23.2 659 43.6 706 53.5 753 57.0
613 24.7 660 44.0 707 53.0 754 56.8
614 25.8 661 44.4 708 52.6 755 56.6
615 26.7 662 44.8 709 52.2 756 56.6
616 27.2 663 45.2 710 51.9 757 56.7
617 27.7 664 45.6 711 51.7 758 57.1
618 28.1 665 46.0 712 51.7 759 57.6
619 28.4 666 46.5 713 51.8 760 58.2
620 28.7 667 47.0 714 52.0 761 59.0
621 29.0 668 47.5 715 52.3 762 59.8
622 29.2 669 48.0 716 52.6 763 60.6
623 29.4 670 48.6 717 52.9 764 61.4
624 29.4 671 49.1 718 53.1 765 62.2
625 29.3 672 49.7 719 53.2 766 62.9
626 28.9 673 50.2 720 53.3 767 63.5
627 28.5 674 50.8 721 53.3 768 64.2
628 28.1 675 51.3 722 53.4 769 64.4
629 27.6 676 51.8 723 53.5 770 64.4
630 26.9 677 52.3 724 53.7 771 64.0
631 26.0 678 52.9 725 54.0 772 63.5
632 24.6 679 53.4 726 54.4 773 62.9
633 22.8 680 54.0 727 54.9 774 62.4
634 21.0 681 54.5 728 55.6 775 62.0
635 19.5 682 55.1 729 56.3 776 61.6
636 18.6 683 55.6 730 57.1 777 61.4
169
Annex B1
778 61.2 827 49.7 876 53.2 925 44.4

779 61.0 828 50.6 877 53.1 926 44.5
780 60.7 829 51.6 878 53.0 927 44.6
781 60.2 830 52.5 879 53.0 928 44.7
782 59.6 831 53.3 880 53.0 929 44.6
783 58.9 832 54.1 881 53.0 930 44.5
784 58.1 833 54.7 882 53.0 931 44.4
785 57.2 834 55.3 883 53.0 932 44.2
786 56.3 835 55.7 884 52.8 933 44.1
787 55.3 836 56.1 885 52.5 934 43.7
788 54.4 837 56.4 886 51.9 935 43.3
789 53.4 838 56.7 887 51.1 936 42.8
790 52.4 839 57.1 888 50.2 937 42.3
791 51.4 840 57.5 889 49.2 938 41.6
792 50.4 841 58.0 890 48.2 939 40.7
793 49.4 842 58.7 891 47.3 940 39.8
794 48.5 843 59.3 892 46.4 941 38.8
795 47.5 844 60.0 893 45.6 942 37.8
796 46.5 845 60.6 894 45.0 943 36.9
797 45.4 846 61.3 895 44.3 944 36.1
798 44.3 847 61.5 896 43.8 945 35.5
799 43.1 848 61.5 897 43.3 946 35.0
800 42.0 849 61.4 898 42.8 947 34.7
801 40.8 850 61.2 899 42.4 948 34.4
802 39.7 851 60.5 900 42.0 949 34.1
803 38.8 852 60.0 901 41.6 950 33.9
804 38.1 853 59.5 902 41.1 951 33.6
805 37.4 854 58.9 903 40.3 952 33.3
806 37.1 855 58.4 904 39.5 953 33.0
807 36.9 856 57.9 905 38.6 954 32.7
808 37.0 857 57.5 906 37.7 955 32.3
809 37.5 858 57.1 907 36.7 956 31.9
810 37.8 859 56.7 908 36.2 957 31.5
811 38.2 860 56.4 909 36.0 958 31.0
812 38.6 861 56.1 910 36.2 959 30.6
813 39.1 862 55.8 911 37.0 960 30.2
814 39.6 863 55.5 912 38.0 961 29.7
815 40.1 864 55.3 913 39.0 962 29.1
816 40.7 865 55.0 914 39.7 963 28.4
817 41.3 866 54.7 915 40.2 964 27.6
818 41.9 867 54.4 916 40.7 965 26.8
819 42.7 868 54.2 917 41.2 966 26.0
820 43.4 869 54.0 918 41.7 967 25.1
821 44.2 870 53.9 919 42.2 968 24.2
822 45.0 871 53.7 920 42.7 969 23.3
823 45.9 872 53.6 921 43.2 970 22.4
824 46.8 873 53.5 922 43.6 971 21.5
825 47.7 874 53.4 923 44.0 972 20.6
826 48.7 875 53.3 924 44.2 973 19.7
170
Annex B1
974 18.8
975 17.7
976 16.4
977 14.9
978 13.2
979 11.3
980 9.4
981 7.5
982 5.6
983 3.7
984 1.9
985 1.0
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0
171
Annex B1
Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium 1 and the start of phase
Low12)
1023 0.0 1070 19.5 1117 0.0 1164 35.9

1024 0.0 1071 20.2 1118 0.0 1165 36.6
1025 0.0 1072 20.9 1119 0.0 1166 37.5
1026 0.0 1073 21.7 1120 0.0 1167 38.4
1027 0.0 1074 22.4 1121 0.0 1168 39.3
1028 0.0 1075 23.1 1122 0.0 1169 40.0
1029 0.0 1076 23.7 1123 0.0 1170 40.6
1030 0.0 1077 24.4 1124 0.0 1171 41.1
1031 0.0 1078 25.1 1125 0.0 1172 41.4
1032 0.0 1079 25.4 1126 0.0 1173 41.6
1033 0.0 1080 25.2 1127 0.0 1174 41.8
1034 0.2 1081 23.4 1128 0.0 1175 41.8
1035 3.1 1082 21.8 1129 0.0 1176 41.9
1036 5.7 1083 19.7 1130 0.7 1177 41.9
1037 8.0 1084 17.3 1131 1.1 1178 42.0
1038 10.1 1085 14.7 1132 1.9 1179 42.0
1039 12.0 1086 12.0 1133 2.5 1180 42.2
1040 13.8 1087 9.4 1134 3.5 1181 42.3
1041 15.4 1088 5.6 1135 4.7 1182 42.6
1042 16.7 1089 3.1 1136 6.1 1183 43.0
1043 17.7 1090 0.0 1137 7.5 1184 43.3
1044 18.3 1091 0.0 1138 9.4 1185 43.7
1045 18.8 1092 0.0 1139 11.0 1186 44.0
1046 18.9 1093 0.0 1140 12.9 1187 44.3
1047 18.4 1094 0.0 1141 14.5 1188 44.5
1048 16.9 1095 0.0 1142 16.4 1189 44.6
1049 14.3 1096 0.0 1143 18.0 1190 44.6
1050 10.8 1097 0.0 1144 20.0 1191 44.5
1051 7.1 1098 0.0 1145 21.5 1192 44.4
1052 4.0 1099 0.0 1146 23.5 1193 44.3
1053 0.0 1100 0.0 1147 25.0 1194 44.2
1054 0.0 1101 0.0 1148 26.8 1195 44.1
1055 0.0 1102 0.0 1149 28.2 1196 44.0
1056 0.0 1103 0.0 1150 30.0 1197 43.9
1057 1.5 1104 0.0 1151 31.4 1198 43.8
1058 3.8 1105 0.0 1152 32.5 1199 43.7
1059 5.6 1106 0.0 1153 33.2 1200 43.6
1060 7.5 1107 0.0 1154 33.4 1201 43.5
1061 9.2 1108 0.0 1155 33.7 1202 43.4
1062 10.8 1109 0.0 1156 33.9 1203 43.3
1063 12.4 1110 0.0 1157 34.2 1204 43.1
1064 13.8 1111 0.0 1158 34.4 1205 42.9
1065 15.2 1112 0.0 1159 34.7 1206 42.7
1066 16.3 1113 0.0 1160 34.9 1207 42.5
1067 17.3 1114 0.0 1161 35.2 1208 42.3
1068 18.0 1115 0.0 1162 35.4 1209 42.2
1069 18.8 1116 0.0 1163 35.7 1210 42.2
172
Annex B1
1211 42.2 1260 39.9 1309 24.9 1358 14.3

1212 42.3 1261 40.0 1310 24.5 1359 14.0
1213 42.4 1262 40.1 1311 24.2 1360 13.0
1214 42.5 1263 40.2 1312 24.0 1361 11.4
1215 42.7 1264 40.3 1313 23.8 1362 10.2
1216 42.9 1265 40.4 1314 23.6 1363 8.0
1217 43.1 1266 40.5 1315 23.5 1364 7.0
1218 43.2 1267 40.5 1316 23.4 1365 6.0
1219 43.3 1268 40.4 1317 23.3 1366 5.5
1220 43.4 1269 40.3 1318 23.3 1367 5.0
1221 43.4 1270 40.2 1319 23.2 1368 4.5
1222 43.2 1271 40.1 1320 23.1 1369 4.0
1223 42.9 1272 39.7 1321 23.0 1370 3.5
1224 42.6 1273 38.8 1322 22.8 1371 3.0
1225 42.2 1274 37.4 1323 22.5 1372 2.5
1226 41.9 1275 35.6 1324 22.1 1373 2.0
1227 41.5 1276 33.4 1325 21.7 1374 1.5
1228 41.0 1277 31.2 1326 21.1 1375 1.0
1229 40.5 1278 29.1 1327 20.4 1376 0.5
1230 39.9 1279 27.6 1328 19.5 1377 0.0
1231 39.3 1280 26.6 1329 18.5 1378 0.0
1232 38.7 1281 26.2 1330 17.6 1379 0.0
1233 38.1 1282 26.3 1331 16.6 1380 0.0
1234 37.5 1283 26.7 1332 15.7 1381 0.0
1235 36.9 1284 27.5 1333 14.9 1382 0.0
1236 36.3 1285 28.4 1334 14.3 1383 2.2
1237 35.7 1286 29.4 1335 14.1 1384 4.5
1238 35.1 1287 30.4 1336 14.0 1385 6.6
1239 34.5 1288 31.2 1337 13.9 1386 8.6
1240 33.9 1289 31.9 1338 13.8 1387 10.6
1241 33.6 1290 32.5 1339 13.7 1388 12.5
1242 33.5 1291 33.0 1340 13.6 1389 14.4
1243 33.6 1292 33.4 1341 13.5 1390 16.3
1244 33.9 1293 33.8 1342 13.4 1391 17.9
1245 34.3 1294 34.1 1343 13.3 1392 19.1
1246 34.7 1295 34.3 1344 13.2 1393 19.9
1247 35.1 1296 34.3 1345 13.2 1394 20.3
1248 35.5 1297 33.9 1346 13.2 1395 20.5
1249 35.9 1298 33.3 1347 13.4 1396 20.7
1250 36.4 1299 32.6 1348 13.5 1397 21.0
1251 36.9 1300 31.8 1349 13.7 1398 21.6
1252 37.4 1301 30.7 1350 13.8 1399 22.6
1253 37.9 1302 29.6 1351 14.0 1400 23.7
1254 38.3 1303 28.6 1352 14.1 1401 24.8
1255 38.7 1304 27.8 1353 14.3 1402 25.7
1256 39.1 1305 27.0 1354 14.4 1403 26.2
1257 39.3 1306 26.4 1355 14.4 1404 26.4
1258 39.5 1307 25.8 1356 14.4 1405 26.4
1259 39.7 1308 25.3 1357 14.3 1406 26.4
173
Annex B1
1407 26.5 1456 0.0 1505 4.6 1554 48.5

1408 26.6 1457 0.0 1506 6.1 1555 48.7
1409 26.8 1458 0.0 1507 7.8 1556 48.9
1410 26.9 1459 0.0 1508 9.5 1557 49.1
1411 27.2 1460 0.0 1509 11.3 1558 49.1
1412 27.5 1461 0.0 1510 13.2 1559 49.0
1413 28.0 1462 0.0 1511 15.0 1560 48.8
1414 28.8 1463 0.0 1512 16.8 1561 48.6
1415 29.9 1464 0.0 1513 18.4 1562 48.5
1416 31.0 1465 0.0 1514 20.1 1563 48.4
1417 31.9 1466 0.0 1515 21.6 1564 48.3
1418 32.5 1467 0.0 1516 23.1 1565 48.2
1419 32.6 1468 0.0 1517 24.6 1566 48.1
1420 32.4 1469 0.0 1518 26.0 1567 47.5
1421 32.0 1470 0.0 1519 27.5 1568 46.7
1422 31.3 1471 0.0 1520 29.0 1569 45.7
1423 30.3 1472 0.0 1521 30.6 1570 44.6
1424 28.0 1473 0.0 1522 32.1 1571 42.9
1425 27.0 1474 0.0 1523 33.7 1572 40.8
1426 24.0 1475 0.0 1524 35.3 1573 38.2
1427 22.5 1476 0.0 1525 36.8 1574 35.3
1428 19.0 1477 0.0 1526 38.1 1575 31.8
1429 17.5 1478 0.0 1527 39.3 1576 28.7
1430 14.0 1479 0.0 1528 40.4 1577 25.8
1431 12.5 1480 0.0 1529 41.2 1578 22.9
1432 9.0 1481 0.0 1530 41.9 1579 20.2
1433 7.5 1482 0.0 1531 42.6 1580 17.3
1434 4.0 1483 0.0 1532 43.3 1581 15.0
1435 2.9 1484 0.0 1533 44.0 1582 12.3
1436 0.0 1485 0.0 1534 44.6 1583 10.3
1437 0.0 1486 0.0 1535 45.3 1584 7.8
1438 0.0 1487 0.0 1536 45.5 1585 6.5
1439 0.0 1488 0.0 1537 45.5 1586 4.4
1440 0.0 1489 0.0 1538 45.2 1587 3.2
1441 0.0 1490 0.0 1539 44.7 1588 1.2
1442 0.0 1491 0.0 1540 44.2 1589 0.0
1443 0.0 1492 0.0 1541 43.6 1590 0.0
1444 0.0 1493 0.0 1542 43.1 1591 0.0
1445 0.0 1494 0.0 1543 42.8 1592 0.0
1446 0.0 1495 0.0 1544 42.7 1593 0.0
1447 0.0 1496 0.0 1545 42.8 1594 0.0
1448 0.0 1497 0.0 1546 43.3 1595 0.0
1449 0.0 1498 0.0 1547 43.9 1596 0.0
1450 0.0 1499 0.0 1548 44.6 1597 0.0
1451 0.0 1500 0.0 1549 45.4 1598 0.0
1452 0.0 1501 0.0 1550 46.3 1599 0.0
1453 0.0 1502 0.0 1551 47.2 1600 0.0
1454 0.0 1503 1.6 1552 47.8 1601 0.0
1455 0.0 1504 3.1 1553 48.2 1602 0.0
174
Annex B1
1603 0.0
1604 0.0
1605 0.0
1606 0.0
1607 0.0
1608 0.0
1609 0.0
1610 0.0
1611 0.0
175
Annex B1

Figure A1/3
Figure A1/4
WLTC, Class 2 cycle, phase Medium2
176
Annex B1
Figure A1/5
WLTC, Class 2 cycle, phase High2
Figure A1/6
This figure is only applicable for Level 1A
WLTC, Class 2 cycle, phase Extra High2
177
Annex B1
Table A1/3
Medium1)
0 0.0 47 11.6 94 0.0 141 36.8

1 0.0 48 12.4 95 0.0 142 35.1
2 0.0 49 13.2 96 0.0 143 32.2
3 0.0 50 14.2 97 0.0 144 31.1
4 0.0 51 14.8 98 0.0 145 30.8
5 0.0 52 14.7 99 0.0 146 29.7
6 0.0 53 14.4 100 0.0 147 29.4
7 0.0 54 14.1 101 0.0 148 29.0
8 0.0 55 13.6 102 0.0 149 28.5
9 0.0 56 13.0 103 0.0 150 26.0
10 0.0 57 12.4 104 0.0 151 23.4
11 0.0 58 11.8 105 0.0 152 20.7
12 0.0 59 11.2 106 0.0 153 17.4
13 1.2 60 10.6 107 0.8 154 15.2
14 2.6 61 9.9 108 1.4 155 13.5
15 4.9 62 9.0 109 2.3 156 13.0
16 7.3 63 8.2 110 3.5 157 12.4
17 9.4 64 7.0 111 4.7 158 12.3
18 11.4 65 4.8 112 5.9 159 12.2
19 12.7 66 2.3 113 7.4 160 12.3
20 13.3 67 0.0 114 9.2 161 12.4
21 13.4 68 0.0 115 11.7 162 12.5
22 13.3 69 0.0 116 13.5 163 12.7
23 13.1 70 0.0 117 15.0 164 12.8
24 12.5 71 0.0 118 16.2 165 13.2
25 11.1 72 0.0 119 16.8 166 14.3
26 8.9 73 0.0 120 17.5 167 16.5
27 6.2 74 0.0 121 18.8 168 19.4
28 3.8 75 0.0 122 20.3 169 21.7
29 1.8 76 0.0 123 22.0 170 23.1
30 0.0 77 0.0 124 23.6 171 23.5
31 0.0 78 0.0 125 24.8 172 24.2
32 0.0 79 0.0 126 25.6 173 24.8
33 0.0 80 0.0 127 26.3 174 25.4
34 1.5 81 0.0 128 27.2 175 25.8
35 2.8 82 0.0 129 28.3 176 26.5
36 3.6 83 0.0 130 29.6 177 27.2
37 4.5 84 0.0 131 30.9 178 28.3
38 5.3 85 0.0 132 32.2 179 29.9
39 6.0 86 0.0 133 33.4 180 32.4
40 6.6 87 0.0 134 35.1 181 35.1
41 7.3 88 0.0 135 37.2 182 37.5
42 7.9 89 0.0 136 38.7 183 39.2
43 8.6 90 0.0 137 39.0 184 40.5
44 9.3 91 0.0 138 40.1 185 41.4
45 10 92 0.0 139 40.4 186 42.0
46 10.8 93 0.0 140 39.7 187 42.5
178
Annex B1
188 43.2 237 33.5 286 32.5 335 25.0

189 44.4 238 35.8 287 30.9 336 24.6
190 45.9 239 37.6 288 28.6 337 23.9
191 47.6 240 38.8 289 25.9 338 23.0
192 49.0 241 39.6 290 23.1 339 21.8
193 50.0 242 40.1 291 20.1 340 20.7
194 50.2 243 40.9 292 17.3 341 19.6
195 50.1 244 41.8 293 15.1 342 18.7
196 49.8 245 43.3 294 13.7 343 18.1
197 49.4 246 44.7 295 13.4 344 17.5
198 48.9 247 46.4 296 13.9 345 16.7
199 48.5 248 47.9 297 15.0 346 15.4
200 48.3 249 49.6 298 16.3 347 13.6
201 48.2 250 49.6 299 17.4 348 11.2
202 47.9 251 48.8 300 18.2 349 8.6
203 47.1 252 48.0 301 18.6 350 6.0
204 45.5 253 47.5 302 19.0 351 3.1
205 43.2 254 47.1 303 19.4 352 1.2
206 40.6 255 46.9 304 19.8 353 0.0
207 38.5 256 45.8 305 20.1 354 0.0
208 36.9 257 45.8 306 20.5 355 0.0
209 35.9 258 45.8 307 20.2 356 0.0
210 35.3 259 45.9 308 18.6 357 0.0
211 34.8 260 46.2 309 16.5 358 0.0
212 34.5 261 46.4 310 14.4 359 0.0
213 34.2 262 46.6 311 13.4 360 1.4
214 34.0 263 46.8 312 12.9 361 3.2
215 33.8 264 47.0 313 12.7 362 5.6
216 33.6 265 47.3 314 12.4 363 8.1
217 33.5 266 47.5 315 12.4 364 10.3
218 33.5 267 47.9 316 12.8 365 12.1
219 33.4 268 48.3 317 14.1 366 12.6
220 33.3 269 48.3 318 16.2 367 13.6
221 33.3 270 48.2 319 18.8 368 14.5
222 33.2 271 48.0 320 21.9 369 15.6
223 33.1 272 47.7 321 25.0 370 16.8
224 33.0 273 47.2 322 28.4 371 18.2
225 32.9 274 46.5 323 31.3 372 19.6
226 32.8 275 45.2 324 34.0 373 20.9
227 32.7 276 43.7 325 34.6 374 22.3
228 32.5 277 42.0 326 33.9 375 23.8
229 32.3 278 40.4 327 31.9 376 25.4
230 31.8 279 39.0 328 30.0 377 27.0
231 31.4 280 37.7 329 29.0 378 28.6
232 30.9 281 36.4 330 27.9 379 30.2
233 30.6 282 35.2 331 27.1 380 31.2
234 30.6 283 34.3 332 26.4 381 31.2
235 30.7 284 33.8 333 25.9 382 30.7
236 32.0 285 33.3 334 25.5 383 29.5
179
Annex B1
384 28.6 433 0.0 482 2.5 531 26.0

385 27.7 434 0.0 483 5.2 532 26.5
386 26.9 435 0.0 484 7.9 533 26.9
387 26.1 436 0.0 485 10.3 534 27.3
388 25.4 437 0.0 486 12.7 535 27.9
389 24.6 438 0.0 487 15.0 536 30.3
390 23.6 439 0.0 488 17.4 537 33.2
391 22.6 440 0.0 489 19.7 538 35.4
392 21.7 441 0.0 490 21.9 539 38.0
393 20.7 442 0.0 491 24.1 540 40.1
394 19.8 443 0.0 492 26.2 541 42.7
395 18.8 444 0.0 493 28.1 542 44.5
396 17.7 445 0.0 494 29.7 543 46.3
397 16.6 446 0.0 495 31.3 544 47.6
398 15.6 447 0.0 496 33.0 545 48.8
399 14.8 448 0.0 497 34.7 546 49.7
400 14.3 449 0.0 498 36.3 547 50.6
401 13.8 450 0.0 499 38.1 548 51.4
402 13.4 451 0.0 500 39.4 549 51.4
403 13.1 452 0.0 501 40.4 550 50.2
404 12.8 453 0.0 502 41.2 551 47.1
405 12.3 454 0.0 503 42.1 552 44.5
406 11.6 455 0.0 504 43.2 553 41.5
407 10.5 456 0.0 505 44.3 554 38.5
408 9.0 457 0.0 506 45.7 555 35.5
409 7.2 458 0.0 507 45.4 556 32.5
410 5.2 459 0.0 508 44.5 557 29.5
411 2.9 460 0.0 509 42.5 558 26.5
412 1.2 461 0.0 510 39.5 559 23.5
413 0.0 462 0.0 511 36.5 560 20.4
414 0.0 463 0.0 512 33.5 561 17.5
415 0.0 464 0.0 513 30.4 562 14.5
416 0.0 465 0.0 514 27.0 563 11.5
417 0.0 466 0.0 515 23.6 564 8.5
418 0.0 467 0.0 516 21.0 565 5.6
419 0.0 468 0.0 517 19.5 566 2.6
420 0.0 469 0.0 518 17.6 567 0.0
421 0.0 470 0.0 519 16.1 568 0.0
422 0.0 471 0.0 520 14.5 569 0.0
423 0.0 472 0.0 521 13.5 570 0.0
424 0.0 473 0.0 522 13.7 571 0.0
425 0.0 474 0.0 523 16.0 572 0.0
426 0.0 475 0.0 524 18.1 573 0.0
427 0.0 476 0.0 525 20.8 574 0.0
428 0.0 477 0.0 526 21.5 575 0.0
429 0.0 478 0.0 527 22.5 576 0.0
430 0.0 479 0.0 528 23.4 577 0.0
431 0.0 480 0.0 529 24.5 578 0.0
432 0.0 481 1.4 530 25.6 579 0.0
180
Annex B1
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0
181
Annex B1
Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
590 0.0 637 38.6 684 59.3 731 55.3

591 0.0 638 39.8 685 60.2 732 55.1
592 0.0 639 40.6 686 61.3 733 54.8
593 0.0 640 41.1 687 62.4 734 54.6
594 0.0 641 41.9 688 63.4 735 54.5
595 0.0 642 42.8 689 64.4 736 54.3
596 0.0 643 44.3 690 65.4 737 53.9
597 0.0 644 45.7 691 66.3 738 53.4
598 0.0 645 47.4 692 67.2 739 52.6
599 0.0 646 48.9 693 68.0 740 51.5
600 0.0 647 50.6 694 68.8 741 50.2
601 1.6 648 52.0 695 69.5 742 48.7
602 3.6 649 53.7 696 70.1 743 47.0
603 6.3 650 55.0 697 70.6 744 45.1
604 9.0 651 56.8 698 71.0 745 43.0
605 11.8 652 58.0 699 71.6 746 40.6
606 14.2 653 59.8 700 72.2 747 38.1
607 16.6 654 61.1 701 72.8 748 35.4
608 18.5 655 62.4 702 73.5 749 32.7
609 20.8 656 63.0 703 74.1 750 30.0
610 23.4 657 63.5 704 74.3 751 27.5
611 26.9 658 63.0 705 74.3 752 25.3
612 30.3 659 62.0 706 73.7 753 23.4
613 32.8 660 60.4 707 71.9 754 22.0
614 34.1 661 58.6 708 70.5 755 20.8
615 34.2 662 56.7 709 68.9 756 19.8
616 33.6 663 55.0 710 67.4 757 18.9
617 32.1 664 53.7 711 66.0 758 18.0
618 30.0 665 52.7 712 64.7 759 17.0
619 27.5 666 51.9 713 63.7 760 16.1
620 25.1 667 51.4 714 62.9 761 15.5
621 22.8 668 51.0 715 62.2 762 14.4
622 20.5 669 50.7 716 61.7 763 14.9
623 17.9 670 50.6 717 61.2 764 15.9
624 15.1 671 50.8 718 60.7 765 17.1
625 13.4 672 51.2 719 60.3 766 18.3
626 12.8 673 51.7 720 59.9 767 19.4
627 13.7 674 52.3 721 59.6 768 20.4
628 16.0 675 53.1 722 59.3 769 21.2
629 18.1 676 53.8 723 59.0 770 21.9
630 20.8 677 54.5 724 58.6 771 22.7
631 23.7 678 55.1 725 58.0 772 23.4
632 26.5 679 55.9 726 57.5 773 24.2
633 29.3 680 56.5 727 56.9 774 24.3
634 32.0 681 57.1 728 56.3 775 24.2
635 34.5 682 57.8 729 55.9 776 24.1
636 36.8 683 58.5 730 55.6 777 23.8
182
Annex B1
778 23.0 827 59.9 876 46.9 925 49.0

779 22.6 828 60.7 877 47.1 926 48.5
780 21.7 829 61.4 878 47.5 927 48.0
781 21.3 830 62.0 879 47.8 928 47.5
782 20.3 831 62.5 880 48.3 929 47.0
783 19.1 832 62.9 881 48.8 930 46.9
784 18.1 833 63.2 882 49.5 931 46.8
785 16.9 834 63.4 883 50.2 932 46.8
786 16.0 835 63.7 884 50.8 933 46.8
787 14.8 836 64.0 885 51.4 934 46.9
788 14.5 837 64.4 886 51.8 935 46.9
789 13.7 838 64.9 887 51.9 936 46.9
790 13.5 839 65.5 888 51.7 937 46.9
791 12.9 840 66.2 889 51.2 938 46.9
792 12.7 841 67.0 890 50.4 939 46.8
793 12.5 842 67.8 891 49.2 940 46.6
794 12.5 843 68.6 892 47.7 941 46.4
795 12.6 844 69.4 893 46.3 942 46.0
796 13.0 845 70.1 894 45.1 943 45.5
797 13.6 846 70.9 895 44.2 944 45.0
798 14.6 847 71.7 896 43.7 945 44.5
799 15.7 848 72.5 897 43.4 946 44.2
800 17.1 849 73.2 898 43.1 947 43.9
801 18.7 850 73.8 899 42.5 948 43.7
802 20.2 851 74.4 900 41.8 949 43.6
803 21.9 852 74.7 901 41.1 950 43.6
804 23.6 853 74.7 902 40.3 951 43.5
805 25.4 854 74.6 903 39.7 952 43.5
806 27.1 855 74.2 904 39.3 953 43.4
807 28.9 856 73.5 905 39.2 954 43.3
808 30.4 857 72.6 906 39.3 955 43.1
809 32.0 858 71.8 907 39.6 956 42.9
810 33.4 859 71.0 908 40.0 957 42.7
811 35.0 860 70.1 909 40.7 958 42.5
812 36.4 861 69.4 910 41.4 959 42.4
813 38.1 862 68.9 911 42.2 960 42.2
814 39.7 863 68.4 912 43.1 961 42.1
815 41.6 864 67.9 913 44.1 962 42.0
816 43.3 865 67.1 914 44.9 963 41.8
817 45.1 866 65.8 915 45.6 964 41.7
818 46.9 867 63.9 916 46.4 965 41.5
819 48.7 868 61.4 917 47.0 966 41.3
820 50.5 869 58.4 918 47.8 967 41.1
821 52.4 870 55.4 919 48.3 968 40.8
822 54.1 871 52.4 920 48.9 969 40.3
823 55.7 872 50.0 921 49.4 970 39.6
824 56.8 873 48.3 922 49.8 971 38.5
825 57.9 874 47.3 923 49.6 972 37.0
826 59.0 875 46.8 924 49.3 973 35.1
183
Annex B1
974 33.0
975 30.6
976 27.9
977 25.1
978 22.0
979 18.8
980 15.5
981 12.3
982 8.8
983 6.0
984 3.6
985 1.6
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0
184
Annex B1
Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the start of phase High2)
1023 0.0 1070 46.0 1117 73.9 1164 71.7

1024 0.0 1071 46.4 1118 74.9 1165 69.9
1025 0.0 1072 47.0 1119 75.7 1166 67.9
1026 0.0 1073 47.4 1120 76.4 1167 65.7
1027 1.1 1074 48.0 1121 77.1 1168 63.5
1028 3.0 1075 48.4 1122 77.6 1169 61.2
1029 5.7 1076 49.0 1123 78.0 1170 59.0
1030 8.4 1077 49.4 1124 78.2 1171 56.8
1031 11.1 1078 50.0 1125 78.4 1172 54.7
1032 14.0 1079 50.4 1126 78.5 1173 52.7
1033 17.0 1080 50.8 1127 78.5 1174 50.9
1034 20.1 1081 51.1 1128 78.6 1175 49.4
1035 22.7 1082 51.3 1129 78.7 1176 48.1
1036 23.6 1083 51.3 1130 78.9 1177 47.1
1037 24.5 1084 51.3 1131 79.1 1178 46.5
1038 24.8 1085 51.3 1132 79.4 1179 46.3
1039 25.1 1086 51.3 1133 79.8 1180 46.5
1040 25.3 1087 51.3 1134 80.1 1181 47.2
1041 25.5 1088 51.3 1135 80.5 1182 48.3
1042 25.7 1089 51.4 1136 80.8 1183 49.7
1043 25.8 1090 51.6 1137 81.0 1184 51.3
1044 25.9 1091 51.8 1138 81.2 1185 53.0
1045 26.0 1092 52.1 1139 81.3 1186 54.9
1046 26.1 1093 52.3 1140 81.2 1187 56.7
1047 26.3 1094 52.6 1141 81.0 1188 58.6
1048 26.5 1095 52.8 1142 80.6 1189 60.2
1049 26.8 1096 52.9 1143 80.0 1190 61.6
1050 27.1 1097 53.0 1144 79.1 1191 62.2
1051 27.5 1098 53.0 1145 78.0 1192 62.5
1052 28.0 1099 53.0 1146 76.8 1193 62.8
1053 28.6 1100 53.1 1147 75.5 1194 62.9
1054 29.3 1101 53.2 1148 74.1 1195 63.0
1055 30.4 1102 53.3 1149 72.9 1196 63.0
1056 31.8 1103 53.4 1150 71.9 1197 63.1
1057 33.7 1104 53.5 1151 71.2 1198 63.2
1058 35.8 1105 53.7 1152 70.9 1199 63.3
1059 37.8 1106 55.0 1153 71.0 1200 63.5
1060 39.5 1107 56.8 1154 71.5 1201 63.7
1061 40.8 1108 58.8 1155 72.3 1202 63.9
1062 41.8 1109 60.9 1156 73.2 1203 64.1
1063 42.4 1110 63.0 1157 74.1 1204 64.3
1064 43.0 1111 65.0 1158 74.9 1205 66.1
1065 43.4 1112 66.9 1159 75.4 1206 67.9
1066 44.0 1113 68.6 1160 75.5 1207 69.7
1067 44.4 1114 70.1 1161 75.2 1208 71.4
1068 45.0 1115 71.5 1162 74.5 1209 73.1
1069 45.4 1116 72.8 1163 73.3 1210 74.7
185
Annex B1
1211 76.2 1260 35.4 1309 72.3 1358 70.8

1212 77.5 1261 32.7 1310 71.9 1359 70.8
1213 78.6 1262 30.0 1311 71.3 1360 70.9
1214 79.7 1263 29.9 1312 70.9 1361 70.9
1215 80.6 1264 30.0 1313 70.5 1362 70.9
1216 81.5 1265 30.2 1314 70.0 1363 70.9
1217 82.2 1266 30.4 1315 69.6 1364 71.0
1218 83.0 1267 30.6 1316 69.2 1365 71.0
1219 83.7 1268 31.6 1317 68.8 1366 71.1
1220 84.4 1269 33.0 1318 68.4 1367 71.2
1221 84.9 1270 33.9 1319 67.9 1368 71.3
1222 85.1 1271 34.8 1320 67.5 1369 71.4
1223 85.2 1272 35.7 1321 67.2 1370 71.5
1224 84.9 1273 36.6 1322 66.8 1371 71.7
1225 84.4 1274 37.5 1323 65.6 1372 71.8
1226 83.6 1275 38.4 1324 63.3 1373 71.9
1227 82.7 1276 39.3 1325 60.2 1374 71.9
1228 81.5 1277 40.2 1326 56.2 1375 71.9
1229 80.1 1278 40.8 1327 52.2 1376 71.9
1230 78.7 1279 41.7 1328 48.4 1377 71.9
1231 77.4 1280 42.4 1329 45.0 1378 71.9
1232 76.2 1281 43.1 1330 41.6 1379 71.9
1233 75.4 1282 43.6 1331 38.6 1380 72.0
1234 74.8 1283 44.2 1332 36.4 1381 72.1
1235 74.3 1284 44.8 1333 34.8 1382 72.4
1236 73.8 1285 45.5 1334 34.2 1383 72.7
1237 73.2 1286 46.3 1335 34.7 1384 73.1
1238 72.4 1287 47.2 1336 36.3 1385 73.4
1239 71.6 1288 48.1 1337 38.5 1386 73.8
1240 70.8 1289 49.1 1338 41.0 1387 74.0
1241 69.9 1290 50.0 1339 43.7 1388 74.1
1242 67.9 1291 51.0 1340 46.5 1389 74.0
1243 65.7 1292 51.9 1341 49.1 1390 73.0
1244 63.5 1293 52.7 1342 51.6 1391 72.0
1245 61.2 1294 53.7 1343 53.9 1392 71.0
1246 59.0 1295 55.0 1344 56.0 1393 70.0
1247 56.8 1296 56.8 1345 57.9 1394 69.0
1248 54.7 1297 58.8 1346 59.7 1395 68.0
1249 52.7 1298 60.9 1347 61.2 1396 67.7
1250 50.9 1299 63.0 1348 62.5 1397 66.7
1251 49.4 1300 65.0 1349 63.5 1398 66.6
1252 48.1 1301 66.9 1350 64.3 1399 66.7
1253 47.1 1302 68.6 1351 65.3 1400 66.8
1254 46.5 1303 70.1 1352 66.3 1401 66.9
1255 46.3 1304 71.0 1353 67.3 1402 66.9
1256 45.1 1305 71.8 1354 68.3 1403 66.9
1257 43.0 1306 72.8 1355 69.3 1404 66.9
1258 40.6 1307 72.9 1356 70.3 1405 66.9
1259 38.1 1308 73.0 1357 70.8 1406 66.9
186
Annex B1
1407 66.9 1456 0.0

1408 67.0 1457 0.0
1409 67.1 1458 0.0
1410 67.3 1459 0.0
1411 67.5 1460 0.0
1412 67.8 1461 0.0
1413 68.2 1462 0.0
1414 68.6 1463 0.0
1415 69.0 1464 0.0
1416 69.3 1465 0.0
1417 69.3 1466 0.0
1418 69.2 1467 0.0
1419 68.8 1468 0.0
1420 68.2 1469 0.0
1421 67.6 1470 0.0
1422 67.4 1471 0.0
1423 67.2 1472 0.0
1424 66.9 1473 0.0
1425 66.3 1474 0.0
1426 65.4 1475 0.0
1427 64.0 1476 0.0
1428 62.4 1477 0.0
1429 60.6
1430 58.6
1431 56.7
1432 54.8
1433 53.0
1434 51.3
1435 49.6
1436 47.8
1437 45.5
1438 42.8
1439 39.8
1440 36.5
1441 33.0
1442 29.5
1443 25.8
1444 22.1
1445 18.6
1446 15.3
1447 12.4
1448 9.6
1449 6.6
1450 3.8
1451 1.6
1452 0.0
1453 0.0
1454 0.0
1455 0.0
187
Annex B1
Table A1/6
This table is only applicable for Level 1A;
WLTC, Class 2 cycle, phase Extra High2 (Second 1477 is the end of phase High2 and the start of
Extra High2)
1478 0.0 1525 63.4 1572 107.4 1619 113.7

1479 1.1 1526 64.5 1573 108.7 1620 114.1
1480 2.3 1527 65.7 1574 109.9 1621 114.4
1481 4.6 1528 66.9 1575 111.2 1622 114.6
1482 6.5 1529 68.1 1576 112.3 1623 114.7
1483 8.9 1530 69.1 1577 113.4 1624 114.7
1484 10.9 1531 70.0 1578 114.4 1625 114.7
1485 13.5 1532 70.9 1579 115.3 1626 114.6
1486 15.2 1533 71.8 1580 116.1 1627 114.5
1487 17.6 1534 72.6 1581 116.8 1628 114.5
1488 19.3 1535 73.4 1582 117.4 1629 114.5
1489 21.4 1536 74.0 1583 117.7 1630 114.7
1490 23.0 1537 74.7 1584 118.2 1631 115.0
1491 25.0 1538 75.2 1585 118.1 1632 115.6
1492 26.5 1539 75.7 1586 117.7 1633 116.4
1493 28.4 1540 76.4 1587 117.0 1634 117.3
1494 29.8 1541 77.2 1588 116.1 1635 118.2
1495 31.7 1542 78.2 1589 115.2 1636 118.8
1496 33.7 1543 78.9 1590 114.4 1637 119.3
1497 35.8 1544 79.9 1591 113.6 1638 119.6
1498 38.1 1545 81.1 1592 113.0 1639 119.7
1499 40.5 1546 82.4 1593 112.6 1640 119.5
1500 42.2 1547 83.7 1594 112.2 1641 119.3
1501 43.5 1548 85.4 1595 111.9 1642 119.2
1502 44.5 1549 87.0 1596 111.6 1643 119.0
1503 45.2 1550 88.3 1597 111.2 1644 118.8
1504 45.8 1551 89.5 1598 110.7 1645 118.8
1505 46.6 1552 90.5 1599 110.1 1646 118.8
1506 47.4 1553 91.3 1600 109.3 1647 118.8
1507 48.5 1554 92.2 1601 108.4 1648 118.8
1508 49.7 1555 93.0 1602 107.4 1649 118.9
1509 51.3 1556 93.8 1603 106.7 1650 119.0
1510 52.9 1557 94.6 1604 106.3 1651 119.0
1511 54.3 1558 95.3 1605 106.2 1652 119.1
1512 55.6 1559 95.9 1606 106.4 1653 119.2
1513 56.8 1560 96.6 1607 107.0 1654 119.4
1514 57.9 1561 97.4 1608 107.5 1655 119.6
1515 58.9 1562 98.1 1609 107.9 1656 119.9
1516 59.7 1563 98.7 1610 108.4 1657 120.1
1517 60.3 1564 99.5 1611 108.9 1658 120.3
1518 60.7 1565 100.3 1612 109.5 1659 120.4
1519 60.9 1566 101.1 1613 110.2 1660 120.5
1520 61.0 1567 101.9 1614 110.9 1661 120.5
1521 61.1 1568 102.8 1615 111.6 1662 120.5
1522 61.4 1569 103.8 1616 112.2 1663 120.5
1523 61.8 1570 105.0 1617 112.8 1664 120.4
1524 62.5 1571 106.1 1618 113.3 1665 120.3
188
Annex B1
1666 120.1 1715 120.4 1764 82.6

1667 119.9 1716 120.8 1765 81.9
1668 119.6 1717 121.1 1766 81.1
1669 119.5 1718 121.6 1767 80.0
1670 119.4 1719 121.8 1768 78.7
1671 119.3 1720 122.1 1769 76.9
1672 119.3 1721 122.4 1770 74.6
1673 119.4 1722 122.7 1771 72.0
1674 119.5 1723 122.8 1772 69.0
1675 119.5 1724 123.1 1773 65.6
1676 119.6 1725 123.1 1774 62.1
1677 119.6 1726 122.8 1775 58.5
1678 119.6 1727 122.3 1776 54.7
1679 119.4 1728 121.3 1777 50.9
1680 119.3 1729 119.9 1778 47.3
1681 119.0 1730 118.1 1779 43.8
1682 118.8 1731 115.9 1780 40.4
1683 118.7 1732 113.5 1781 37.4
1684 118.8 1733 111.1 1782 34.3
1685 119.0 1734 108.6 1783 31.3
1686 119.2 1735 106.2 1784 28.3
1687 119.6 1736 104.0 1785 25.2
1688 120.0 1737 101.1 1786 22.0
1689 120.3 1738 98.3 1787 18.9
1690 120.5 1739 95.7 1788 16.1
1691 120.7 1740 93.5 1789 13.4
1692 120.9 1741 91.5 1790 11.1
1693 121.0 1742 90.7 1791 8.9
1694 121.1 1743 90.4 1792 6.9
1695 121.2 1744 90.2 1793 4.9
1696 121.3 1745 90.2 1794 2.8
1697 121.4 1746 90.1 1795 0.0
1698 121.5 1747 90.0 1796 0.0
1699 121.5 1748 89.8 1797 0.0
1700 121.5 1749 89.6 1798 0.0
1701 121.4 1750 89.4 1799 0.0
1702 121.3 1751 89.2 1800 0.0
1703 121.1 1752 88.9
1704 120.9 1753 88.5
1705 120.6 1754 88.1
1706 120.4 1755 87.6
1707 120.2 1756 87.1
1708 120.1 1757 86.6
1709 119.9 1758 86.1
1710 119.8 1759 85.5
1711 119.8 1760 85.0
1712 119.9 1761 84.4
1713 120.0 1762 83.8
1714 120.2 1763 83.2
189
Annex B1

Figure A1/7
Figure A1/8
WLTC, Class 3a cycle, phase Medium3a
190
Annex B1
Figure A1/9
WLTC, Class 3b cycle, phase Medium3b
Figure A1/10
WLTC, Class 3a cycle, phase High3a
191
Annex B1
Figure A1/11
WLTC, Class 3b cycle, phase High3b
Figure A1/12
This figure is only applicable for Level 1A;
WLTC, Class 3 cycle, phase Extra High3
192
Annex B1
Table A1/7
Medium3)
0 0.0 47 19.5 94 12.0 141 11.7

1 0.0 48 18.4 95 9.1 142 16.4
2 0.0 49 17.8 96 5.8 143 18.9
3 0.0 50 17.8 97 3.6 144 19.9
4 0.0 51 17.4 98 2.2 145 20.8
5 0.0 52 15.7 99 0.0 146 22.8
6 0.0 53 13.1 100 0.0 147 25.4
7 0.0 54 12.1 101 0.0 148 27.7
8 0.0 55 12.0 102 0.0 149 29.2
9 0.0 56 12.0 103 0.0 150 29.8
10 0.0 57 12.0 104 0.0 151 29.4
11 0.0 58 12.3 105 0.0 152 27.2
12 0.2 59 12.6 106 0.0 153 22.6
13 1.7 60 14.7 107 0.0 154 17.3
14 5.4 61 15.3 108 0.0 155 13.3
15 9.9 62 15.9 109 0.0 156 12.0
16 13.1 63 16.2 110 0.0 157 12.6
17 16.9 64 17.1 111 0.0 158 14.1
18 21.7 65 17.8 112 0.0 159 17.2
19 26.0 66 18.1 113 0.0 160 20.1
20 27.5 67 18.4 114 0.0 161 23.4
21 28.1 68 20.3 115 0.0 162 25.5
22 28.3 69 23.2 116 0.0 163 27.6
23 28.8 70 26.5 117 0.0 164 29.5
24 29.1 71 29.8 118 0.0 165 31.1
25 30.8 72 32.6 119 0.0 166 32.1
26 31.9 73 34.4 120 0.0 167 33.2
27 34.1 74 35.5 121 0.0 168 35.2
28 36.6 75 36.4 122 0.0 169 37.2
29 39.1 76 37.4 123 0.0 170 38.0
30 41.3 77 38.5 124 0.0 171 37.4
31 42.5 78 39.3 125 0.0 172 35.1
32 43.3 79 39.5 126 0.0 173 31.0
33 43.9 80 39.0 127 0.0 174 27.1
34 44.4 81 38.5 128 0.0 175 25.3
35 44.5 82 37.3 129 0.0 176 25.1
36 44.2 83 37.0 130 0.0 177 25.9
37 42.7 84 36.7 131 0.0 178 27.8
38 39.9 85 35.9 132 0.0 179 29.2
39 37.0 86 35.3 133 0.0 180 29.6
40 34.6 87 34.6 134 0.0 181 29.5
41 32.3 88 34.2 135 0.0 182 29.2
42 29.0 89 31.9 136 0.0 183 28.3
43 25.1 90 27.3 137 0.0 184 26.1
44 22.2 91 22.0 138 0.2 185 23.6
45 20.9 92 17.0 139 1.9 186 21.0
46 20.4 93 14.2 140 6.1 187 18.9
193
Annex B1
188 17.1 237 49.2 286 37.4 335 15.0

189 15.7 238 48.4 287 40.7 336 14.5
190 14.5 239 46.9 288 44.0 337 14.3
191 13.7 240 44.3 289 47.3 338 14.5
192 12.9 241 41.5 290 49.2 339 15.4
193 12.5 242 39.5 291 49.8 340 17.8
194 12.2 243 37.0 292 49.2 341 21.1
195 12.0 244 34.6 293 48.1 342 24.1
196 12.0 245 32.3 294 47.3 343 25.0
197 12.0 246 29.0 295 46.8 344 25.3
198 12.0 247 25.1 296 46.7 345 25.5
199 12.5 248 22.2 297 46.8 346 26.4
200 13.0 249 20.9 298 47.1 347 26.6
201 14.0 250 20.4 299 47.3 348 27.1
202 15.0 251 19.5 300 47.3 349 27.7
203 16.5 252 18.4 301 47.1 350 28.1
204 19.0 253 17.8 302 46.6 351 28.2
205 21.2 254 17.8 303 45.8 352 28.1
206 23.8 255 17.4 304 44.8 353 28.0
207 26.9 256 15.7 305 43.3 354 27.9
208 29.6 257 14.5 306 41.8 355 27.9
209 32.0 258 15.4 307 40.8 356 28.1
210 35.2 259 17.9 308 40.3 357 28.2
211 37.5 260 20.6 309 40.1 358 28.0
212 39.2 261 23.2 310 39.7 359 26.9
213 40.5 262 25.7 311 39.2 360 25.0
214 41.6 263 28.7 312 38.5 361 23.2
215 43.1 264 32.5 313 37.4 362 21.9
216 45.0 265 36.1 314 36.0 363 21.1
217 47.1 266 39.0 315 34.4 364 20.7
218 49.0 267 40.8 316 33.0 365 20.7
219 50.6 268 42.9 317 31.7 366 20.8
220 51.8 269 44.4 318 30.0 367 21.2
221 52.7 270 45.9 319 28.0 368 22.1
222 53.1 271 46.0 320 26.1 369 23.5
223 53.5 272 45.6 321 25.6 370 24.3
224 53.8 273 45.3 322 24.9 371 24.5
225 54.2 274 43.7 323 24.9 372 23.8
226 54.8 275 40.8 324 24.3 373 21.3
227 55.3 276 38.0 325 23.9 374 17.7
228 55.8 277 34.4 326 23.9 375 14.4
229 56.2 278 30.9 327 23.6 376 11.9
230 56.5 279 25.5 328 23.3 377 10.2
231 56.5 280 21.4 329 20.5 378 8.9
232 56.2 281 20.2 330 17.5 379 8.0
233 54.9 282 22.9 331 16.9 380 7.2
234 52.9 283 26.6 332 16.7 381 6.1
235 51.0 284 30.2 333 15.9 382 4.9
236 49.8 285 34.1 334 15.6 383 3.7
194
Annex B1
384 2.3 433 31.3 482 0.0 531 0.0

385 0.9 434 31.1 483 0.0 532 0.0
386 0.0 435 30.6 484 0.0 533 0.2
387 0.0 436 29.2 485 0.0 534 1.2
388 0.0 437 26.7 486 0.0 535 3.2
389 0.0 438 23.0 487 0.0 536 5.2
390 0.0 439 18.2 488 0.0 537 8.2
391 0.0 440 12.9 489 0.0 538 13
392 0.5 441 7.7 490 0.0 539 18.8
393 2.1 442 3.8 491 0.0 540 23.1
394 4.8 443 1.3 492 0.0 541 24.5
395 8.3 444 0.2 493 0.0 542 24.5
396 12.3 445 0.0 494 0.0 543 24.3
397 16.6 446 0.0 495 0.0 544 23.6
398 20.9 447 0.0 496 0.0 545 22.3
399 24.2 448 0.0 497 0.0 546 20.1
400 25.6 449 0.0 498 0.0 547 18.5
401 25.6 450 0.0 499 0.0 548 17.2
402 24.9 451 0.0 500 0.0 549 16.3
403 23.3 452 0.0 501 0.0 550 15.4
404 21.6 453 0.0 502 0.0 551 14.7
405 20.2 454 0.0 503 0.0 552 14.3
406 18.7 455 0.0 504 0.0 553 13.7
407 17.0 456 0.0 505 0.0 554 13.3
408 15.3 457 0.0 506 0.0 555 13.1
409 14.2 458 0.0 507 0.0 556 13.1
410 13.9 459 0.0 508 0.0 557 13.3
411 14.0 460 0.0 509 0.0 558 13.8
412 14.2 461 0.0 510 0.0 559 14.5
413 14.5 462 0.0 511 0.0 560 16.5
414 14.9 463 0.0 512 0.5 561 17.0
415 15.9 464 0.0 513 2.5 562 17.0
416 17.4 465 0.0 514 6.6 563 17.0
417 18.7 466 0.0 515 11.8 564 15.4
418 19.1 467 0.0 516 16.8 565 10.1
419 18.8 468 0.0 517 20.5 566 4.8
420 17.6 469 0.0 518 21.9 567 0.0
421 16.6 470 0.0 519 21.9 568 0.0
422 16.2 471 0.0 520 21.3 569 0.0
423 16.4 472 0.0 521 20.3 570 0.0
424 17.2 473 0.0 522 19.2 571 0.0
425 19.1 474 0.0 523 17.8 572 0.0
426 22.6 475 0.0 524 15.5 573 0.0
427 27.4 476 0.0 525 11.9 574 0.0
428 31.6 477 0.0 526 7.6 575 0.0
429 33.4 478 0.0 527 4.0 576 0.0
430 33.5 479 0.0 528 2.0 577 0.0
431 32.8 480 0.0 529 1.0 578 0.0
432 31.9 481 0.0 530 0.0 579 0.0
195
Annex B1
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0
196
Annex B1
Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the start of phase
Medium3a)
590 0.0 637 53.0 684 18.9 731 41.9

591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 5.2 650 56.8 697 28.3 744 47.4
604 9.2 651 56.0 698 25.8 745 47.4
605 13.5 652 54.2 699 23.1 746 47.5
606 18.1 653 52.1 700 21.8 747 47.9
607 22.3 654 50.1 701 21.2 748 48.6
608 26.0 655 47.2 702 21.0 749 49.4
609 29.3 656 43.2 703 21.0 750 49.8
610 32.8 657 39.2 704 20.9 751 49.8
611 36.0 658 36.5 705 19.9 752 49.7
612 39.2 659 34.3 706 17.9 753 49.3
613 42.5 660 31.0 707 15.1 754 48.5
614 45.7 661 26.0 708 12.8 755 47.6
615 48.2 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.3 767 20.4
627 46.0 674 38.0 721 20.5 768 24.0
628 46.0 675 40.0 722 23.9 769 29.0
629 46.0 676 40.3 723 26.0 770 32.2
630 46.1 677 40.5 724 28.0 771 36.8
631 46.7 678 39.0 725 31.5 772 39.4
632 47.7 679 35.7 726 33.4 773 43.2
633 48.9 680 31.8 727 36.0 774 45.8
634 50.3 681 27.1 728 37.8 775 49.2
635 51.6 682 22.8 729 40.2 776 51.4
636 52.6 683 21.1 730 41.6 777 54.2
197
Annex B1
778 56.0 827 37.1 876 75.8 925 62.3

779 58.3 828 38.9 877 76.6 926 62.7
780 59.8 829 41.4 878 76.5 927 62.0
781 61.7 830 44.0 879 76.2 928 61.3
782 62.7 831 46.3 880 75.8 929 60.9
783 63.3 832 47.7 881 75.4 930 60.5
784 63.6 833 48.2 882 74.8 931 60.2
785 64.0 834 48.7 883 73.9 932 59.8
786 64.7 835 49.3 884 72.7 933 59.4
787 65.2 836 49.8 885 71.3 934 58.6
788 65.3 837 50.2 886 70.4 935 57.5
789 65.3 838 50.9 887 70.0 936 56.6
790 65.4 839 51.8 888 70.0 937 56.0
791 65.7 840 52.5 889 69.0 938 55.5
792 66.0 841 53.3 890 68.0 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 43.0 851 61.1 900 61.5 949 56.2
803 45.0 852 61.7 901 60.9 950 56.1
804 46.5 853 62.3 902 59.7 951 55.1
805 48.3 854 62.9 903 54.6 952 52.7
806 49.5 855 63.3 904 49.3 953 48.4
807 51.2 856 63.4 905 44.9 954 43.1
808 52.2 857 63.5 906 42.3 955 37.8
809 51.6 858 63.9 907 41.4 956 32.5
810 49.7 859 64.4 908 41.3 957 27.2
811 47.4 860 65.0 909 42.1 958 25.1
812 43.7 861 65.6 910 44.7 959 27.0
813 39.7 862 66.6 911 46.0 960 29.8
814 35.5 863 67.4 912 48.8 961 33.8
815 31.1 864 68.2 913 50.1 962 37.0
816 26.3 865 69.1 914 51.3 963 40.7
817 21.9 866 70.0 915 54.1 964 43.0
818 18.0 867 70.8 916 55.2 965 45.6
819 17.0 868 71.5 917 56.2 966 46.9
820 18.0 869 72.4 918 56.1 967 47.0
821 21.4 870 73.0 919 56.1 968 46.9
822 24.8 871 73.7 920 56.5 969 46.5
823 27.9 872 74.4 921 57.5 970 45.8
824 30.8 873 74.9 922 59.2 971 44.3
825 33.0 874 75.3 923 60.7 972 41.3
826 35.1 875 75.6 924 61.8 973 36.5
198
Annex B1
974 31.7
975 27.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0
199
Annex B1
Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the start of phase
Medium3b)
590 0.0 637 53.0 684 18.9 731 41.9

591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 4.8 650 56.8 697 28.3 744 47.4
604 9.1 651 56.0 698 25.8 745 47.4
605 14.2 652 54.2 699 23.1 746 47.5
606 19.8 653 52.1 700 21.8 747 47.9
607 25.5 654 50.1 701 21.2 748 48.6
608 30.5 655 47.2 702 21.0 749 49.4
609 34.8 656 43.2 703 21.0 750 49.8
610 38.8 657 39.2 704 20.9 751 49.8
611 42.9 658 36.5 705 19.9 752 49.7
612 46.4 659 34.3 706 17.9 753 49.3
613 48.3 660 31.0 707 15.1 754 48.5
614 48.7 661 26.0 708 12.8 755 47.6
615 48.5 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.0 767 19.1
627 46.0 674 38.0 721 18.5 768 22.4
628 46.0 675 40.0 722 20.6 769 25.6
629 46.0 676 40.3 723 22.5 770 30.1
630 46.1 677 40.5 724 24.0 771 35.3
631 46.7 678 39.0 725 26.6 772 39.9
632 47.7 679 35.7 726 29.9 773 44.5
633 48.9 680 31.8 727 34.8 774 47.5
634 50.3 681 27.1 728 37.8 775 50.9
635 51.6 682 22.8 729 40.2 776 54.1
636 52.6 683 21.1 730 41.6 777 56.3
200
Annex B1
778 58.1 827 37.1 876 72.7 925 64.1

779 59.8 828 38.9 877 71.3 926 62.7
780 61.1 829 41.4 878 70.4 927 62.0
781 62.1 830 44.0 879 70.0 928 61.3
782 62.8 831 46.3 880 70.0 929 60.9
783 63.3 832 47.7 881 69.0 930 60.5
784 63.6 833 48.2 882 68.0 931 60.2
785 64.0 834 48.7 883 68.0 932 59.8
786 64.7 835 49.3 884 68.0 933 59.4
787 65.2 836 49.8 885 68.1 934 58.6
788 65.3 837 50.2 886 68.4 935 57.5
789 65.3 838 50.9 887 68.6 936 56.6
790 65.4 839 51.8 888 68.7 937 56.0
791 65.7 840 52.5 889 68.5 938 55.5
792 66.0 841 53.3 890 68.1 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 42.1 851 61.1 900 61.5 949 56.2
803 44.7 852 61.7 901 60.9 950 56.1
804 48.4 853 62.3 902 59.7 951 55.1
805 51.4 854 62.9 903 54.6 952 52.7
806 52.7 855 63.3 904 49.3 953 48.4
807 53.0 856 63.4 905 44.9 954 43.1
808 52.5 857 63.5 906 42.3 955 37.8
809 51.3 858 64.5 907 41.4 956 32.5
810 49.7 859 65.8 908 41.3 957 27.2
811 47.4 860 66.8 909 42.1 958 25.1
812 43.7 861 67.4 910 44.7 959 26.0
813 39.7 862 68.8 911 48.4 960 29.3
814 35.5 863 71.1 912 51.4 961 34.6
815 31.1 864 72.3 913 52.7 962 40.4
816 26.3 865 72.8 914 54.0 963 45.3
817 21.9 866 73.4 915 57.0 964 49.0
818 18.0 867 74.6 916 58.1 965 51.1
819 17.0 868 76.0 917 59.2 966 52.1
820 18.0 869 76.6 918 59.0 967 52.2
821 21.4 870 76.5 919 59.1 968 52.1
822 24.8 871 76.2 920 59.5 969 51.7
823 27.9 872 75.8 921 60.5 970 50.9
824 30.8 873 75.4 922 62.3 971 49.2
825 33.0 874 74.8 923 63.9 972 45.9
826 35.1 875 73.9 924 65.1 973 40.6
201
Annex B1
974 35.3
975 30.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0
202
Annex B1
Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
1023 0.0 1070 29.0 1117 66.2 1164 52.6

1024 0.0 1071 32.0 1118 65.8 1165 54.5
1025 0.0 1072 34.8 1119 64.7 1166 56.6
1026 0.0 1073 37.7 1120 63.6 1167 58.3
1027 0.8 1074 40.8 1121 62.9 1168 60.0
1028 3.6 1075 43.2 1122 62.4 1169 61.5
1029 8.6 1076 46.0 1123 61.7 1170 63.1
1030 14.6 1077 48.0 1124 60.1 1171 64.3
1031 20.0 1078 50.7 1125 57.3 1172 65.7
1032 24.4 1079 52.0 1126 55.8 1173 67.1
1033 28.2 1080 54.5 1127 50.5 1174 68.3
1034 31.7 1081 55.9 1128 45.2 1175 69.7
1035 35.0 1082 57.4 1129 40.1 1176 70.6
1036 37.6 1083 58.1 1130 36.2 1177 71.6
1037 39.7 1084 58.4 1131 32.9 1178 72.6
1038 41.5 1085 58.8 1132 29.8 1179 73.5
1039 43.6 1086 58.8 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 61.7 1160 42.5 1207 89.3
1067 23.4 1114 62.0 1161 45.4 1208 89.8
1068 24.6 1115 64.6 1162 48.2 1209 90.2
1069 27.0 1116 66.0 1163 50.3 1210 90.6
203
Annex B1
1211 91.0 1260 95.7 1309 75.9 1358 68.2

1212 91.3 1261 95.5 1310 76.0 1359 66.1
1213 91.6 1262 95.3 1311 76.0 1360 63.8
1214 91.9 1263 95.2 1312 76.1 1361 61.6
1215 92.2 1264 95.0 1313 76.3 1362 60.2
1216 92.8 1265 94.9 1314 76.5 1363 59.8
1217 93.1 1266 94.7 1315 76.6 1364 60.4
1218 93.3 1267 94.5 1316 76.8 1365 61.8
1219 93.5 1268 94.4 1317 77.1 1366 62.6
1220 93.7 1269 94.4 1318 77.1 1367 62.7
1221 93.9 1270 94.3 1319 77.2 1368 61.9
1222 94.0 1271 94.3 1320 77.2 1369 60.0
1223 94.1 1272 94.1 1321 77.6 1370 58.4
1224 94.3 1273 93.9 1322 78.0 1371 57.8
1225 94.4 1274 93.4 1323 78.4 1372 57.8
1226 94.6 1275 92.8 1324 78.8 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 28.7
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 30.5
1238 96.3 1287 84.7 1336 80.0 1385 31.7
1239 96.4 1288 84.1 1337 79.9 1386 32.9
1240 96.6 1289 83.5 1338 79.8 1387 35.0
1241 96.8 1290 82.9 1339 79.8 1388 38.0
1242 97.0 1291 82.3 1340 79.8 1389 40.5
1243 97.2 1292 81.7 1341 79.9 1390 42.7
1244 97.3 1293 81.1 1342 80.0 1391 45.8
1245 97.4 1294 80.5 1343 80.4 1392 47.5
1246 97.4 1295 79.9 1344 80.8 1393 48.9
1247 97.4 1296 79.4 1345 81.2 1394 49.4
1248 97.4 1297 79.1 1346 81.5 1395 49.4
1249 97.3 1298 78.8 1347 81.6 1396 49.2
1250 97.3 1299 78.5 1348 81.6 1397 48.7
1251 97.3 1300 78.2 1349 81.4 1398 47.9
1252 97.3 1301 77.9 1350 80.7 1399 46.9
1253 97.2 1302 77.6 1351 79.6 1400 45.6
1254 97.1 1303 77.3 1352 78.2 1401 44.2
1255 97.0 1304 77.0 1353 76.8 1402 42.7
1256 96.9 1305 76.7 1354 75.3 1403 40.7
1257 96.7 1306 76.0 1355 73.8 1404 37.1
1258 96.4 1307 76.0 1356 72.1 1405 33.9
1259 96.1 1308 76.0 1357 70.2 1406 30.6
204
Annex B1
1407 28.6 1456 0.0

1408 27.3 1457 0.0
1409 27.2 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0
205
Annex B1
Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)
1023 0.0 1070 26.4 1117 69.7 1164 52.6

1024 0.0 1071 28.8 1118 69.3 1165 54.5
1025 0.0 1072 31.8 1119 68.1 1166 56.6
1026 0.0 1073 35.3 1120 66.9 1167 58.3
1027 0.8 1074 39.5 1121 66.2 1168 60.0
1028 3.6 1075 44.5 1122 65.7 1169 61.5
1029 8.6 1076 49.3 1123 64.9 1170 63.1
1030 14.6 1077 53.3 1124 63.2 1171 64.3
1031 20.0 1078 56.4 1125 60.3 1172 65.7
1032 24.4 1079 58.9 1126 55.8 1173 67.1
1033 28.2 1080 61.2 1127 50.5 1174 68.3
1034 31.7 1081 62.6 1128 45.2 1175 69.7
1035 35.0 1082 63.0 1129 40.1 1176 70.6
1036 37.6 1083 62.5 1130 36.2 1177 71.6
1037 39.7 1084 60.9 1131 32.9 1178 72.6
1038 41.5 1085 59.3 1132 29.8 1179 73.5
1039 43.6 1086 58.6 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 62.6 1160 42.5 1207 89.3
1067 23.4 1114 65.3 1161 45.4 1208 89.8
1068 24.6 1115 68.0 1162 48.2 1209 90.2
1069 25.2 1116 69.4 1163 50.3 1210 90.6
206
Annex B1
1211 91.0 1260 95.7 1309 75.9 1358 68.2

1212 91.3 1261 95.5 1310 75.9 1359 66.1
1213 91.6 1262 95.3 1311 75.8 1360 63.8
1214 91.9 1263 95.2 1312 75.7 1361 61.6
1215 92.2 1264 95.0 1313 75.5 1362 60.2
1216 92.8 1265 94.9 1314 75.2 1363 59.8
1217 93.1 1266 94.7 1315 75.0 1364 60.4
1218 93.3 1267 94.5 1316 74.7 1365 61.8
1219 93.5 1268 94.4 1317 74.1 1366 62.6
1220 93.7 1269 94.4 1318 73.7 1367 62.7
1221 93.9 1270 94.3 1319 73.3 1368 61.9
1222 94.0 1271 94.3 1320 73.5 1369 60.0
1223 94.1 1272 94.1 1321 74.0 1370 58.4
1224 94.3 1273 93.9 1322 74.9 1371 57.8
1225 94.4 1274 93.4 1323 76.1 1372 57.8
1226 94.6 1275 92.8 1324 77.7 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 27.3
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 32.9
1238 96.3 1287 84.7 1336 80.0 1385 35.6
1239 96.4 1288 84.1 1337 79.9 1386 36.7
1240 96.6 1289 83.5 1338 79.8 1387 37.6
1241 96.8 1290 82.9 1339 79.8 1388 39.4
1242 97.0 1291 82.3 1340 79.8 1389 42.5
1243 97.2 1292 81.7 1341 79.9 1390 46.5
1244 97.3 1293 81.1 1342 80.0 1391 50.2
1245 97.4 1294 80.5 1343 80.4 1392 52.8
1246 97.4 1295 79.9 1344 80.8 1393 54.3
1247 97.4 1296 79.4 1345 81.2 1394 54.9
1248 97.4 1297 79.1 1346 81.5 1395 54.9
1249 97.3 1298 78.8 1347 81.6 1396 54.7
1250 97.3 1299 78.5 1348 81.6 1397 54.1
1251 97.3 1300 78.2 1349 81.4 1398 53.2
1252 97.3 1301 77.9 1350 80.7 1399 52.1
1253 97.2 1302 77.6 1351 79.6 1400 50.7
1254 97.1 1303 77.3 1352 78.2 1401 49.1
1255 97.0 1304 77.0 1353 76.8 1402 47.4
1256 96.9 1305 76.7 1354 75.3 1403 45.2
1257 96.7 1306 76.0 1355 73.8 1404 41.8
1258 96.4 1307 76.0 1356 72.1 1405 36.5
1259 96.1 1308 76.0 1357 70.2 1406 31.2
207
Annex B1
1407 27.6 1456 0.0

1408 26.9 1457 0.0
1409 27.3 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0
208
Annex B1
Table A1/12
WLTC, Class 3 cycle, phase Extra High3 (Second 1477 is the start of this phase)
1478 0.0 1525 72.5 1572 120.7 1619 113.0

1479 2.2 1526 70.8 1573 121.8 1620 114.1
1480 4.4 1527 68.6 1574 122.6 1621 115.1
1481 6.3 1528 66.2 1575 123.2 1622 115.9
1482 7.9 1529 64.0 1576 123.6 1623 116.5
1483 9.2 1530 62.2 1577 123.7 1624 116.7
1484 10.4 1531 60.9 1578 123.6 1625 116.6
1485 11.5 1532 60.2 1579 123.3 1626 116.2
1486 12.9 1533 60.0 1580 123.0 1627 115.2
1487 14.7 1534 60.4 1581 122.5 1628 113.8
1488 17.0 1535 61.4 1582 122.1 1629 112.0
1489 19.8 1536 63.2 1583 121.5 1630 110.1
1490 23.1 1537 65.6 1584 120.8 1631 108.3
1491 26.7 1538 68.4 1585 120.0 1632 107.0
1492 30.5 1539 71.6 1586 119.1 1633 106.1
1493 34.1 1540 74.9 1587 118.1 1634 105.8
1494 37.5 1541 78.4 1588 117.1 1635 105.7
1495 40.6 1542 81.8 1589 116.2 1636 105.7
1496 43.3 1543 84.9 1590 115.5 1637 105.6
1497 45.7 1544 87.4 1591 114.9 1638 105.3
1498 47.7 1545 89.0 1592 114.5 1639 104.9
1499 49.3 1546 90.0 1593 114.1 1640 104.4
1500 50.5 1547 90.6 1594 113.9 1641 104.0
1501 51.3 1548 91.0 1595 113.7 1642 103.8
1502 52.1 1549 91.5 1596 113.3 1643 103.9
1503 52.7 1550 92.0 1597 112.9 1644 104.4
1504 53.4 1551 92.7 1598 112.2 1645 105.1
1505 54.0 1552 93.4 1599 111.4 1646 106.1
1506 54.5 1553 94.2 1600 110.5 1647 107.2
1507 55.0 1554 94.9 1601 109.5 1648 108.5
1508 55.6 1555 95.7 1602 108.5 1649 109.9
1509 56.3 1556 96.6 1603 107.7 1650 111.3
1510 57.2 1557 97.7 1604 107.1 1651 112.7
1511 58.5 1558 98.9 1605 106.6 1652 113.9
1512 60.2 1559 100.4 1606 106.4 1653 115.0
1513 62.3 1560 102.0 1607 106.2 1654 116.0
1514 64.7 1561 103.6 1608 106.2 1655 116.8
1515 67.1 1562 105.2 1609 106.2 1656 117.6
1516 69.2 1563 106.8 1610 106.4 1657 118.4
1517 70.7 1564 108.5 1611 106.5 1658 119.2
1518 71.9 1565 110.2 1612 106.8 1659 120.0
1519 72.7 1566 111.9 1613 107.2 1660 120.8
1520 73.4 1567 113.7 1614 107.8 1661 121.6
1521 73.8 1568 115.3 1615 108.5 1662 122.3
1522 74.1 1569 116.8 1616 109.4 1663 123.1
1523 74.0 1570 118.2 1617 110.5 1664 123.8
1524 73.6 1571 119.5 1618 111.7 1665 124.4
209
Annex B1
1666 125.0 1715 127.7 1764 82.0

1667 125.4 1716 128.1 1765 81.3
1668 125.8 1717 128.5 1766 80.4
1669 126.1 1718 129.0 1767 79.1
1670 126.4 1719 129.5 1768 77.4
1671 126.6 1720 130.1 1769 75.1
1672 126.7 1721 130.6 1770 72.3
1673 126.8 1722 131.0 1771 69.1
1674 126.9 1723 131.2 1772 65.9
1675 126.9 1724 131.3 1773 62.7
1676 126.9 1725 131.2 1774 59.7
1677 126.8 1726 130.7 1775 57.0
1678 126.6 1727 129.8 1776 54.6
1679 126.3 1728 128.4 1777 52.2
1680 126.0 1729 126.5 1778 49.7
1681 125.7 1730 124.1 1779 46.8
1682 125.6 1731 121.6 1780 43.5
1683 125.6 1732 119.0 1781 39.9
1684 125.8 1733 116.5 1782 36.4
1685 126.2 1734 114.1 1783 33.2
1686 126.6 1735 111.8 1784 30.5
1687 127.0 1736 109.5 1785 28.3
1688 127.4 1737 107.1 1786 26.3
1689 127.6 1738 104.8 1787 24.4
1690 127.8 1739 102.5 1788 22.5
1691 127.9 1740 100.4 1789 20.5
1692 128.0 1741 98.6 1790 18.2
1693 128.1 1742 97.2 1791 15.5
1694 128.2 1743 95.9 1792 12.3
1695 128.3 1744 94.8 1793 8.7
1696 128.4 1745 93.8 1794 5.2
1697 128.5 1746 92.8 1795 0.0
1698 128.6 1747 91.8 1796 0.0
1699 128.6 1748 91.0 1797 0.0
1700 128.5 1749 90.2 1798 0.0
1701 128.3 1750 89.6 1799 0.0
1702 128.1 1751 89.1 1800 0.0
1703 127.9 1752 88.6
1704 127.6 1753 88.1
1705 127.4 1754 87.6
1706 127.2 1755 87.1
1707 127.0 1756 86.6
1708 126.9 1757 86.1
1709 126.8 1758 85.5
1710 126.7 1759 85.0
1711 126.8 1760 84.4
1712 126.9 1761 83.8
1713 127.1 1762 83.2
1714 127.4 1763 82.6
210
Annex B1
7. Cycle identification
In order to confirm if the correct cycle version was chosen or if the correct
cycle was implemented into the test bench operation system, checksums of the
vehicle speed values for cycle phases and the whole cycle are listed in Table
A1/13.
Table A1/13
Checksums for the Extra High phase in this table are only applicable for Level 1A;
1Hz checksums
Checksum of 1 Hz target vehicle

Cycle class Cycle phase
speeds
Low 11988.4
Medium 17162.8
Class 1
Low 11988.4
Total 41139.6
Low 11162.2
Medium 17054.3
Class 2 High 24450.6
Extra High 28869.8
Total 81536.9
Low 11140.3
Medium 16995.7
Class 3a High 25646.0
Extra High 29714.9
Total 83496.9
Low 11140.3
Medium 17121.2
Class 3b High 25782.2
Extra High 29714.9
Total 83758.6
8. Cycle modification
This paragraph shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-
FCHVs.
8.1. General remarks
Driveability problems may occur for vehicles with power to mass ratios close
to the borderlines between Class 1 and Class 2, Class 2 and Class 3 vehicles,
or very low powered vehicles in Class 1.
Since these problems are related mainly to cycle phases with a combination of
high vehicle speed and high accelerations rather than to the maximum speed of
the cycle, the downscaling procedure shall be applied to improve driveability.
8.2. This paragraph describes the method to modify the cycle profile using the
downscaling procedure. The modified vehicle speed values calculated
211
Annex B1
according to paragraphs 8.2.1 to 8.2.3 shall be rounded according to

paragraph 6.1.8. of this Regulation to 1 place of decimal in a final step.
8.2.1. Downscaling procedure for Class 1 cycles
Figure A1/14 shows an example of a downscaled medium speed phase of the
Class 1 WLTC.
Figure A1/14
Downscaled medium speed phase of the Class 1 WLTC
70
60
50
vehicle speed in km/h
40
30
Downscaling example, DSC_factor = 0.25

20
WLTC class 1, phase Medium1
10 v_downscaled
0
590 650 710 770 830 890 950 1010
time in s
For the Class 1 cycle, the downscaling period is the time period between
second 651 and second 906. Within this time period, the acceleration for the
original cycle shall be calculated using the following equation:
vi+1 −vi
a origi =
3.6
where:
vi is the vehicle speed, km/h;
i is the time between second 651 and second 906.
The downscaling shall be applied first in the time period between second 651
and second 848. The downscaled speed trace shall be subsequently calculated
using the following equation:
vdsci+1 = vdsci + a origi × (1 − fdsc ) × 3.6
with i = 651 to 847.
For i = 651, vdsci = vorigi .
In order to meet the original vehicle speed at second 907, a correction factor
for the deceleration shall be calculated using the following equation:
vdsc_848 − 36.7
fcorr_dec =
vorig_848− − 36.7
where 36.7 km/h is the original vehicle speed at second 907.
The downscaled vehicle speed between second 849 and second 906 shall be
subsequently calculated using the following equation:
212
Annex B1
vdsci = vdsci−1 + a origi−1 × fcorr_dec × 3.6

For i = 849 to 906.
This paragraph is only applicable for Level 1A;
Since the driveability problems are exclusively related to the extra high speed
phases of the Class 2 and Class 3 cycles, the downscaling is related to those
time periods of the extra high speed phases where driveability problems are
expected to occur (see Figures A1/15 and A1/16).
Figure A1/15
Downscaled extra high speed phase of the Class 2 WLTC
140
120
100
80
60
40 WLTC, class 2, phase Extra High2
v_downscaled
20
0
1440 1500 1560 1620 1680 1740 1800
time in s
vi+1 −vi
a origi =
3.6
where:
The downscaling shall be applied first to the time period between second 1520
and second 1725. Second 1725 is the time when the maximum speed of the
extra high speed phase is reached. The downscaled speed trace shall be
for i = 1520 to 1724.
vdsc_1725 − 90.4
fcorr_dec =
vorig_1725 − 90.4
90.4 km/h is the original vehicle speed at second 1743.
213
Annex B1
calculated using the following equation:
for i = 1726 to 1742.
Figure A1/16 shows an example for a downscaled extra high speed phase of
the Class 3 WLTC.
Figure A1/16
Downscaled extra high speed phase of the Class 3 WLTC
140
120
100
80
60
WLTC class 3, phase Extra High3
40 v_downscaled
20
0
1440 1500 1560 1620 1680 1740 1800
time in s
vi+1 − vi
a origi =
3.6
where:
The downscaling shall be applied first in the time period between second 1533
and second 1724. Second 1724 is the time when the maximum speed of the
extra high speed phase is reached. The downscaled speed trace shall be
For i = 1533 to 1723.
vdsc_1724 − 82.6
fcorr_dec =
vorig_1724 − 82.6
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Annex B1
82.6 km/h is the original vehicle speed at second 1763.

For i = 1725 to 1762.
8.3. Determination of the downscaling factor (as applicable)
The downscaling factor fdsc is a function of the ratio rmax between the
maximum required power of the cycle phases where the downscaling is to be
applied and the rated power of the vehicle, Prated .
The maximum required power Preq,max,i (in kW) is related to a specific time i
and the corresponding vehicle speed vi in the cycle trace and is calculated using
the following equation:
((f0 × vi ) + (f1 × vi2 ) + (f2 × vi3 ) + (1.03 × TM × vi × a i ))

Preq,max,i =
3600
where:
f0 , f1 , f2 are the applicable road load coefficients, N, N/(km/h), and
N/(km/h)² respectively;
TM is the applicable test mass, kg;
vi is the speed at time i, km/h;
ai is the acceleration at time i, m/s².
The cycle time i at which maximum power or power values close to maximum
power is required is second 764 for the Class 1 cycle, second 1574 for the
Class 2 cycle and second 1566 for the Class 3 cycle.
The corresponding vehicle speed values, vi , and acceleration values, a i , are as
follows:
vi = 61.4 km/h, a i = 0.22 m/s² for Class 1,
vi = 109.9 km/h, a i = 0.36 m/s² for Class 2,
vi = 111.9 km/h, a i = 0.50 m/s² for Class 3.
rmax shall be calculated using the following equation:
Preq,max,i
rmax =
Prated
The downscaling factor, fdsc , shall be calculated using the following equations:
if rmax < r0 , then fdsc = 0
and no downscaling shall be applied.
If rmax ≥ r0 , then fdsc = a1 × rmax + b1 .
The calculation parameter/coefficients, r0 , a1 and b1 , are as follows:
Class 1 r0 = 0.978, a1 = 0.680, b1 = −0.665
Class 2 r0 = 0.866, a1 = 0.606, b1 = −0.525.
Class 3 r0 = 0.867, a1 = 0.588 b1 = −0.510.
The resulting fdsc shall be rounded according to paragraph 6.1.8. of this
Regulation to 3 places of decimal and shall be applied only if it exceeds 0.010.
The following data shall be recorded:
(a) fdsc;
215
Annex B1
(b) vmax;
(c) dcycle (distance driven), m.
The distance shall be calculated using the following equation:
(vi +vi−1 )
dcycle = ∑( × (t i − t i−1 )), for
2×3.6
i = tstart + 1 to tend
tstart is the time at which the applicable test cycle starts (see paragraph 3 of this
annex), s;
tend is the time at which the applicable test cycle ends (see paragraph 3 of this
annex), s.
8.4. Additional requirements (as applicable)
For different vehicle configurations in terms of test mass and driving resistance
coefficients, downscaling shall be applied individually.
If, after application of downscaling, the vehicle’s maximum speed is lower
than the maximum speed of the cycle, the process described in paragraph 9. of
this annex shall be applied with the applicable cycle.
If the vehicle cannot follow the speed trace of the applicable cycle within the
tolerance at speeds lower than its maximum speed, it shall be driven with the
accelerator control fully activated during these periods. During such periods of
operation, speed trace violations shall be permitted.
9. Cycle modifications for vehicles with a maximum speed lower than the
maximum speed of the cycle specified in the previous paragraphs of this annex
9.1. General remarks
This paragraph applies to vehicles that are technically able to follow the speed
trace of the applicable cycle specified in paragraph 1. of this annex (base cycle)
at speeds lower than its maximum speed, but whose maximum speed is limited
to a value lower than the maximum speed of the base cycle for other reasons.
For the purposes of this paragraph, the applicable cycle specified in
paragraph 1. shall be referred to as the "base cycle" and is used to determine
the capped speed cycle.
In the cases where downscaling according to paragraph 8.2. of this annex is
applied, the downscaled cycle shall be used as the base cycle.
The maximum speed of the base cycle shall be referred to as v max,cycle.
The maximum speed of the vehicle shall be referred to as its capped speed vcap.
If vcap is applied to a Class 3b vehicle, the Class 3b cycle as defined in
paragraph 3.3.2. of this annex shall be used as the base cycle. This shall apply
even if vcap is lower than 120 km/h.
In the cases where vcap is applied, the base cycle shall be modified as described
in paragraph 9.2. of this annex in order to achieve the same cycle distance for
the capped speed cycle as for the base cycle.
9.2. Calculation steps
9.2.1. Determination of the distance difference per cycle phase
An interim capped speed cycle shall be derived by replacing all vehicle speed
samples vi where vi > vcap by vcap.
9.2.1.1. If vcap < vmax,medium, the distance of the medium speed phases of the base cycle
dbase,medium and the interim capped speed cycle dcap,medium shall be calculated
using the following equation for both cycles:
(vi +vi−1 )
dmedium = ∑( × (t i − t i−1 )), for i = 590 to 1022
2×3.6
216
Annex B1
where:
vmax,medium is the maximum vehicle speed of the medium speed phase as listed
in Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in
Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle.
9.2.1.2. If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high
and the interim capped speed cycle dcap,high shall be calculated using the
following equation for both cycles:
(vi +vi−1 )
dhigh = ∑( × (t i − t i−1 )), for i = 1023 to 1477
2×3.6
vmax,high is the maximum vehicle speed of the high speed phase as listed in Table
A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table
A1/11 for the Class 3b cycle.
9.2.1.3. This paragraph is only applicable for Level 1A;
The distances of the extra high speed phase of the base cycle dbase,exhigh and the
interim capped speed cycle dcap,exhigh shall be calculated applying the following
equation to the extra high speed phase of both cycles:
(vi +vi−1 )
dexhigh = ∑( × (t i − t i−1 )), for i = 1478 to 1800
2×3.6
9.2.2. Determination of the time periods to be added to the interim capped speed cycle
in order to compensate for distance differences
In order to compensate for a difference in distance between the base cycle and
the interim capped speed cycle, corresponding time periods with vi = vcap shall
be added to the interim capped speed cycle as described in paragraphs 9.2.2.1.
to 9.2.2.3. inclusive of this annex.
9.2.2.1. Additional time period for the medium speed phase
If vcap < vmax,medium, the additional time period to be added to the medium speed
phase of the interim capped speed cycle shall be calculated using the following
equation:
(dbase,medium −dcap,medium )
Δtmedium = × 3.6
Vcap
The number of time samples nadd,medium with vi = vcap to be added to the medium
speed phase of the interim capped speed cycle equals Δtmedium, rounded
according to paragraph 6.1.8. of this Regulation to the nearest integer.
9.2.2.2. Additional time period for the high speed phase
If vcap < vmax,high, the additional time period to be added to the high speed phases
of the interim capped speed cycle shall be calculated using the following
equation:
(dbase,high −dcap,high )
Δthigh = × 3.6
Vcap
The number of time samples nadd,high with vi = vcap to be added to the high speed
phase of the interim capped speed cycle equals Δthigh, rounded according to
paragraph 6.1.8. of this Regulation to the nearest integer.
9.2.2.3. This paragraph is only applicable for Level 1A;
The additional time period to be added to the extra high speed phase of the
interim capped speed cycle shall be calculated using the following equation:
(dbase,exhigh −dcap,exhigh )
Δtexhigh = × 3.6
Vcap
The number of time samples nadd,exhigh with vi = vcap to be added to the extra
high speed phase of the interim capped speed cycle equals Δtexhigh, rounded
according to paragraph 6.1.8. of this Regulation to the nearest integer.
217
Annex B1
9.2.3. Construction of the final capped speed cycle

9.2.3.1. Class 1 cycle
The first part of the final capped speed cycle consists of the vehicle speed trace
of the interim capped speed cycle up to the last sample in the medium speed
phase where v = vcap. The time of this sample is referred to as tmedium.
Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).
The remaining part of the medium speed phase of the interim capped speed
cycle, which is identical with the same part of the base cycle, shall then be
added, so that the time of the last sample is (1022 + nadd,medium).
9.2.3.2. Class 2 and Class 3 cycles
9.2.3.2.1. vcap < vmax,medium
of the interim capped speed cycle up to the last sample in the medium speed
phase where v = vcap. The time of this sample is referred to as tmedium.
Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).
The remaining part of the medium speed phase of the interim capped speed
added, so that the time of the last sample is (1022 + n add,medium).
In a next step, the first part of the high speed phase of the interim capped speed
cycle up to the last sample in the high speed phase where v = v cap shall be
added. The time of this sample in the interim capped speed is referred to as
thigh, so that the time of this sample in the final capped speed cycle is
(thigh + nadd,medium).
Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample becomes (thigh + nadd,medium + nadd,high).
The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so
that the time of the last sample is (1477 + n add,medium + nadd,high).
In a next step, the first part of the extra high speed phase (if applicable) of the
interim capped speed cycle up to the last sample in the extra high speed phase
where v = vcap shall be added. The time of this sample in the interim capped
speed is referred to as texhigh, so that the time of this sample in the final capped
speed cycle is (texhigh + nadd,medium + nadd,high).
Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last
sample is (texhigh + nadd,medium + nadd,high + nadd,exhigh).
The remaining part of the extra high speed phase (if applicable) of the interim
capped speed cycle, which is identical with the same part of the base cycle,
shall then be added, so that the time of the last sample is (1800 + n add,medium +
nadd,high+ nadd,exhigh).
The length of the final capped speed cycle is equivalent to the length of the
base cycle except for differences caused by the rounding process according to
paragraph 6.1.8. of this Regulation for nadd,medium, nadd,high and nadd,exhigh.
9.2.3.2.2. vmax, medium ≤ vcap < vmax, high
of the interim capped speed cycle up to the last sample in the high speed phase
where v = vcap. The time of this sample is referred to as thigh.
Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample is (thigh + nadd,high).
218
Annex B1
The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so
that the time of the last sample is (1477 + n add,high).
In a next step, the first part of the extra high speed phase (if applicable) of the
interim capped speed cycle up to the last sample in the extra high speed phase
where v = vcap shall be added. The time of this sample in the interim capped
speed is referred to as texhigh, so that the time of this sample in the final capped
speed cycle is (texhigh + nadd,high).
Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last
sample is (texhigh + nadd,high + nadd,exhigh).
The remaining part of the extra high speed phase (if applicable) of the interim
capped speed cycle, which is identical with the same part of the base cycle,
shall then be added, so that the time of the last sample is (1800 + nadd,high+
nadd,exhigh).
paragraph 6.1.8. of this Regulation for nadd,high and nadd,exhigh.
9.2.3.2.3. This paragraph is only applicable for Level 1A;
vmax, high ≤ vcap < vmax, exhigh
of the interim capped speed cycle up to the last sample in the extra high speed
phase where v = vcap. The time of this sample is referred to as texhigh.
Then, nadd,exhigh samples with vi = vcap shall be added, so that the time of the last
sample is (texhigh + nadd,exhigh).
The remaining part of the extra high speed phase of the interim capped speed
added, so that the time of the last sample is (1800 + n add,exhigh).
paragraph 6.1.8. of this Regulation for nadd,exhigh.
10. Allocation of cycles to vehicles
10.1. A vehicle of a certain class shall be tested on the cycle of the same class, i.e.
Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle,
Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b
cycle. However, at the request of the manufacturer and with approval of the
responsible authority, a vehicle may be tested on a numerically higher cycle
class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this case the
differences between Classes 3a and 3b shall be respected and the cycle may be
downscaled according to paragraphs 8. to 8.4. inclusive of this annex.
219
Annex B2
Annex B2
Gear selection and shift point determination for vehicles

equipped with manual transmissions
1. General approach
1.1. The shifting procedures described in this annex shall apply to vehicles
equipped with manual shift transmissions.
1.2. The prescribed gears and shifting points are based on the balance between the
power required to overcome driving resistance and acceleration, and the power
provided by the engine in all possible gears at a specific cycle phase.
1.3. The calculation to determine the gears to use shall be based on engine speeds
and full load power curves versus engine speed.
1.4. For vehicles equipped with a dual-range transmission (low and high), only the
range designed for normal on-road operation shall be considered for gear use
determination.
1.5. The prescriptions for clutch operation shall not be applied if the clutch is
operated automatically without the need of an engagement or disengagement
of the driver.
1.6. This annex shall not apply to vehicles tested according to Annex B8.
2. Required data and precalculations
The following data are required and calculations shall be performed in order to
determine the gears to be used when driving the cycle on a chassis
dynamometer:
(a) Prated , the maximum rated engine power as declared by the
manufacturer, kW;
(b) nrated, the rated engine speed declared by the manufacturer as the engine
speed at which the engine develops its maximum power, min -1;
(c) nidle , idling speed, min-1.
nidle shall be measured over a period of at least 1 minute at a sampling
rate of at least 1 Hz with the engine running in warm condition, the gear
lever placed in neutral, and the clutch engaged. The conditions for
temperature, peripheral and auxiliary devices, etc. shall be the same as
described in Annex B6 for the Type 1 test.
The value to be used in this annex shall be the arithmetic average over
the measuring period and rounded according to paragraph 6.1.8. of this
Regulation to the nearest 10 min-1;
(d) ng, the number of forward gears.
The forward gears in the transmission range designed for normal on-
road operation shall be numbered in descending order of the ratio
between engine speed in min-1 and vehicle speed in km/h. Gear 1 is the
gear with the highest ratio, gear ng is the gear with the lowest ratio. ng
determines the number of forward gears;
(e) (n/v)i, the ratio obtained by dividing the engine speed n by the vehicle
speed v for each gear i, for i = 1 to ng, min -1/(km/h). (n/v)i shall be
calculated according to the equations in paragraph 8. of Annex B7;
(f) f0 , f1 , f2 , road load coefficients selected for testing, N, N/(km/h), and
N/(km/h)² respectively;
220
Annex B2
(g) nmax
nmax1 = n95_high, the maximum engine speed where 95 per cent of rated
power is reached, min – 1;
If n95_high cannot be determined because the engine speed is limited to a
lower value nlim for all gears and the corresponding full load power is
higher than 95 per cent of rated power, n95_high shall be set to nlim.
nmax2 = (n/v)( ngvmax) × vmax,cycle
nmax3 = (n/v)( ngvmax) × vmax,vehicle
where:
vmax,cycle is the maximum speed of the vehicle speed trace
according to Annex B1, km/h;
vmax,vehicle is the maximum speed of the vehicle according to
paragraph 2.(i) of this annex, km/h;
(n/v)(ngvmax) is the ratio obtained by dividing engine speed n by the
vehicle speed v for the gear ngvmax, min-1/(km/h );
ngvmax is defined in paragraph 2.(i) of this annex;
nmax is the maximum of nmax1, nmax2 and nmax3, min-1.
(h) Pwot(n), the full load power curve over the engine speed range
The power curve shall consist of a sufficient number of data sets (n,
Pwot) so that the calculation of interim points between consecutive data
sets can be performed by linear interpolation. Deviation of the linear
interpolation from the full load power curve according to UN
Regulation No. 85 shall not exceed 2 per cent. The first data set shall be
at nmin_drive_set (see (k)(3) below) or lower. The last data set shall be at
nmax or higher engine speed. Data sets need not be spaced equally but
all data sets shall be reported.
The data sets and the values Prated and nrated shall be taken from the power
curve as declared by the manufacturer.
The full load power at engine speeds not covered by UN Regulation
No. 85 shall be determined according to the method described in UN
Regulation No. 85;
(i) Determination of ngvmax and vmax
ngvmax, the gear in which the maximum vehicle speed is reached and
shall be determined as follows:
If vmax(ng) ≥ vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:
ngvmax = ng and vmax = vmax(ng).
If vmax(ng) < vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:
ngvmax = ng-1 and vmax = vmax(ng-1),
otherwise, ngvmax = ng -2 and vmax = vmax(ng-2)
where:
vmax(ng) is the vehicle speed at which the required road load power
equals the available power Pwot in gear ng (see
Figure A2/1a).
vmax(ng-1) is the vehicle speed at which the required road load power
equals the available power Pwot in the next lower gear
(gear ng-1). See Figure A2/1b.
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Annex B2
vmax(ng-2) is the vehicle speed at which the required road load power
equals the available power Pwot in the gear ng-2.
Vehicle speed values rounded according to paragraph 6.1.8. of this
Regulation to one place of decimal shall be used for the determination
of vmax and ngvmax.
The required road load power, kW, shall be calculated using the
following equation:
(f0 × v) + (f1 × v 2 ) + (f2 × v³)
Prequired =
3600
where:
v is the vehicle speed specified above, km/h.
The available power at vehicle speed vmax in gear ng, gear ng - 1 or gear
ng-2 shall be determined from the full load power curve, P wot(n), by
using the following equations:
nng = (n/v)ng × vmax(ng);
nng-1 = (n/v)ng-1 × vmax(ng-1);
nng-2 = (n/v)ng-2 × vmax(ng-2),
and by reducing the power values of the full load power curve by
10 per cent.
The method described above shall be extended to even lower gears, i.e.
ng- 3, ng-4, etc. if necessary.
If, for the purpose of limiting maximum vehicle speed, the maximum
engine speed is limited to nlim which is lower than the engine speed
corresponding to the intersection of the road load power curve and the
available power curve, then:
ngvmax = ng and vmax = nlim / (n/v)(ng).
Figure A2/1a
An example where ngvmax is the highest gear
100
ngvmax = 6
90
80
70
60
P in kW
50
40
30
Pres vmax(gear 6)
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3 vmax(gear 5)
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
222
Annex B2
Figure A2/1b
An example where ngvmax is the 2nd highest gear
100
ngvmax = 5
90
80
70
60
Pwot in kW
50
vmax(gear 5)
40
vmax(gear 6)
30
Pres
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
(j) Exclusion of a crawler gear

Gear 1 may be excluded at the request of the manufacturer if all of the
following conditions are fulfilled:
(1) The vehicle family is homologated to tow a trailer;
(2) (n/v)1 × (vmax / n95_high) > 6.74;
(3) (n/v)2 × (vmax / n95_high) > 3.85;
(4) The vehicle, having a mass mt as defined in the equation below,
is able to pull away from standstill within 4 seconds, on an uphill
gradient of at least 12 per cent, on five separate occasions within
a period of 5 minutes.
mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0.28
(factor 0.28 in the above equation shall be used for category 2
vehicles with a gross vehicle mass up to 3.5 tons and shall be
replaced by factor 0.15 in the case of category 1 vehicles),
where:
vmax is the maximum vehicle speed as specified in paragraph 2. (i) of
this annex. Only the vmax value resulting from the intersection of
the required road load power curve and the available power
curve of the relevant gear shall be used for the conditions in (2)
and (3) above. A vmax value resulting from a limitation of the
engine speed which prevents this intersection of curves shall not
be used;
(n/v)(ngvmax) is the ratio obtained by dividing the engine speed n by the
vehicle speed v for gear ngvmax, min-1/(km/h);
mr0 is the mass in running order, kg;
MC is the technically permissible maximum laden mass of the
combination (see paragraph 3.2.27. of this Regulation), kg.
In this case, gear 1 shall not be used when driving the cycle on a chassis
dynamometer and the gears shall be renumbered starting with the
second gear as gear 1.
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Annex B2
(k) Definition of nmin_drive

nmin_drive is the minimum engine speed when the vehicle is in motion,
min-1;
(1) For ngear = 1, nmin_drive = nidle,
(2) For ngear = 2,
(i) for transitions from first to second gear:
nmin_drive = 1.15 ×nidle,
(ii) for decelerations to standstill:
nmin_drive = nidle,
(iii) for all other driving conditions:
nmin_drive = 0.9 × nidle.
(3) For ngear > 2, nmin_drive shall be determined by:
nmin_drive = nidle + 0.125 × (nrated -nidle).
This value shall be referred to as nmin_drive_set.
nmin_drive_set shall be rounded according to paragraph 6.1.8. of this
Regulation to the nearest integer.
Values higher than nmin_drive_set may be used for ngear > 2 if requested by
the manufacturer. In this case, the manufacturer may specify one value
for acceleration/constant speed phases (nmin_drive_up) and a different
value for deceleration phases (nmin_drive_down).
Samples which have acceleration values ≥ -0.1389 m/s² shall belong to
the acceleration/constant speed phases. This phase specification shall
only be used for the determination of the initial gear according to
paragraph 3.5. of this annex and shall not be applied to the requirements
specified in paragraph 4. of this annex.
In addition, for an initial period of time (t start_phase), the manufacturer
may specify higher values (nmin_drive_start or nmin_drive_up_start and
nmin_drive_down_start) for the values n min_drive or nmin_drive_up and nmin_drive_down
for ngear > 2 than specified above.
The initial time period shall be specified by the manufacturer but shall
not exceed the low speed phase of the cycle and shall end in a stop phase
so that there is no change of nmin_drive within a short trip.
All individually chosen nmin_drive values shall be equal to or higher than
nmin_drive_set but shall not exceed (2 × nmin_drive_set).
All individually chosen nmin_drive values and tstart_phase shall be recorded.
Only nmin_drive_set shall be used as the lower limit for the full load power
curve according to paragraph 2(h) above.
(l) TM, test mass of the vehicle, kg.
3. Calculations of required power, engine speeds, available power, and possible
gear to be used
3.1. Calculation of required power
For each second j of the cycle trace, the power required to overcome driving
resistance and to accelerate shall be calculated using the following equation:
(f0 × vj ) + (f1 × vj2 ) + (f2 × vj3 ) (kr × a j × vj × TM)
Prequired,j = ( )+
3600 3600
where:
224
Annex B2
Prequired,j is the required power at second j, kW;

aj is the vehicle acceleration at second j, m/s², and is calculated as
follows:
(vj+1 −vj )
aj = ;
3.6×(tj+1 −tj )
j = tstart to tend – 1,
tstart is the time at which the applicable test cycle starts (see
paragraph 3 of Annex B1 of this Regulation), s;
tend is the time at which the applicable test cycle ends (see
paragraph 3 of Annex B1 of this Regulation), s;
The acceleration value at second tend (second 1611 for class 1 cycle and
second 1800 for class 2 and 3 cycles) may be set to 0 in order to avoid empty
cells.
kr is a factor taking the inertial resistances of the drivetrain during
acceleration into account and is set to 1.03.
3.2. Determination of engine speeds
For any vj < 1.0 km/h, it shall be assumed that the vehicle is standing still
and the engine speed shall be set to nidle .The gear lever shall be placed in
neutral with the clutch engaged except 1 second before beginning an
acceleration from standstill where first gear shall be selected with the clutch
disengaged.
For each vj ≥ 1.0 km/h of the cycle trace and each gear i, i = 1 to ng the
engine speed, ni,j , shall be calculated using the following equation:
ni,j = (n/v)i × vj
The calculation shall be performed with floating point numbers; the results
shall not be rounded.
3.3. Selection of possible gears with respect to engine speed
The following gears may be selected for driving the speed trace at vj:
(a) All gears i < ngvmax where nmin_drive ≤ ni,j ≤ nmax1;
(b) All gears i ≥ ngvmax where nmin_drive ≤ ni,j ≤ nmax2;
(c) Gear 1, if n1,j < nmin_drive.
If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged.
If aj ≥ 0 and ni,j < max(1.15 × nidle ; min. engine speed of the Pwot(n) curve), ni,j
shall be set to the maximum of (1.15 × n idle) or the min. engine speed of the
Pwot(n) curve, and the clutch shall be set to “undefined”.
“Undefined” covers any status of the clutch between disengaged and engaged,
depending on the individual engine and transmission design. In such a case,
the real engine speed may deviate from the calculated engine speed.
With regard to the definition of nmin_drive in paragraph 2 (k) the requirements
(a) to (c) specified above can be expressed as follows for deceleration phases:
During a deceleration phase, gears with ngear > 2 shall be used as long as the
engine speed does not drop below nmin_drive.
Gear 2 shall be used during a deceleration phase within a short trip of the cycle
(not at the end of a short trip) as long as the engine speed does not drop below
(0.9 × nidle).
If the engine speed drops below nidle, the clutch shall be disengaged.
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Annex B2
If the deceleration phase is the last part of a short trip shortly before a stop
phase, the second gear shall be used as long as the engine speed does not drop
below nidle. This requirement shall be applied to the whole deceleration phase
ending at standstill.
A deceleration phase is a time period of more than 2 seconds with a vehicle
speed ≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed (see
paragraph 4. of this annex).
3.4. Calculation of available power
For each engine speed value nk of the full load power curve as specified in
paragraph 2 (h) of this annex the available power, Pavailable_k, shall be calculated
Pavailable_k = Pwot (nk ) × (1 − (SM + ASM))
where:
Pwot is the power available at nk at full load condition from the full load
power curve;
SM is a safety margin accounting for the difference between the
stationary full load condition power curve and the power available
during transition conditions. SM shall be set to 10 per cent;
ASM is an additional power safety margin which may be applied at the
request of the manufacturer.
When requested, the manufacturer shall provide the ASM values (in per cent
reduction of the wot power) together with data sets for Pwot(n) as shown by the
example in Table A2/1. Linear interpolation shall be used between consecutive
data points. ASM is limited to 50 per cent.
The application of an ASM requires the approval of the responsible authority.
Table A2/1
n Pwot SM ASM Pavailable
min-1 kW per cent per cent kW
700 6.3 10.0 20.0 4.4

1000 15.7 10.0 20.0 11.0
1500 32.3 10.0 15.0 24.2
1800 56.6 10.0 10.0 45.3
1900 59.7 10.0 5.0 50.8
2000 62.9 10.0 0.0 56.6
3000 94.3 10.0 0.0 84.9
4000 125.7 10.0 0.0 113.2
5000 157.2 10.0 0.0 141.5
5700 179.2 10.0 0.0 161.3
5800 180.1 10.0 0.0 162.1
6000 174.7 10.0 0.0 157.3
6200 169.0 10.0 0.0 152.1
6400 164.3 10.0 0.0 147.8
6600 156.4 10.0 0.0 140.8
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Annex B2
For each possible gear i and each vehicle speed value of the cycle trace vj (j as
specified in paragraph 3.1 of this annex) and each engine speed value n i,j ≥ nmin
of the full load power curve the available power shall be calculated from
adjacent nk, Pavailable_k values of the full load power curve by linear
interpolation.
3.5. Determination of possible gears to be used
The possible gears to be used shall be determined by the following conditions:
(a) The conditions of paragraph 3.3. of this annex are fulfilled, and
(b) For ngear > 2, if Pavailable_i,j ≥ Prequired,j .
The initial gear to be used for each second j of the cycle trace is the highest
final possible gear, imax. When starting from standstill, only the first gear shall
be used.
The lowest final possible gear is imin.
4. Additional requirements for corrections and/or modifications of gear use
The initial gear selection shall be checked and modified in order to avoid too
frequent gearshifts and to ensure driveability and practicality.
An acceleration phase is a time period of more than 2 seconds with a vehicle
speed ≥ 1.0 km/h and with strictly monotonic increase of vehicle speed. A
deceleration phase is a time period of more than 2 seconds with a vehicle speed
≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed. A constant
speed phase is a time period of more than 2 seconds with a constant vehicle
speed ≥ 1.0 km/h.
The end of an acceleration/deceleration phase is determined by the last time
sample in which the vehicle speed is higher/lower than the vehicle speed of the
previous time sample. In this context the end of a deceleration phase could be
the beginning of an acceleration phase. In this case the requirements for
acceleration phases overrule the requirements for deceleration phases.
Corrections and/or modifications shall be made according to the following
requirements:
The modification check described in paragraph 4.(a) of this annex shall be
applied to the complete cycle trace twice prior to the application of
paragraphs 4.(b) to 4.(f) of this annex.
(a) If a one step higher gear (n+1) is required for only 1 second and the
gears before and after are the same (n) or one of them is one step lower
(n – 1), gear (n + 1) shall be corrected to gear n.
Examples:
Gear sequence i - 1, i, i - 1 shall be replaced by:
i - 1, i - 1, i - 1;
i - 1, i - 1, i - 2;
i - 2, i - 1, i - 1.
If, during acceleration or constant speed phases or transitions from
constant speed to acceleration or acceleration to constant speed phases
where these phases only contain upshifts, a gear is used for only one
second, the gear in the following second shall be corrected to the gear
before, so that a gear is used for at least 2 seconds.
Examples:
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Annex B2
Gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by:

1, 1, 2, 2, 3, 3, 3.
Gear sequence 1, 2, 3, 4, 5, 5, 6, 6, 6, 6, 6 shall be replaced by:
1, 1, 2, 2, 3, 3, 4, 4, 5, 5, 6.
This requirement shall not be applied to downshifts during an
acceleration phase or if the use of a gear for just one second follows
immediately after such a downshift or if the downshift occurs right at
the beginning of an acceleration phase. In these cases, the downshifts
shall be first corrected according to paragraph 4.(b) of this annex.
Example:
Gear sequence 4, 4, 3, 4, 5, 5, 5, where the first second or the third
second determines the start of an acceleration phase and where
paragraph 4.(b) does not apply in the further course of the acceleration
phase, shall be replaced by:
4, 4, 4, 4, 5, 5, 5.
However, if the gear at the beginning of an acceleration phase is one
step lower than the gear in the previous second and the gears in the
following (up to five) seconds are the same as the gear in the previous
second but followed by a downshift, so that the application of
paragraph 4.(c) would correct them to the same gear as at the beginning
of the acceleration phase, the application of paragraph 4.(c) should be
performed instead.
Example:
For a speed trace sequence
19.6 18.3 18.0 18.3 18.5 17.9 15.0 km/h
with an initial gear use of
3 3 2 3 3 2 2,
the gears in the fourth and fifth second shall be corrected to a one step
lower gear (which would be done by an application of paragraph 4.(c))
instead of a correction of the gear at the beginning of the acceleration
phase (second three), so that the correction results in the following gear
sequence
3 3 2 2 2 2 2
Furthermore, if the gear in the first second of an acceleration phase is
the same as the gear in the previous second and the gear in the following
seconds is one step higher, the gear in the 2nd second of the acceleration
phase shall be replaced by the gear used in the first second of the
acceleration phase.
Example:
For a speed trace sequence
30.9 25.5 21.4 20.2 22.9 26.6 30.2 km/h
with an initial gear use of
3 3 2 2 3 3 3,
the gear in the fifth second (the 2 nd second of the acceleration phase)
shall be corrected to a one step lower gear in order to ensure the use of
a gear within the acceleration phase for at least two seconds, so that the
correction results in the following gear sequence
3 3 2 2 2 3 3
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Annex B2
Gears shall not be skipped during upshifts within acceleration phases.

However, an upshift by two gears is permitted at the transition from an
acceleration phase to a constant speed phase if the duration of the
constant speed phase exceeds 5 seconds.
(b) If a downshift is required during an acceleration phase or at the
beginning of the acceleration phase, the gear required during this
downshift shall be noted (iDS). The starting point of a correction
procedure is defined by either the last previous second when i DS was
identified or by the starting point of the acceleration phase if all time
samples before have gears > iDS. The highest gear of the time samples
before the downshift determines the reference gear iref for the downshift.
A downshift where iDS = iref – 1 is referred to as a one step downshift, a
downshift where iDS = iref – 2 is referred to as a two step downshift, a
downshift where iDS = iref – 3 is referred to as a three step downshift.
The following check shall then be applied.
(i) One step downshifts
Working forward from the starting point of the correction procedure to
the end of the acceleration phase, the latest occurrence of a 10 second
window containing iDS for either 2 or more consecutive seconds, or 2 or
more individual seconds, shall be identified. The last usage of iDS in this
window defines the end point of the correction procedure. Between the
start and end of the correction period, all requirements for gears greater
than iDS shall be corrected to a requirement of iDS.
From the end of the correction period (in case of 10 second windows
containing iDS for either 2 or more consecutive seconds, or 2 or more
individual seconds) or from the starting point of the correction
procedure (in case that all 10 second windows contain iDS only for one
second or some 10 second windows contain no i DS at all) to the end of
the acceleration phase all downshifts with a duration of only one second
shall be removed.
(ii) Two or three step downshifts
Working forward from the starting point of the correction procedure to
the end of the acceleration phase, the latest occurrence of iDS shall be
identified. From the starting point of the correction procedure all
requirements for gears greater than or equal to iDS up to the latest
occurrence of iDS shall be corrected to (iDS + 1).
(iii) One step downshifts and two step and/or three step downshifts
If one step downshifts as well as two step and/or three step downshifts
occur during an acceleration phase, three step downshifts shall be
corrected before two or one step downshifts are corrected and two step
downshifts shall be corrected before one step downshifts are corrected.
In such cases, the starting point of the correction procedure for the two
or one step downshifts is the second immediately following the end of
the correction period for the three step downshifts and the starting point
of the correction procedure for the one step downshifts is the second
immediately following the end of the correction period for the two step
downshifts. If a three step downshift occurs after a one or two step
downshift, it shall overrule these downshifts in the time period before
the three step downshift. If a two step downshift occurs after a one step
downshift, it shall overrule the one step downshift in the time period
before the two step downshift.
Examples are shown in Tables A2/2 to A2/6.
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Annex B2
Table A2/2
Table A2/3
Table A2/4
Table A2/5
230
Annex B2
Table A2/6
This correction shall not be performed for gear 1. The requirements of

the 3rd sub-paragraph of paragraph 3.3. (If aj ≥ 0…..) shall not be applied
for gear corrections described in this paragraph for gears > 2.
The modification check described in paragraph 4.(c) of this annex shall
be applied to the complete cycle trace twice prior to the application of
paragraphs 4.(d) to 4.(f) of this annex.
(c) If gear i is used for a time sequence of 1 to 5 seconds and the gear prior
to this sequence is one step lower and the gear after this sequence is one
or two steps lower than within this sequence or the gear prior to this
sequence is two steps lower and the gear after this sequence is one step
lower than within the sequence, the gear for the sequence shall be
corrected to the maximum of the gears before and after the sequence.
Examples:
(i) Gear sequence i -1, i, i -1 shall be replaced by:
i -1, i -1, i -1;
i - 1, i - 1, i - 2;
i - 2, i - 1, i - 1.
(ii) Gear sequence i - 1, i, i, i - 1 shall be replaced by:
i - 1, i - 1, i - 1, i - 1;
Gear sequence i - 1, i, i, i - 2 shall be replaced by:
i- 1, i - 1, i - 1, i - 2;
Gear sequence i - 2, i, i, i - 1 shall be replaced by:
i - 2, i - 1, i - 1, i - 1.
(iii) Gear sequence i - 1, i, i, i, i - 1shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i - 1;
Gear sequence i-1, i, i, i, i - 2 shall be replaced by:
i - 1, i - 1, i - 1, i - 1, i - 2;
Gear sequence i - 2, i, i, i, i - 1 shall be replaced by:
i - 2, i - 1, i - 1, i - 1, i - 1.
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Annex B2
(iv) Gear sequence i - 1, i, i, i, i, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 1;
Gear sequence i - 1, i, i, i, i, i - 2 shall be replaced by:
i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;
Gear sequence i - 2, i, i, i, i, i - 1 shall be replaced by:
i - 2, i - 1, i - 1, i - 1, i - 1, i - 1.
(v) Gear sequence i - 1, i, i, i, i, i, i - 1 shall be replaced by:
i - 1, i - 1, i - 1, i - 1, i - 1, i – 1, i - 1;
Gear sequence i-1, i, i, i, i, i, i - 2 shall be replaced by:
i - 1, i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;
Gear sequence i - 2, i, i, i, i, i, i - 1 shall be replaced by:
i - 2, i - 1, i - 1, i - 1, i - 1, i - 1, i - 1.
In all cases (i) to (v), i-1 ≥ imin shall be fulfilled.
(d) No upshift to a higher gear shall be performed within a deceleration
phase.
(e) No upshift to a higher gear at the transition from an acceleration or
constant speed phase to a deceleration phase shall be performed if one
of the gears in the first two seconds following the end of the
deceleration phase is lower than the upshifted gear or is gear 0.
Example:
If vi ≤ vi+1 and vi+2 < vi+1 and gear i = 4 and gear (i + 1 = 5) and gear (i
+ 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for
the phase following the deceleration phase is gear 4 or lower. For all
following cycle trace points with gear 5 within the deceleration phase,
the gear shall also be set to 4. If the gear following the deceleration
phase is gear 5, an upshift shall be performed.
If there is an upshift during the transition and the initial deceleration
phase by 2 gears, an upshift by 1 gear shall be performed instead. In this
case, no further modifications shall be performed in the following gear
use checks.
(f) Other gear modifications for deceleration phases
A downshift to first gear is not permitted during deceleration phases. If
such a downshift would be necessary in the last part of a short trip just
before a stop phase, since the engine speed would drop below nidle in 2nd
gear, gear 0 shall be used instead and the gear lever shall be placed in
neutral and the clutch shall be engaged.
If the first gear is required in a time period of at least 2 seconds
immediately before a deceleration to stop, this gear should be used until
the first sample of the deceleration phase. For the rest of the
deceleration phase, gear 0 shall be used and the gear lever shall be
placed in neutral and the clutch shall be engaged.
If during a deceleration phase the duration of a gear period (a time
sequence with constant gear) between two gear periods of 3 seconds or
more is only 1 second, it shall be replaced by gear 0 and the clutch shall
be disengaged.
If during a deceleration phase the duration of a gear period between two
gear periods of 3 seconds or more is 2 seconds, it shall be replaced by
gear 0 for the 1st second and for the 2nd second with the gear that follows
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Annex B2
after the 2 second period. The clutch shall be disengaged for the 1st
second.
Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.
This requirement shall only be applied if the gear that follows after the
2 second period is > 0.
If several gear periods with durations of 1 or 2 seconds follow one
another, corrections shall be performed as follows:
A gear sequence i, i, i, i - 1, i - 1, i - 2 or i, i, i, i - 1, i - 2, i - 2 shall be
changed to i, i, i, 0, i - 2, i - 2.
A gear sequence such as i, i, i, i - 1, i - 2, i - 3 or i, i, i, i - 2, i - 2, i - 3
or other possible combinations shall be changed to i, i, i, 0, i - 3, i - 3.
This change shall also be applied to gear sequences where the
acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3 rd second or
where the acceleration is ≥ 0 for the last 2 seconds.
For extreme transmission designs, it is possible that gear periods with
durations of 1 or 2 seconds following one another may last up to 7
seconds. In such cases, the correction above shall be complemented by
the following correction requirements in a second step.
A gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i – 1) but k >
0 shall be changed to j, 0, i - 1, i - 1, i - 1, k, if gear (i – 1) is one or two
steps below imax for second 3 of this sequence (one after gear 0).
If gear (i – 1) is more than two steps below imax for second 3 of this
sequence, a gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and
k ≤ (i –1) but k > 0 shall be changed to j, 0, 0, k, k, k.
A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) but k > 0
shall be changed to j, 0, i - 2, i - 2 , i - 2, k, if gear (i – 2) is one or two
steps below imax for second 3 of this sequence (one after gear 0).
If gear (i – 2) is more than two steps below imax for second 3 of this
sequence, a gear sequence j, 0, i, i, i - 2, k with j > (i + 1) and
k ≤ (i – 2) but k > 0 shall be changed to j, 0, 0, k, k, k.
In all cases specified above in this sub-paragraph (paragraph 4.(f) of
this annex), the clutch disengagement (gear 0) for 1 second is used in
order to avoid too high engine speeds for this second. If this is not an
issue and, if requested by the manufacturer, it is allowed to use the
lower gear of the following second directly instead of gear 0 for
downshifts of up to 3 steps. The use of this option shall be recorded.
If the deceleration phase is the last part of a short trip shortly before a
stop phase and the last gear > 0 before the stop phase is used only for a
period of up to 2 seconds, gear 0 shall be used instead and the gear lever
shall be placed in neutral and the clutch shall be engaged.
Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before
a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3,
3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0,
0, 0.
5. Final requirements
(a) Paragraphs 4.(a) to 4.(f) inclusive of this annex shall be applied
sequentially, scanning the complete cycle trace in each case. Since
modifications to paragraphs 4.(a) to 4.(f) inclusive of this annex may
create new gear use sequences, these new gear sequences shall be
checked twice and modified if necessary.
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Annex B2
(b) After the application of paragraph 4.(b) of this annex, a downshift by

more than one gear could occur at the transition from a deceleration or
constant speed phase to an acceleration phase.
In this case, the gear for the last sample of the deceleration or constant
speed phase shall be replaced by gear 0 and the clutch shall be
disengaged. If the “suppress gear 0 during downshifts” option according
to paragraph 4.(f) of this annex is chosen, the gear of the following
second (first second of the acceleration phase) shall be used instead of
gear 0.
(c) In order to enable the assessment of the correctness of the calculation,
the checksum of v*gear for v ≥ 1.0 km/h, rounded according to
paragraph 6.1.8. of this Regulation to four places of decimal, shall be
calculated and recorded.
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Annex B3
Annex B3
Specifications of reference fuels

1. This annex provides information relating to the specification for the reference
fuels to be used when conducting Type 1 tests.
2. Reserved
3. Technical data on liquid fuels for testing vehicles with positive-ignition
engines
3.1. Gasoline/Petrol (nominal 90 RON, E0)
Table A3/1
This table is only applicable for Level 1B;
Gasoline/petrol (nominal 90 RON, E0)
Standard
Fuel property or substance name Unit Minimum Maximum Test method
Research octane number, RON 90 92 JIS K2280

Motor octane number, MON 80 82 JIS K2280
Density g/cm³ 0.720 0.734 JIS K2249
Vapour pressure kPa 56 60 JIS K2258
Distillation:
— 10 % distillation temperature K (°C) 318 (45) 328 (55) JIS K2254
— final boiling point K (°C) 488 (215) JIS K2254
— olefins % v/v 15 25 JIS K2536-1
JIS K2536-2
— aromatics % v/v 20 45 JIS K2536-1
JIS K2536-2
JIS K2536-3
— benzene % v/v 1.0 JIS K2536-2
JIS K2536-3
JIS K2536-4
Oxygen content not to be detected JIS K2536-2
JIS K2536-4
JIS K2536-6
Existent gum mg/100ml 5 JIS K2261
Sulphur content wt ppm 10 JIS K2541-1
JIS K2541-2
JIS K2541-6
JIS K2541-7
Lead content not to be detected JIS K2255
Ethanol not to be detected JIS K2536-2
JIS K2536-4
JIS K2536-6
Methanol not to be detected JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
MTBE not to be detected JIS K2536-2
JIS K2536-4
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Annex B3
Standard
Fuel property or substance name Unit Minimum Maximum Test method
JIS K2536-5
JIS K2536-6
Kerosene not to be detected JIS K2536-2
JIS K2536-4
3.2. [Reserved]
3.3. Gasoline/petrol (nominal 100 RON, E0)
Table A3/3
Fuel Property or Substance Name Unit Standard Test method
Minimum Maximum
Research octane number, RON 99 101 JIS K2280

Motor octane number, MON 86 88 JIS K2280
Vapour pressure kPa 56 60 JIS K2258
Distillation:
JIS K2536-1
— olefins % v/v 15 25
JIS K2536-2
JIS K2536-1
— aromatics % v/v 20 45 JIS K2536-2
JIS K2536-3
JIS K2536-2
— benzene % v/v 1.0 JIS K2536-3
JIS K2536-4
JIS K2536-2
Oxygen content not to be detected JIS K2536-4
JIS K2536-6
Existent gum mg/100ml 5 JIS K2261
JIS K2541-1
JIS K2541-2
Sulphur content wt ppm 10
JIS K2541-6
JIS K2541-7
Lead content not to be detected JIS K2255
JIS K2536-2
Ethanol not to be detected JIS K2536-4
JIS K2536-6
JIS K2536-2
JIS K2536-4
Methanol not to be detected
JIS K2536-5
JIS K2536-6
JIS K2536-2
MTBE not to be detected
JIS K2536-4
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Annex B3
Fuel Property or Substance Name Unit Standard Test method
Minimum Maximum
JIS K2536-5
JIS K2536-6
JIS K2536-2
Kerosene not to be detected
JIS K2536-4
3.4. [Reserved]
3.5. [Reserved]
3.6. Gasoline/petrol (nominal 95 RON, E10)
Table A3/6
Parameter Unit Limits (a) Test method (b)
Minimum Maximum
Research octane number, RON (c) 95.0 98.0 EN ISO 5164

Motor octane number, MON (c) 85.0 89.0 EN ISO 5163
Density at 15 °C kg/m3 743.0 756.0 EN ISO 12185
Vapour pressure kPa 56.0 60.0 EN 13016-1
Water content % v/v 0.05 EN 12937
Appearance at -7 °C clear and bright
Distillation:
— evaporated at 70 °C % v/v 34.0 46.0 EN-ISO 3405
— final boiling point °C 170 195 EN-ISO 3405
Residue % v/v 2.0 EN-ISO 3405
Hydrocarbon analysis:
— olefins % v/v 6.0 13.0 EN 22854
— aromatics % v/v 25.0 32.0 EN 22854
— benzene % v/v 1.00 EN 22854
EN 238
— saturates % v/v To be recorded EN 22854
Carbon/hydrogen ratio To be recorded
Carbon/oxygen ratio To be recorded
Induction period (d) minutes 480 EN-ISO 7536
Oxygen content (e) % m/m 3.3 3.7 EN 22854
Solvent washed gum mg/100ml 4 EN-ISO 6246
(Existent gum content)
Sulphur content (f) mg/kg 10 EN ISO 20846
EN ISO 20884
Copper corrosion Class 1 EN-ISO 2160
Lead content mg/l 5 EN 237
Phosphorus content (g) mg/l 1.3 ASTM D 3231
Ethanol (e) % v/v 9.0 10.0 EN 22854
(a)
The values quoted in the specifications are ‘true values’. In establishing of their limit values the terms of ISO 4259 "Petroleum products
- Determination and application of precision data in relation to methods of test" have been applied and in fixing a minimum value, a
minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is
4R (R = reproducibility).
237
Annex B3
Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value
where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be
necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.
(b)
Equivalent EN/ISO methods will be adopted when issued for properties listed above.
(c)
A correction factor of 0.2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008.
(d)
The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but
detergent/dispersive additives and solvent oils shall not be added.
(e)
Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376.
(f)
The actual sulphur content of the fuel used for the Type 1 test shall be recorded.
(g)
There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
3.7. Ethanol (nominal 95 RON, E85)

Table A3/7
Ethanol (nominal 95 RON, E85)
Parameter Unit Limits (a) Test method (b)
Minimum Maximum
Research octane number, RON 95 EN ISO 5164

Motor octane number, MON 85 EN ISO 5163
3
Density at 15 °C kg/m To be recorded ISO 3675
Vapour pressure kPa 40 60 EN ISO 13016-1 (DVPE)
EN ISO 20846 EN ISO
Sulphur content (c)(d) mg/kg 10
20884
Oxidation stability minutes 360 EN ISO 7536
Existent gum content (solvent washed) mg/100ml 5 EN-ISO 6246
Appearance: This shall be determined Clear and bright, visibly
at ambient temperature or 15 °C free of suspended or Visual inspection
whichever is higher. precipitated contaminants
EN 1601
(g)
Ethanol and higher alcohols % v/v 83 85 EN 13132
EN 14517
Higher alcohols (C3-C8) % v/v 2
Methanol % v/v 0.5
(e)
Petrol % v/v Balance EN 228
Phosphorus mg/l 0.3 (f) ASTM D 3231
Water content % v/v 0.3 ASTM E 1064
Inorganic chloride content mg/l 1 ISO 6227
pHe 6.5 9 ASTM D 6423
Copper strip corrosion (3h at 50 °C) Rating Class 1 EN ISO 2160
% (m/m)
Acidity, (as acetic acid CH3COOH) 0.005-40 ASTM D 1613
(mg/l)
Carbon/hydrogen ratio Record
Carbon/oxygen ratio Record
238
Annex B3
(a)
The values quoted in the specifications are ‘true values’. In establishing of their limit values the terms of ISO 4259 "Petroleum
products — Determination and application of precision data in relation to methods of test" have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the
minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the
case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the
specifications, the terms of ISO 4259 shall be applied.
(b) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision,
described in EN ISO 4259 shall be used.

(c) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up (similar to the
reference in the national Annex of EN 228).

(d) The actual sulphur content of the fuel used for the Type 1 test shall be recorded.
(e) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols.
(f) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
(g) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
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Annex B3
4. Technical data on gaseous fuels for testing vehicles with positive-ignition engines
4.1. LPG (A and B)
Table A3/8
LPG (A and B)
Parameter Unit Fuel E1 Fuel E2 Fuel J Fuel K Test method
Composition: ISO 7941

Winter:
min. 15,
C3-content % vol 30 ±2 85 ±2 max. 35 KS M ISO 7941
Summer:
max. 10
Propane and propylene Min 20,
% mole JIS K2240
content max 30
Winter:
min.60,
C4-content % vol Balance KS M ISO 7941
Summer:
min. 85
Min 70,
Butane and butylene content JIS K2240
max 80
Butadiene max. 0.5 KS M ISO 7941
< C3, > C4 % vol Max. 2 Max. 2
Olefins % vol Max. 12 Max. 15
Evaporation residue mg/kg Max. 50 Max. 50 EN 15470
Evaporation residue (100ml) ml - 0.05 ASTM D2158
Water at 0 °C Free EN 15469
mg/kg Max. 10 Max 10 ASTM 6667
KS M 2150, ASTM
Total sulphur content
Max 40 D4486,
ASTM D5504
Hydrogen sulphide None None ISO 8819
Copper strip corrosion rating Class 1 Class 1 ISO 6251 (a)
Copper corrosion 40 ℃, 1h - 1 KS M ISO 6251
Odour Characteristic
EN 589
Motor octane number Min. 89 Min. 89
Annex B
KS M ISO 4256
Vapour pressure (40 ℃) MPa - 1.27
KS M ISO 8973
KS M 2150,
Density (15 ℃) kg/m³ 500 620 KS M ISO 3993
KS M ISO 8973
(a)This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or
other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for
the sole purpose of biasing the test method is prohibited.
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Annex B3
4.2. NG/biomethane
4.2.1. "G20""High Gas" (nominal 100 per cent Methane)
Table A3/9
"G20" "High Gas" (nominal 100 per cent methane)
Characteristics Units Basis Limits Test method
Minimum Maximum
Composition:
Methane % mole 100 99 100 ISO 6974
Balance (a) % mole — — 1 ISO 6974
N2 % mole ISO 6974
Sulphur content mg/m3 (b) — — 10 ISO 6326-5
3 (c)
Wobbe Index (net) MJ/m 48.2 47.2 49.2
(a) Inerts (different from N2) + C2 + C2+.
(b) Value to be determined at 293.15 K (20 °C) and 101.325 kPa.
(c) Value to be determined at 273.15 K (0 °C) and 101.325 kPa.
4.2.2. [Reserved]
4.2.3. "G25""Low Gas" (nominal 86 per cent Methane)
Table A3/11
"G25" "Low Gas" (nominal 86 per cent methane)
Characteristics Units Basis Limits Test method
Minimum Maximum
Composition:
Methane % mole 86 84 88 ISO 6974
Balance (a) % mole — — 1 ISO 6974
N2 % mole 14 12 16 ISO 6974
Sulphur content mg/m3 (b) — — 10 ISO 6326-5
Wobbe Index (net) MJ/m3 (c) 39.4 38.2 40.6
(a) Inerts (different from N2) + C2 + C2+.
(b) Value to be determined at 293.15 K (20 °C) and 101.325 kPa.
(c) Value to be determined at 273.15 K (0 °C) and 101.325 kPa.
241
Annex B3
4.2.4. "J-Gas" (nominal 85 per cent Methane)

Table A3/12
"J-Gas" (nominal 85 per cent methane)
Characteristics Units Limits
Minimum Maximum
Methane % mole 85
Ethane % mole 10
Propane % mole 6
Butane % mole 4
HC of C3+C4 % mole 8
HC of C5 or more % mole 0.1
Other gases (H2+O2+N2+CO+CO2) % mole 1.0
Sulphur content mg/Nm3 10
Wobbe Index WI 13.260 13.730
Gross Calorific value kcal/Nm3 10.410 11.050
Maximum combustion speed MCP 36.8 37.5
242
Annex B3
4.2.5. Hydrogen
Table A3/13
Hydrogen
Characteristics Units Limits Test method
Minimum Maximum
Hydrogen purity % mole 98 100 ISO 14687-1
Total hydrocarbon μmol/mol 0 100 ISO 14687-1
Water (a) μmol/mol 0 (b)

ISO 14687-1
Oxygen μmol/mol 0 (b)

ISO 14687-1
Argon μmol/mol 0 (b)

ISO 14687-1
Nitrogen μmol/mol 0 (b)

ISO 14687-1
CO μmol/mol 0 1 ISO 14687-1
Sulphur μmol/mol 0 2 ISO 14687-1
Permanent particulates(c) ISO 14687-1
(a) Not to be condensed.

(b) Combined water, oxygen, nitrogen and argon: 1.900 μmol/mol.
(c) The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelling
station equipment or the vehicle (engine) being fuelled.
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Annex B3
5. Technical data on liquid fuels for testing vehicles with compression ignition
engines
5.1. J-Diesel (nominal 53 Cetane, B0)
Table A3/14
J-Diesel (nominal 53 cetane, B0)
Fuel Property or Substance Name Units Specification Test method
Minimum Maximum
Cetane number 53 57 JIS K2280
Distillation:
Flash point K (°C) 331(58) JIS K2265–3
Kinematic viscosity at 30 °C mm2/s 3.0 4.5 JIS K2283
All aromatic series vol % 25 JIS Method HPLC
Polycyclic aromatic hydrocarbons vol % 5.0 JIS Method HPLC

JIS K2541-1
JIS K2541-2
Sulphur content wt ppm 10
JIS K2541-6
JIS K2541-7
Method prescribed in the
Japanese concentration
FAME % 0.1
measurement procedure
announcement
Method prescribed in the
Japanese concentration
Triglyceride % 0.01
measurement procedure
announcement
5.2. [Reserved]
5.3. [Reserved]
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Annex B3
5.4. E-Diesel (nominal 52 Cetane, B7)

Table A3/17
E-Diesel (nominal 52 cetane, B7)
Parameter Unit Limits (a) Test method
Minimum Maximum
Cetane Index 46.0 EN-ISO 4264

Cetane number (b) 52.0 56.0 EN-ISO 5165
Density at 15 °C kg/m³ 833.0 837.0 EN-ISO 12185
Distillation:
— 50 % point °C 245.0 — EN-ISO 3405
— 95 % point °C 345.0 360.0 EN-ISO 3405
— final boiling point °C — 370.0 EN-ISO 3405
Flash point °C 55 — EN ISO 2719
Cloud point °C — -10 EN 116
Viscosity at 40 °C mm²/s 2.30 3.30 EN-ISO 3104
Polycyclic aromatic hydrocarbons % m/m 2.0 4.0 EN 12916
Sulphur content mg/kg — 10.0 EN ISO 20846/
EN ISO 20884
Copper corrosion (3 hours, 50 °C) — Class 1 EN-ISO 2160
Conradson carbon residue (10 % DR) % m/m — 0.20 EN-ISO10370
Ash content % m/m — 0.010 EN-ISO 6245
Total contamination mg/kg 24 EN 12662
Water content mg/kg — 200 EN-ISO12937
Acid number mg KOH/g — 0.10 EN ISO 6618
Lubricity (HFRR wear scan diameter at μm — 400 EN ISO 12156
60 °C)
Oxidation stability at 110 °C (c) h 20.0 EN 15751
(d)
FAME % v/v 6.0 7.0 EN 14078
(a) The values quoted in the specifications are 'true values'. In establishing of their limit values the terms of ISO 4259 Petroleum
products – Determination and application of precision data in relation to methods of test have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and
minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO
4259 shall be applied.
(b) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of
a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.
(c) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the
supplier as to storage conditions and life.

(d) FAME content to meet the specification of EN 14214.
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Annex B3
6. Technical data on fuels for testing fuel cell vehicles

6.1. Compressed hydrogen gas for fuel cell vehicles
Table A3/18
Hydrogen for fuel cell vehicles
Characteristics Units Limits Test Method
Minimum Maximum
Hydrogen fuel index(a) % mole 99.97
Total non-hydrogen gases μmol/mol 300
Maximum concentration of individual contaminants(f)
Water (H2O) μmol/mol 5 e
Total hydrocarbons(b) (Methane basis) μmol/mol 2 e
Oxygen (O2) μmol/mol 5 e
Helium (He) μmol/mol 300 e
Total Nitrogen (N2) and Argon (Ar) (b) μmol/mol 100 e
Carbon dioxide (CO2) μmol/mol 2 e
Carbon monoxide (CO) μmol/mol 0.2 e
Total sulfur compounds(c) (H2S basis) μmol/mol 0.004 e
Formaldehyde (HCHO) μmol/mol 0.01 e
Formic acid (HCOOH) μmol/mol 0.2 e
Ammonia (NH3) μmol/mol 0.1 e
Total halogenated compounds (d) μmol/mol 0.05 e
(Halogenate ion basis)

For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be
less than or equal to the acceptable limit.
(a) The hydrogen fuel index is determined by subtracting the “total non-hydrogen gases” in this table, expressed in mole per cent,
from 100 mole per cent.

(b)
Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol).
Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in which case the summation of methane,
nitrogen and argon shall not exceed 100 μmol/mol.
(c) As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas.
(d) Total halogenated compounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl2), and
organic halides (R-X).

(e) Test method shall be documented.
(f)
The analysis of specific contaminants depending on the production process shall be exempted. A vehicle manufacturer shall
provide the responsible authority reasons for exempting specific contaminants.
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Annex B3
7. Technical data on fuels for Type 4 test on evaporative emissions
For Level 1B :
For the vehicle in which manufacturer does not recommend the use of E10 fuel, the fuels defined in
paragraph 3.1. or 3.3. in this annex shall be used instead of the fuels defined in this paragraph.
Table A3/19
Petrol reference fuel for Type 4 test
Limits
Parameter Unit Minimum Maximum Test method
Research octane number, 95.0 98.0 EN ISO 5164

RON JIS K2280
Density at 15 °C kg/m3 743.0 756.0 EN ISO 12185
JIS K2249-1,2,3
Vapour pressure kPa 56.0 60.0 EN 13016-1
JIS K2258-1,2
Distillation:
– evaporated at 70 °C % v/v 34.0 46.0 EN ISO 3405
Hydrocarbon analysis:
– olefins % v/v 6.0 13.0 EN 22854
– aromatics % v/v 25.0 32.0 EN 22854
– benzene % v/v - 1.00 EN 22854
EN 238
JIS K2536-2,3,4
Oxygen content % m/m 3.3 3.7 EN 22854
JIS K2536-2,4,6
Sulphur content mg/kg — 10 EN ISO 20846
EN ISO 20884
JIS K2541-
1,2,6,7
Lead content mg/l Not detected EN 237
JIS K2255
Ethanol % v/v 9.0 10.0 EN 22854
JIS K2536-2,4,6
MTBE Not detected JIS K2536-
2,4,5,6a
Methanol Not detected JIS K2536-
2,4,5,6a
Kerosene Not detected JIS K2536-2,4a
a Other method that is traceable to national or international standard may be used.
247
Annex B4
Annex B4
Road load and dynamometer setting

1. Scope
This annex describes the determination of the road load of a test vehicle and
the transfer of that road load to a chassis dynamometer.
2. Terms and definitions
2.1. For the purpose of this document, the terms and definitions given in
paragraph 3. of this Regulation shall have primacy. Where definitions are not
provided in paragraph 3. of this Regulation, definitions given in
ISO 3833:1977 "Road vehicles -- Types -- Terms and definitions" shall apply.
2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h
and with the highest reference speed according to the following provisions:
(a) The highest reference speed point shall be 130 km/h or the reference
speed point immediately above the maximum speed of the applicable
test cycle if this value is less than 130 km/h. In the case that the
applicable test cycle contains less than the 4 cycle phases (Low,
Medium, High and Extra High) and at the request of the manufacturer
and with approval of the responsible authority, the highest reference
speed may be increased to the reference speed point immediately above
the maximum speed of the next higher phase, but no higher than
130 km/h; in this case road load determination and chassis
dynamometer setting shall be done with the same reference speed
points;
(b) If a reference speed point applicable for the cycle plus 14 km/h is more
than or equal to the maximum vehicle speed v max, this reference speed
point shall be excluded from the coastdown test and from chassis
dynamometer setting. The next lower reference speed point shall
become the highest reference speed point for the vehicle.
2.3. Unless otherwise specified, a cycle energy demand shall be calculated
according to paragraph 5. of Annex B7 over the target speed trace of the
applicable drive cycle.
2.4. f0, f1, f2 are the road load coefficients of the road load equation
F = f0 + f1 × v + f2 × v2 determined according to this annex.
f0 is the constant road load coefficient and shall be rounded according to
paragraph 6.1.8. of this Regulation to one place of decimal, N;
f1 is the first order road load coefficient and shall be rounded according to
paragraph 6.1.8. of this Regulation to three places of decimal, N/(km/h);
f2 is the second order road load coefficient and shall be rounded according
to paragraph 6.1.8. of this Regulation to five places of decimal,
N/(km/h)².
Unless otherwise stated, the road load coefficients shall be calculated with a
least square regression analysis over the range of the reference speed points.
2.5. Rotational mass
2.5.1. Determination of mr
mr is the equivalent effective mass of all the wheels and vehicle components
rotating with the wheels on the road while the gearbox is placed in neutral, in
kilograms (kg). mr shall be measured or calculated using an appropriate
248
Annex B4
technique agreed upon by the responsible authority. Alternatively, m r may be

estimated to be 3 per cent of the sum of the mass in running order and 25 kg.
2.5.2. Application of rotational mass to the road load
Coastdown times shall be transferred to forces and vice versa by taking into
account the applicable test mass plus mr. This shall apply to measurements on
the road as well as on a chassis dynamometer.
2.5.3. Application of rotational mass for the inertia setting
If the vehicle is tested on a dynamometer in 4WD operation, the equivalent
inertia mass of the chassis dynamometer shall be set to the applicable test mass.'
Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set
to the test mass plus either the equivalent effective mass of the wheels not
influencing the measurement results or 50 per cent of mr.
2.6. Additional masses for setting the test mass shall be applied such that the weight
distribution of that vehicle is approximately the same as that of the vehicle with
its mass in running order. In the case of Category N vehicles or passenger
vehicles derived from Category N vehicles, the additional masses shall be
located in a representative manner and shall be justified to the responsible
authority upon their request. The weight distribution of the vehicle shall be
recorded and shall be used for any subsequent road load determination testing.
The manufacturer shall be responsible for the accuracy of the road load
coefficients and shall ensure this for each production vehicle within the road
load family. Tolerances within the road load determination, simulation and
calculation methods shall not be used to underestimate the road load of
production vehicles. At the request of the responsible authority, the accuracy
of the road load coefficients of an individual vehicle shall be demonstrated.
3.1. Overall measurement accuracy, precision, resolution and frequency
The required overall measurement accuracy shall be as follows:
(a) Vehicle speed accuracy: ±0.2 km/h with a measurement frequency of at
least 10 Hz;
(b) Time: min. accuracy: ±10 ms; min. precision and resolution:10 ms;
(c) Wheel torque accuracy: ±6 Nm or ±0.5 per cent of the maximum
measured total torque, whichever is greater, for the whole vehicle, with
a measurement frequency of at least 10 Hz;
(d) Wind speed accuracy: ±0.3 m/s, with a measurement frequency of at
least 1 Hz;
(e) Wind direction accuracy: ±3°, with a measurement frequency of at least
1 Hz;
(f) Atmospheric temperature accuracy: ±1 °C, with a measurement
frequency of at least 0.1 Hz;
(g) Atmospheric pressure accuracy: ±0.3 kPa, with a measurement
frequency of at least 0.1 Hz;
(h) Vehicle mass accuracy measured on the same weighing scale before
and after the test: ±10 kg (±20 kg for vehicles > 4,000 kg);
(i) Tyre pressure accuracy: ±5 kPa;
(j) Wheel rotational speed accuracy: ±0.05 s-1 or 1 per cent, whichever is
greater.
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Annex B4
3.2. Wind tunnel criteria

3.2.1. Wind velocity
The wind velocity during a measurement shall remain within ±2 km/h at the
centre of the test section. The possible wind velocity shall be at least 140 km/h.
3.2.2. Air temperature
The air temperature during a measurement shall remain within ±3 °C at the
centre of the test section. The air temperature distribution at the nozzle outlet
shall remain within ±3 °C.
3.2.3. Turbulence
For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence
intensity, Tu, shall not exceed 1 per cent. See Figure A4/1.
Figure A4/1
Turbulence intensity
u′
Tu =
U∞
where:
Tu is the turbulence intensity;
u′ is the turbulent velocity fluctuation, m/s;
U∞ is the free flow velocity, m/s.
3.2.4. Solid blockage ratio
The vehicle blockage ratio εsb expressed as the quotient of the vehicle frontal
area and the area of the nozzle outlet as calculated using the following
equation, shall not exceed 0.35.
Af
εsb =
Anozzle
where:
εsb is the vehicle blockage ratio;
Af is the frontal area of the vehicle, m²;
Anozzle is the nozzle outlet area, m².
3.2.5. Rotating wheels
To properly determine the aerodynamic influence of the wheels, the wheels of
the test vehicle shall rotate at such a speed that the resulting vehicle velocity is
within ±3 km/h of the wind velocity.
3.2.6. Moving belt
To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel
shall have a moving belt extending from the front to the rear of the vehicle.
The speed of the moving belt shall be within ±3 km/h of the wind velocity.
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Annex B4
3.2.7. Fluid flow angle

At nine equally distributed points over the nozzle area, the root mean square
deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the
nozzle outlet shall not exceed 1°.
3.2.8. Air pressure
At nine equally distributed points over the nozzle outlet area, the standard
deviation of the total pressure at the nozzle outlet shall be less than or equal to
0.02.
∆Pt
σ ( ) ≤ 0.02
q
where:
∆Pt
σ is the standard deviation of the pressure ratio ( );
q
∆Pt is the variation of total pressure between the measurement points, N/m2;
q is the dynamic pressure, N/ m².
The absolute difference of the pressure coefficient cp over a distance 3 metres
ahead and 3 metres behind the centre of the balance in the empty test section
and at a height of the centre of the nozzle outlet shall not deviate more than
±0.02.
|cpx=+3m − cpx=−3m |≤ 0.02
where:
cp is the pressure coefficient.
3.2.9. Boundary layer thickness
At x = 0 (balance center point), the wind velocity shall have at least
99 per cent of the inflow velocity 30 mm above the wind tunnel floor.
δ99 (x = 0 m) ≤ 30 mm
where:
δ99 is the distance perpendicular to the road where 99 per cent of free
stream velocity is reached (boundary layer thickness).
3.2.10. Restraint blockage ratio
The restraint system mounting shall not be in front of the vehicle. The relative
blockage ratio of the vehicle frontal area due to the restraint system, εrestr ,
shall not exceed 0.10.
Arestr
εrestr = where:
Af
εrestr is the relative blockage ratio of the restraint system;

Arestr is the frontal area of the restraint system projected on the nozzle face,
m²;
Af is the frontal area of the vehicle, m².
3.2.11. Measurement accuracy of the balance in the x-direction
The inaccuracy of the resulting force in the x-direction shall not exceed ±5 N.
The resolution of the measured force shall be within ±3 N.
3.2.12. Measurement precision
The precision of the measured force shall be within ±3 N.
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Annex B4
4. Road load measurement on road

4.1. Requirements for road test
4.1.1. Atmospheric conditions for road test
Atmospheric conditions (wind conditions, atmospheric temperature and
atmospheric pressure) shall be measured according to paragraph 3.1. of this
annex. Only those atmospheric conditions measured during coastdown time
measurements and/or torque measurement shall be used for checking data
validity and corrections.
4.1.1.1. Permissible wind conditions when using stationary anemometry and on-board
anemometry
4.1.1.1.1. Permissible wind conditions when using stationary anemometry
The wind speed shall be measured at a location and height above the road level
alongside the test road where the most representative wind conditions will be
experienced. In cases where tests in opposite directions cannot be performed
at the same part of the test track (e.g. on an oval test track with an obligatory
driving direction), the wind speed and direction shall be measured at the
opposite parts of the test track.
The wind conditions during run pairs shall meet all of the following criteria:
(a) Wind speed shall be less than 5 m/s over a 5 second moving average
period;
(b) Peak wind speeds shall not exceed 8 m/s for more than 2 consecutive
seconds;
(c) The arithmetic average vector component of the wind speed across the
test road shall be less than 2 m/s.
The wind correction shall be calculated according to paragraph 4.5.3. of this
annex.
4.1.1.1.2. Permissible wind conditions when using on-board anemometry
For testing with an on-board anemometer, a device as described in
paragraph 4.3.2. of this annex shall be used.
The wind conditions during run pairs shall meet all of the following criteria:
(a) The arithmetic average of the wind speed shall be less than 7 m/s;
(b) Peak wind speeds shall not exceed 10 m/s for more than 2 consecutive
seconds;
(c) The arithmetic average vector component of the wind speed across the
road shall be less than 4 m/s.
4.1.1.2. Atmospheric temperature
The atmospheric temperature should be within the range of 5 °C up to and
including 40 °C.
At the option of the manufacturer, coastdowns may be performed between 1 °C
and 5 °C.
If the difference between the highest and the lowest measured temperature
during the coastdown test is more than 5 °C, the temperature correction shall
be applied separately for each run with the arithmetic average of the ambient
temperature of that run.
In that case, the values of the road load coefficients f0, f1 and f2 shall be
determined and corrected for each run pair. The final set of f0, f1 and f2 values
shall be the arithmetic average of the individually corrected coefficients f 0, f1
and f2 respectively.
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Annex B4
4.1.2. Test road

The road surface shall be flat, even, clean, dry and free of obstacles or wind
barriers that might impede the measurement of the road load, and its texture
and composition shall be representative of current urban and highway road
surfaces, i.e. no airstrip-specific surface. The longitudinal slope of the test road
shall not exceed 1 per cent. The local slope between any points 3 metres apart
shall not deviate more than 0.5 per cent from this longitudinal slope. If tests
in opposite directions cannot be performed at the same part of the test track
(e.g. on an oval test track with an obligatory driving direction), the sum of the
longitudinal slopes of the parallel test track segments shall be between 0 and
an upward slope of 0.1 per cent. The maximum camber of the test road shall
be 1.5 per cent.
4.2. Preparation
4.2.1. Test vehicle
Each test vehicle shall conform in all its components with the production
series, (e.g. side mirrors shall be same position as during normal vehicle
operation, body gaps shall not be sealed), or, if the vehicle is different from the
production vehicle, a full description shall be recorded.
4.2.1.1. Requirements for test vehicle selection
4.2.1.1.1. Without using the interpolation method
A test vehicle (vehicle H) with the combination of road load relevant
characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance)
producing the highest cycle energy demand shall be selected from the family
(see paragraphs 6.3.2. and 6.3.3. of this Regulation).
If the aerodynamic influence of the different wheels within one interpolation
family is not known, the selection shall be based on the highest expected
aerodynamic drag. As a guideline, the highest aerodynamic drag may be
expected for wheels with (a) the largest width, (b) the largest diameter, and (c)
the most open structure design (in that order of importance).
The wheel selection shall be performed additional to the requirement of the
highest cycle energy demand.
4.2.1.1.2. Using an interpolation method
At the request of the manufacturer, an interpolation method may be applied.
In this case, two test vehicles shall be selected from the family complying with
the respective family requirement.
Test vehicle H shall be the vehicle producing the higher, and preferably
highest, cycle energy demand of that selection, test vehicle L the one producing
the lower, and preferably lowest, cycle energy demand of that selection.
All items of optional equipment and/or body shapes that are chosen not to be
considered when applying the interpolation method shall be identical for both
test vehicles H and L such that these items of optional equipment produce the
highest combination of the cycle energy demand due to their road load relevant
characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance).
In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres (marked
with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the
additional wheels/tyres shall not be considered as optional equipment.
4.2.1.1.2.1. The following requirements between vehicles H and L shall be fulfilled for the
road load relevant characteristics:
(a) To allow extrapolating road load coefficients:
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Annex B4
(i) If f0_ind is below f*0_L or above f0_H as defined in

paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum differences between H and L are required:
Rolling resistance of at least 1.0 kg/tonne and a mass of at least
30 kg; in case of RR between 0 and 1.0, the minimum of the
mass difference is replaced with 100 kg instead of 30 kg;
(ii) If f2_ind is below f*2_L or above f2_H as defined in
paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum difference between H and L is required:
Aerodynamic drag (CD × Af) of at least 0.05 m². If the
manufacturer can demonstrate that the results after an
extrapolation are still rational, the minimum criteria in points (i)
to (iii) above can be waived.
(b) For each road load characteristic (i.e. mass, aerodynamic drag and tyre
rolling resistance) as well as for the road load coefficients f 0 and f2, the
value of vehicle H shall be higher than that of vehicle L, otherwise the
worst case shall be applied for that road load relevant characteristic. At
the request of the manufacturer and upon approval by the responsible
authority the requirements of this point can be waived.
4.2.1.1.2.2. To achieve a sufficient difference between vehicle H and vehicle L on a
particular road load relevant characteristic, or in order to fulfil criteria of
paragraph 4.2.1.1.2.1. of this annex, the manufacturer may artificially worsen
vehicle H, e.g. by applying a higher test mass.
4.2.1.2. Requirements for families
4.2.1.2.1. Requirements for applying the interpolation family without using the
interpolation method
For the criteria defining an interpolation family, see paragraph 6.3.2. of this
Regulation.
4.2.1.2.2. Requirements for applying the interpolation family using the interpolation
method are:
(a) Fulfilling the interpolation family criteria listed in paragraph 6.3.2. of
this Regulation;
(b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Annex B6;
(c) Performing the calculations in paragraph 3.2.3.2. of Annex B7.
4.2.1.2.3. Requirements for applying the road load family
4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of
paragraph 6.3.3. of this Regulation, the road load values for vehicles H and L
of an interpolation family shall be calculated.
4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. of this annex shall be
referred to as HR and LR for the purpose of the road load family.
4.2.1.2.3.3. The difference in cycle energy demand between HR and LR of the road load
family shall be at least 4 per cent and shall not exceed 35 per cent based on HR
over a complete WLTC Class 3 cycle.
If more than one transmission is included in the road load family, a
transmission with the highest power losses shall be used for road load
determination.
4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is
determined according to paragraph 6.8. of this annex, a new road load family
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Annex B4
shall be calculated which includes the road load delta in both vehicle L and
vehicle H of that new road load family.
f0,N = f0,R + f0,Delta
where:
N refers to the road load coefficients of the new road load family;
R refers to the road load coefficients of the reference road load family;
Delta refers to the delta road load coefficients determined in
paragraph 6.8.1. of this annex.
4.2.1.3. Allowable combinations of test vehicle selection and family requirements
Table A4/1 shows the permissible combinations of test vehicle selection and
family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. of this
annex.
Table A4/1
Permissible combinations of test vehicle selection and family requirements
Requirements to be (1) w/o interpolation (2) Interpolation (3) Applying the (4) Interpolation method using
fulfilled: method method w/o road road load family one or more road load
load family families
Road load test Paragraph Paragraph Paragraph n.a.

vehicle 4.2.1.1.1. of this 4.2.1.1.2. of this 4.2.1.1.2. of this
annex. annex. annex.
Family Paragraph Paragraph Paragraph Paragraph 4.2.1.2.2. of this

4.2.1.2.1. of this 4.2.1.2.2. of this 4.2.1.2.3. of this annex.
annex. annex. annex.
Additional none none none Application of column (3)

"Applying the road load
family" and application of
paragraph 4.2.1.3.1. of this
annex.
4.2.1.3.1. Deriving road loads of an interpolation family from a road load family
Road loads HR and/or LR shall be determined according to this annex.
The road load of vehicle H (and L) of an interpolation family within the road
load family shall be calculated according to paragraphs 3.2.3.2.2. to
3.2.3.2.2.4. inclusive of Annex B7 by:
(a) Using HR and LR of the road load family instead of H and L as inputs
for the equations;
(b) Using the road load parameters (i.e. test mass, Δ(CD ×Af) compared to
vehicle LR, and tyre rolling resistance) of vehicle H (or L) of the
interpolation family as inputs for the individual vehicle;
(c) Repeating this calculation for each H and L vehicle of every
interpolation family within the road load family.
The road load interpolation shall only be applied on those road load-relevant
characteristics that were identified to be different between test vehicle LR and
HR. For other road load-relevant characteristic(s), the value of vehicle HR shall
apply.
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Annex B4
H and L of the interpolation family may be derived from different road load
families. If that difference between these road load families comes from
applying the delta method, refer to paragraph 4.2.1.2.3.4. of this annex.
4.2.1.4. Application of the road load matrix family
A vehicle that fulfils the criteria of paragraph 6.3.4. of this Regulation that is:
(a) Representative of the intended series of complete vehicles to be covered
by the road load matrix family in terms of estimated worst CD value and
body shape; and
(b) Representative of the intended series of vehicles to be covered by the
road load matrix family in terms of estimated average of the mass of
optional equipment
shall be used to determine the road load.
In the case that no representative body shape for a complete vehicle can be
determined, the test vehicle shall be equipped with a square box with rounded
corners with radii of maximum of 25 mm and a width equal to the maximum
width of the vehicles covered by the road load matrix family, and a total height
of the test vehicle of 3.0 m ±0.1 m, including the box.
The manufacturer and the responsible authority shall agree which vehicle test
model is representative.
The vehicle parameters test mass, tyre rolling resistance and frontal area of
both a vehicle HM and LM shall be determined in such a way that vehicle HM
produces the highest cycle energy demand and vehicle LM the lowest cycle
energy from the road load matrix family. The manufacturer and the responsible
authority shall agree on the vehicle parameters for vehicles H M and LM.
The road load of all individual vehicles of the road load matrix family,
including HM and LM, shall be calculated according to paragraph 5.1. of this
annex.
4.2.1.5. Movable aerodynamic body parts
Movable aerodynamic body parts on the test vehicles shall operate during road
load determination as intended under WLTP Type 1 test conditions (test
temperature, vehicle speed and acceleration range, engine load, etc.).
Every vehicle system that dynamically modifies the vehicle’s aerodynamic
drag (e.g. vehicle height control) shall be considered to be a movable
aerodynamic body part. Appropriate requirements shall be added if future
vehicles are equipped with movable aerodynamic items of optional equipment
whose influence on aerodynamic drag justifies the need for further
requirements.
4.2.1.6. Weighing
Before and after the road load determination procedure, the selected vehicle
shall be weighed, including the test driver and equipment, to determine the
arithmetic average mass mav . The mass of the vehicle shall be greater than or
equal to the test mass of vehicle H or of vehicle L at the start of the road load
determination procedure.
4.2.1.7. Test vehicle configuration
The test vehicle configuration shall be recorded and shall be used for any
subsequent coastdown testing.
4.2.1.8. Test vehicle condition
4.2.1.8.1. Run-in
The test vehicle shall be suitably run-in for the purpose of the subsequent test
for at least 10,000 but no more than 80,000 km.
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Annex B4
At the request of the manufacturer, a vehicle with a minimum of 3,000 km may

be used.
4.2.1.8.2. Manufacturer's specifications
The vehicle shall conform to the manufacturer’s intended production vehicle
specifications regarding tyre pressures described in paragraph 4.2.2.3. of this
annex, wheel alignment described in paragraph 4.2.1.8.3. of this annex, ground
clearance, vehicle height, drivetrain and wheel bearing lubricants, and brake
adjustment to avoid unrepresentative parasitic drag.
4.2.1.8.3. Wheel alignment
Toe and camber shall be set to the maximum deviation from the longitudinal
axis of the vehicle in the range defined by the manufacturer. If a manufacturer
prescribes values for toe and camber for the vehicle, these values shall be used.
At the request of the manufacturer, values with higher deviations from the
longitudinal axis of the vehicle than the prescribed values may be used. The
prescribed values shall be the reference for all maintenance during the lifetime
of the vehicle.
Other adjustable wheel alignment parameters (such as caster) shall be set to
the values recommended by the manufacturer. In the absence of recommended
values, they shall be set to the arithmetic average of the range defined by the
manufacturer.
Such adjustable parameters and set values shall be recorded.
4.2.1.8.4. Closed panels
During the road load determination, the engine compartment cover, luggage
compartment cover, manually-operated movable panels and all windows shall
be closed.
4.2.1.8.5. Vehicle coastdown mode
If the determination of dynamometer settings cannot meet the criteria
described in paragraphs 8.1.3. or 8.2.3. of this annex due to non-reproducible
forces, the vehicle shall be equipped with a vehicle coastdown mode. The
vehicle coastdown mode shall be approved and its use shall be recorded by the
responsible authority.
If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged
both during road load determination and on the chassis dynamometer.
4.2.2. Tyres
4.2.2.1. Tyre rolling resistance
Tyre rolling resistances shall be measured according to Annex 6 to UN
Regulation No. 117 - 02, or an internationally-accepted equivalent. The rolling
resistance coefficients shall be aligned according to the respective regional
procedures (e.g. EU 1235/2011), and categorised according to the rolling
resistance classes in Table A4/2.
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Annex B4
Table A4/2
Energy efficiency classes according to rolling resistance coefficients (RRC) for C1, C2
and C3 tyres and the RRC values to be used for those energy efficiency classes in the
interpolation, kg/tonne
Energy
efficiency
class Range of RRC for C1 tyres Range of RRC for C2 tyres Range of RRC for C3 tyres
1 RRC ≤ 6.5 RRC ≤ 5.5 RRC ≤ 4.0

2 6.5 < RRC ≤ 7.7 5.5 < RRC ≤ 6.7 4.0 < RRC ≤ 5.0
3 7.7 < RRC ≤ 9.0 6.7 < RRC ≤ 8.0 5.0 < RRC ≤ 6.0
4 9.0 < RRC ≤ 10.5 8.0 < RRC ≤ 9.2 6.0 < RRC ≤ 7.0
5 10.5 < RRC ≤ 12.0 9.2 < RRC ≤ 10.5 7.0 < RRC ≤ 8.0
6 RRC > 12.0 RRC > 10.5 RRC > 8.0
Energy
efficiency Value of RRC to be used for Value of RRC to be used for Value of RRC to be used for
class interpolation for C1 tyres interpolation for C2 tyres interpolation for C3 tyres
1 RRC = 5.9 RRC = 4.9 RRC = 3.5

2 RRC = 7.1 RRC = 6.1 RRC = 4.5
3 RRC = 8.4 RRC = 7.4 RRC = 5.5
4 RRC = 9.8 RRC = 8.6 RRC = 6.5
5 RRC = 11.3 RRC = 9.9 RRC = 7.5
6 RRC = 12.9 RRC = 11.2 RRC = 8.5
If the interpolation method is applied to rolling resistance, the actual rolling

resistance values for the tyres fitted to the test vehicles L and H shall be used
as input for the interpolation method. For an individual vehicle within an
interpolation family, the RRC value for the energy efficiency class of the tyres
fitted shall be used.
4.2.2.2. Tyre condition
Tyres used for the test shall:
(a) Not be older than 2 years after the production date;
(b) Not be specially conditioned or treated (e.g. heated or artificially aged),
with the exception of grinding in the original shape of the tread;
(c) Be run-in on a road for at least 200 km before road load determination;
(d) Have a constant tread depth before the test between 100 and 80 per cent
of the original tread depth at any point over the full tread width of the
tyre.
After measurement of tread depth, the driving distance shall be limited to
500 km. If 500 km are exceeded, the tread depth shall be measured again.
4.2.2.3. Tyre pressure
The front and rear tyres shall be inflated to the lower limit of the tyre pressure
range for the respective axle for the selected tyre at the coastdown test mass,
as specified by the vehicle manufacturer.
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Annex B4
4.2.2.3.1. Tyre pressure adjustment

If the difference between ambient and soak temperature is more than 5 °C, the
tyre pressure shall be adjusted as follows:
(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the
target pressure;
(b) Prior to testing, the tyre pressure shall be reduced to the inflation
pressure as specified in paragraph 4.2.2.3. of this annex, adjusted for
difference between the soaking environment temperature and the
ambient test temperature at a rate of 0.8 kPa per 1 °C using the
following equation:
∆pt = 0.8 × (Tsoak − Tamb )
where:
∆pt is the tyre pressure adjustment added to the tyre pressure defined
in paragraph 4.2.2.3. of this annex, kPa;
0.8 is the pressure adjustment factor, kPa/°C;
Tsoak is the tyre soaking temperature, °C;
Tamb is the test ambient temperature, °C.
(c) Between the pressure adjustment and the vehicle warm-up, the tyres
shall be shielded from external heat sources including sun radiation.
4.2.3. Instrumentation
Any instruments shall be installed in such a manner as to minimise their effects
on the aerodynamic characteristics of the vehicle.
If the effect of the installed instrument on (CD × Af) is expected to be greater
than 0.015 m2, the vehicle with and without the instrument shall be measured
in a wind tunnel fulfilling the criteria in paragraph 3.2. of this annex. The
corresponding difference shall be subtracted from f 2. At the request of the
manufacturer, and with approval of the responsible authority, the determined
value may be used for similar vehicles where the influence of the equipment is
expected to be the same.
4.2.4. Vehicle warm-up
4.2.4.1. On the road
Warming up shall be performed by driving the vehicle only.
4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or
an automatic transmission placed in neutral by moderate braking from 80 to
20 km/h within 5 to 10 seconds. After this braking, there shall be no further
actuation or manual adjustment of the braking system.
At the request of the manufacturer and upon approval of the responsible
authority, the brakes may also be activated after the warm-up with the same
deceleration as described in this paragraph and only if necessary.
4.2.4.1.2. Warming up and stabilization
All vehicles shall be driven at 90 per cent of the maximum speed of the
applicable WLTC. The vehicle may be driven at 90 per cent of the maximum
speed of the next higher phase (see Table A4/3) if this phase is added to the
applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this
annex. The vehicle shall be warmed up for at least 20 minutes until stable
conditions are reached.
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Annex B4
Table A4/3
Warming-up and stabilization across phases (as applicable)
90 per cent of maximum

Cycle class Applicable WLTC speed Next higher phase
Class 1 Low1 + Medium1 58 km/h NA

Class 2 Low2 + Medium2 + High2 +
Extra High2 111 km/h NA
Low2 + Medium2 + High2 77 km/h Extra High (111 km/h)
Class 3 Low3 + Medium3 + High3 +
Extra High3 118 km/h NA
Low3 + Medium3 + High3 88 km/h Extra High (118 km/h)
4.2.4.1.3. Criterion for stable condition

Refer to paragraph 4.3.1.4.2. of this annex.
4.3. Measurement and calculation of road load using the coastdown method
The road load shall be determined by using either the stationary anemometry
(paragraph 4.3.1. of this annex) or the on-board anemometry (paragraph 4.3.2.
of this annex) method.
4.3.1. Coastdown method using stationary anemometry
4.3.1.1. Selection of reference speeds for road load curve determination
Reference speeds for road load determination shall be selected according to
paragraph 2.2. of this annex.
4.3.1.2. Data collection
During the test, elapsed time and vehicle speed shall be measured at a
minimum frequency of 10 Hz.
4.3.1.3. Vehicle coastdown procedure
4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.
4.3.1.3.2. During a coastdown run, the transmission shall be in neutral. Any movement
of the steering wheel shall be avoided as much as possible, and the vehicle
brakes shall not be operated.
4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical
precision requirements as specified in paragraph 4.3.1.4.2. of this annex.
4.3.1.3.4. Although it is recommended that each coastdown run should be performed without
interruption, if data cannot be collected in a single run for all the reference speed
points, the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. In this case, the following additional requirements shall apply:
(a) At least one reference speed in each coastdown run shall overlap with
the immediately higher speed range coastdown run. This reference
speed shall be referred to as a split point;
(b) At each overlapped reference speed, the average force of the
immediately lower speed coastdown run shall not deviate from the
average force of the immediately higher speed coastdown run by ±10 N
or ± 5 per cent, whichever is greater;
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Annex B4
(c) Overlapped reference speed data of the lower speed coastdown run shall
be used only for checking criterion (b) and shall be excluded from
evaluation of the statistical precision as defined in paragraph 4.3.1.4.2.
of this annex;
(d) The overlapped speed may be less than 10 km/h but shall not be less
than 5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed
segment to a 10 km/h overlap, or by comparing the average force in the
specific speed range.
4.3.1.3.5. It is recommended that coastdown runs should be conducted successively
without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.
4.3.1.4. Coastdown time measurement
4.3.1.4.1. The coastdown time corresponding to reference speed vj as the elapsed time
from vehicle speed (vj + 5 km/h) to (vj − 5 km/h) shall be measured.
4.3.1.4.2. These measurements shall be carried out in opposite directions until a
minimum of three pairs of measurements have been obtained that satisfy the
statistical precision pj defined in the following equation:
h × σj
pj = ≤ 0.030
√n × ∆t pj
where:
pj is the statistical precision of the measurements made at reference speed
vj;
n is the number of pairs of measurements;
∆t pj is the harmonic average of the coastdown time at reference speed vj in
seconds given by the following equation:
n
∆t pj =
1
∑ni=1
∆t ji
where:
∆t ji is the harmonic average coastdown time of the ith pair of measurements
at velocity vj, seconds, s, given by the following equation:
2
∆t ji = 1 1
( )+ ( )
∆tjai ∆tjbi
where:
∆t jai and ∆t jbi are the coastdown times of the ith measurement at
reference speed vj, in seconds, s, in the respective
directions a and b;
σj is the standard deviation, expressed in seconds, s, defined by:
1
σj= √ ∑ni=1(∆t ji − ∆t pj )²
n−1
h is a coefficient given in Table A4/4.
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Annex B4
Table A4/4
Coefficient h as a function of n
n h n h
3 4.3 17 2.1
4 3.2 18 2.1
5 2.8 19 2.1
6 2.6 20 2.1
7 2.5 21 2.1
8 2.4 22 2.1
9 2.3 23 2.1
10 2.3 24 2.1
11 2.2 25 2.1
12 2.2 26 2.1
13 2.2 27 2.1
14 2.2 28 2.1
15 2.2 29 2.0
16 2.1 30 2.0
4.3.1.4.3. If during a measurement in one direction any external factor or driver action
occurs that obviously influences the road load test, that measurement and the
corresponding measurement in the opposite direction shall be rejected. All the
rejected data and the reason for rejection shall be recorded, and the number of
rejected pairs of measurement shall not exceed 1/3 of the total number of
measurement pairs. In the case of split runs, the rejection criteria shall be
applied at each split run speed range.
Due to uncertainty of data validity and for practical reasons, more than the
minimum number of run pairs required in paragraph 4.3.1.4.2. of this annex
may be performed, but the total number of run pairs shall not exceed 30 runs
including the rejected pairs as described in this paragraph. In this case, data
evaluation shall be carried out as described in paragraph 4.3.1.4.2. of this
annex starting from the first run pair, then including as many consecutive run
pairs as needed to reach the statistical precision on a data set containing no
more than 1/3 of rejected pairs. The remaining run pairs shall be disregarded.
4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the
road load where the harmonic average of the alternate coastdown times shall
be used:
1 2 × ∆v
Fj = × (mav + mr ) ×
3.6 ∆t j
where:
Δv is 5 km/h;
∆t j is the harmonic average of alternate coastdown time measurements at
velocity vj , seconds, s, given by:
2
∆t j = 1 1
+
∆tja ∆tjb
where:
∆t ja and ∆t jb are the harmonic average coastdown times in directions a and b,
respectively, corresponding to reference speed vj , in seconds, s,
given by the following two equations:
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Annex B4
n
∆t ja =
1
∑ni=1
t jai
and:
n
∆t jb = 1 .
∑n
i=1 tjbi
where:
mav is the arithmetic average of the test vehicle masses at the beginning and
end of road load determination, kg;
mr is the equivalent effective mass of rotating components according to
paragraph 2.5.1. of this annex;
The coefficients, f0 , f1 and f2 , in the road load equation shall be calculated with
a least squares regression analysis.
In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient f1 shall be set to zero and the coefficients f0 and
f2 shall be recalculated with a least squares regression analysis.
4.3.1.4.5. Correction to reference conditions
The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected
to reference conditions as specified in paragraph 4.5. of this annex.
4.3.2. Coastdown method using on-board anemometry
The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of
this annex.
4.3.2.1. Additional instrumentation for on-board anemometry
The on-board anemometer and instrumentation shall be calibrated by means of
operation on the test vehicle where such calibration occurs during the warm-
up for the test.
4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to
an accuracy of 0.3 m/s. Vehicle blockage shall be accounted for in the
calibration of the anemometer.
4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative
wind direction (yaw) shall be measured with a resolution of 1 degree and an
accuracy of 3 degrees; the dead band of the instrument shall not exceed
10 degrees and shall be directed towards the rear of the vehicle.
4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for speed and yaw
offset as specified in ISO 10521-1:2006(E) Annex A.
4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as
described in ISO 10521-1:2006(E) Annex A in order to minimise its effect.
4.3.2.2. Selection of vehicle speed range for road load curve determination
The test vehicle speed range shall be selected according to paragraph 2.2. of this
annex.
During the procedure, elapsed time, vehicle speed, and air velocity (speed,
direction) relative to the vehicle, shall be measured at a minimum frequency
of 5 Hz. Ambient temperature shall be synchronised and sampled at a
minimum frequency of 0.1 Hz.
4.3.2.4. Vehicle coastdown procedure
The measurements shall be carried out in run pairs in opposite directions until
a minimum of ten consecutive runs (five pairs) have been obtained. Should an
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Annex B4
individual run fail to satisfy the required on-board anemometry test conditions,
that pair, i.e. that run and the corresponding run in the opposite direction, shall
be rejected. All valid pairs shall be included in the final analysis with a
minimum of 5 pairs of coastdown runs. See paragraph 4.3.2.6.10. of this annex
for statistical validation criteria.
The anemometer shall be installed in a position such that the effect on the
operating characteristics of the vehicle is minimised.
The anemometer shall be installed according to one of the options below:
(a) Using a boom approximately 2 metres in front of the vehicle’s forward
aerodynamic stagnation point;
(b) On the roof of the vehicle at its centreline. If possible, the anemometer
shall be mounted within 30 cm from the top of the windshield;
(c) On the engine compartment cover of the vehicle at its centreline,
mounted at the midpoint position between the vehicle front and the base
of the windshield.
In all cases, the anemometer shall be mounted parallel to the road surface. In
the event that positions (b) or (c) are used, the coastdown results shall be
analytically adjusted for the additional aerodynamic drag induced by the
anemometer. The adjustment shall be made by testing the coastdown vehicle
in a wind tunnel both with and without the anemometer installed in the same
position as used on the track., The calculated difference shall be the
incremental aerodynamic drag coefficient CD combined with the frontal area,
which shall be used to correct the coastdown results.
4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.
4.3.2.4.2. During a coastdown run, the transmission shall be in neutral. Any steering
wheel movement shall be avoided as much as possible, and the vehicle’s brakes
shall not be operated.
4.3.2.4.3. Although it is recommended that each coastdown run be performed without
interruption, if data cannot be collected in a single run for all the reference speed
points the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. For split runs, the following additional requirements shall apply:
(a) At least one reference speed in each coastdown run shall overlap with the
immediately higher speed range coastdown run. This reference speed shall
be referred to as a split point;
(b) At each overlapped reference speed, the average force of the immediately
lower speed coastdown run shall not deviate from the average force of the
immediately higher speed range coastdown run by ±10 N or ±5 per cent,
whichever is greater;
(c) Overlapped reference speed data of the lower speed coastdown run shall be
used only for checking criterion (b) and shall be excluded from evaluation
of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex;
(d) The overlapped speed may be less than 10 km/h but shall not be less than
5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed
segment to a 10 km/h overlap, or by comparing the average force in the
specific speed range.
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Annex B4
4.3.2.4.4. It is recommended that coastdown runs should be conducted successively

without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.
4.3.2.5. Determination of the equation of motion
Symbols used in the on-board anemometer equations of motion are listed in
Table A4/5.
Table A4/5
Symbols used in the on-board anemometer equations of motion
Symbol Units Description
Af m2 frontal area of the vehicle

a0 … an degrees-1 aerodynamic drag coefficients as a function of yaw angle
Am N mechanical drag coefficient
Bm N/(km/h) mechanical drag coefficient
Cm
N/(km/h)2 mechanical drag coefficient
CD (Y) aerodynamic drag coefficient at yaw angle Y
D N drag
Daero N aerodynamic drag
Df N front axle drag (including driveline)
Dgrav N gravitational drag
Dmech N mechanical drag
Dr N rear axle drag (including driveline)
Dtyre N tyre rolling resistance
(dh/ds) sine of the slope of the track in the direction of travel (+ indicates
- ascending)
(dv/dt) m/s2 acceleration
g m/s2 gravitational constant
mav kg arithmetic average mass of the test vehicle before and after road
load determination
me kg effective vehicle mass including rotating components
ρ kg/m3 air density

t s time
T K Temperature
v km/h vehicle speed
vr km/h relative wind speed
Y degrees yaw angle of apparent wind relative to direction of vehicle travel
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Annex B4
4.3.2.5.1. General form

The general form of the equation of motion is as follows:
dv
−me ( ) = Dmech + Daero + Dgrav
dt
where:
Dmech = Dtyre + Df + Dr ;
1
Daero = ( ) ρCD (Y)Af vr2 ;
2
dh
Dgrav = m × g × ( )
ds
In the case that the slope of the test track is equal to or less than 0.1 per cent
over its length, Dgrav may be set to zero.
4.3.2.5.2. Mechanical drag modelling
Mechanical drag consisting of separate components representing tyre Dtyre and
front and rear axle frictional losses Df and Dr (including transmission losses)
shall be modelled as a three-term polynomial as a function of vehicle speed v
as in the equation below:
Dmech = Am + Bm v + Cm v 2
where Am , Bm , and Cm are determined in the data analysis using the least
squares method. These constants reflect the combined driveline and tyre drag.
matrix family, the coefficient Bm shall be set to zero and the coefficients Am
and Cm shall be recalculated with a least squares regression analysis.
4.3.2.5.3. Aerodynamic drag modelling
The aerodynamic drag coefficient CD (Y) shall be modelled as a four-term
polynomial as a function of yaw angle Y as in the equation below:
CD (Y) = a 0 + a1 Y + a 2 Y 2 + a 3 Y 3 + a 4 Y 4
a 0 to a 4 are constant coefficients whose values are determined in the data
analysis.
The aerodynamic drag shall be determined by combining the drag coefficient
with the vehicle’s frontal area Af and the relative wind velocity vr :.
1
Daero = ( ) × ρ × Af × vr2 × CD (Y)
2
1
Daero = ( ) × ρ × Af × vr2 (a 0 + a1 Y + a 2 Y 2 + a 3 Y 3 + a 4 Y 4 )
2
4.3.2.5.4. Final equation of motion

Through substitution, the final form of the equation of motion becomes:
dv 1 dh
-me ( ) = Am + Bm v + Cm v 2 + ( ) × ρ × Af × vr2 (a0 + a1 Y + a2 Y 2 + a3 Y 3 + a4 Y 4 ) + (m × g × )
dt 2 ds
4.3.2.6. Data reduction

A three-term equation shall be generated to describe the road load force as a
function of velocity, F = A + Bv + Cv 2 , corrected to standard ambient
temperature and pressure conditions, and in still air. The method for this
analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive
of this annex.
4.3.2.6.1. Determining calibration coefficients
If not previously determined, calibration factors to correct for vehicle blockage
shall be determined for relative wind speed and yaw angle. Vehicle speed v,
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Annex B4
relative wind velocity vr and yaw Y measurements during the warm-up phase
of the test procedure shall be recorded. Paired runs in alternate directions on
the test track at a constant velocity of 80 km/h shall be performed, and the
arithmetic average values of v, vr and Y for each run shall be determined.
Calibration factors that minimize the total errors in head and cross winds over
all the run pairs, i.e. the sum of (headi – headi+1 )2 , etc., shall be selected
where headi and headi+1 refer to wind speed and wind direction from the
paired test runs in opposing directions during the vehicle warm-up/stabilization
prior to testing.
4.3.2.6.2. Deriving second by second observations
dh dv
From the data collected during the coastdown runs, values for v, ( ) ( ), vr2 ,
ds dt
and Y shall be determined by applying calibration factors obtained in
paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this annex. Data filtering shall be used
to adjust samples to a frequency of 1 Hz.
4.3.2.6.3. Preliminary analysis
Using a linear least squares regression technique, all data points shall be
analysed at once to determine Am , Bm , Cm , a 0 , a1, a 2 , a 3 and a 4 given
dh dv
me , ( ) , ( ) , v, vr , and ρ.
ds dt
4.3.2.6.4. Data outliers

dv
A predicted force me ( ) shall be calculated and compared to the observed
dt
data points. Data points with excessive deviations, e.g., over three standard
deviations, shall be flagged.
4.3.2.6.5. Data filtering (optional)
Appropriate data filtering techniques may be applied and the remaining data
points shall be smoothed out.
4.3.2.6.6. Data elimination
Data points gathered where yaw angles are greater than ±20 degrees from the
direction of vehicle travel shall be flagged. Data points gathered where relative
wind is less than + 5 km/h (to avoid conditions where tailwind speed is higher
than vehicle speed) shall also be flagged. Data analysis shall be restricted to
vehicle speeds within the speed range selected according to paragraph 4.3.2.2.
of this annex.
4.3.2.6.7. Final data analysis
All data that has not been flagged shall be analysed using a linear least squares
dh dv
regression technique. Given me , ( ) , ( ) , v, vr , and ρ, Am, Bm, Cm, a0, a1, a2,
ds dt
a3 and a4 shall be determined.
4.3.2.6.8. Constrained analysis (optional)
To better separate the vehicle aerodynamic and mechanical drag, a constrained
analysis may be applied such that the vehicle’s frontal area Af and the drag
coefficient CD may be fixed if they have been previously determined.
Equations of motion shall be corrected to reference conditions as specified in
4.3.2.6.10. Statistical criteria for on-board anemometry
The exclusion of each single pair of coastdown runs shall change the calculated
road load for each coastdown reference speed vj less than the convergence
requirement, for all i and j:
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Annex B4
0.030
∆Fi (vj )/F(vj ) ≤
√n−1
where:
∆Fi (vj ) is the difference between the calculated road load with all
coastdown runs and the calculated road load with the ith pair of
coastdown runs excluded, N;
F(vj ) is the calculated road load with all coastdown runs included, N;
vj is the reference speed, km/h;
n is the number of pairs of coastdown runs, all valid pairs are included.
In the case that the convergence requirement is not met, pairs shall be removed
from the analysis, starting with the pair giving the highest change in calculated
road load, until the convergence requirement is met, as long as a minimum of
5 valid pairs are used for the final road load determination.
4.4. Measurement and calculation of running resistance using the torque meter
method
As an alternative to the coastdown methods, the torque meter method may also
be used in which the running resistance is determined by measuring wheel
torque on the driven wheels at the reference speed points for time periods of at
least 5 seconds.
4.4.1. Installation of torque meters
Wheel torque meters shall be installed between the wheel hub and the wheel
of each driven wheel, measuring the required torque to keep the vehicle at a
constant speed.
The torque meter shall be calibrated on a regular basis, at least once a year,
traceable to national or international standards, in order to meet the required
accuracy and precision.
4.4.2. Procedure and data sampling
4.4.2.1. Selection of reference speeds for running resistance curve determination
Reference speed points for running resistance determination shall be selected
according to paragraph 2.2. of this annex.
The reference speeds shall be measured in descending order. At the request of the
manufacturer, there may be stabilization periods between measurements but the
stabilization speed shall not exceed the speed of the next reference speed.
Data sets consisting of actual speed vji actual torque Cji and time over a period
of at least 5 seconds shall be measured for every vj at a sampling frequency of
at least 10 Hz. The data sets collected over one time period for a reference
speed vj shall be referred to as one measurement.
4.4.2.3. Vehicle torque meter measurement procedure
Prior to the torque meter method test measurement, a vehicle warm-up shall be
performed according to paragraph 4.2.4. of this annex.
During test measurement, steering wheel movement shall be avoided as much
as possible, and the vehicle brakes shall not be operated.
The test shall be repeated until the running resistance data satisfy the measurement
precision requirements as specified in paragraph 4.4.3.2. of this annex.
4.4.2.4. Velocity deviation
During a measurement at a single reference speed point, the velocity deviation
from the arithmetic average velocity (vji-vjm) calculated according to
paragraph 4.4.3. of this annex, shall be within the values in Table A4/6.
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Annex B4
Additionally, the arithmetic average velocity vjm at every reference speed point
shall not deviate from the reference speed vj by more than ±1 km/h or
2 per cent of the reference speed vj, whichever is greater.
Table A4/6
Velocity deviation
Time period, s Velocity deviation, km/h
5 - 10 ±0.2
10 - 15 ±0.4
15 - 20 ±0.6
20 - 25 ±0.8
25 - 30 ±1.0
≥ 30 ±1.2
4.4.2.5. Atmospheric temperature

Tests shall be performed under the same temperature conditions as defined in
paragraph 4.1.1.2. of this annex.
4.4.3. Calculation of arithmetic average velocity and arithmetic average torque
4.4.3.1. Calculation process
Arithmetic average velocity vjm , km/h, and arithmetic average torque Cjm , in
Nm, of each measurement shall be calculated from the data sets collected
according to the requirements of paragraph 4.4.2.2. of this annex using the
following equations:
1
vjm = ∑ki=1 vji
k
and
1
Cjm = ∑ki=1 Cji − Cjs
k
where:
vji is the actual vehicle speed of the ith data set at reference speed point
j, km/h;
k is the number of data sets in a single measurement;
Cji is the actual torque of the ith data set, Nm;
Cjs is the compensation term for speed drift, Nm, given by the following
equation:
Cjs = (mst + mr ) × αj rj .
Cjs
1 k shall be no greater than 0.05 and may be disregarded if αj is not
∑ C
k i=1 ji
greater than ±0.005 m/s2;
mst is the test vehicle mass at the start of the measurements and shall be
measured immediately before the warm-up procedure and no earlier,
kg;
paragraph 2.5.1. of this annex, kg;
rj is the dynamic radius of the tyre determined at a reference point of
80 km/h or at the highest reference speed point of the vehicle if this
speed is lower than 80 km/h, calculated using the following equation:
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Annex B4
1 vjm
rj = ×
3.6 2 × πn
where:
n is the rotational frequency of the driven tyre, s -1;
αj is the arithmetic average acceleration, m/s2, calculated using the
following equation:
1 k ∑ki=1 t i vji − ∑ki=1 t i ∑ki=1 vji
∝j = × 2
3.6 k × ∑k t 2 − [∑k t ]
i=1 i i=1 i
where:
ti is the time at which the ith data set was sampled, s.
4.4.3.2. Measurement precision
The measurements shall be carried out in opposite directions until a minimum
of three pairs of measurements at each reference speed vi have been obtained,
for which C̅j satisfies the precision ρj according to the following equation:
h×s
ρj = ≤ 0.030
√n × C̅j
where:
n is the number pairs of measurements for Cjm ;
C̅j is the running resistance at the speed vj , Nm, given by the equation:
1
C̅j = ∑ni=1 Cjmi
n
where:
Cjmi is the arithmetic average torque of the ith pair of measurements at speed
vj , Nm, and given by:
1
Cjmi = × (Cjmai + Cjmbi )
2
where:
Cjmai and Cjmbi are the arithmetic average torques of the ith measurement at
speed vj determined in paragraph 4.4.3.1. of this annex for
each direction, a and b respectively, Nm;
s is the standard deviation, Nm, calculated using the following equation:
k
1 2
s=√ ∑(Cjmi − C̅j )
k−1
i=1
h is a coefficient as a function of n as given in Table A4/4 in

paragraph 4.3.1.4.2. of this annex.
4.4.4. Running resistance curve determination
The arithmetic average speed and arithmetic average torque at each reference
speed point shall be calculated using the following equations:
Vjm = ½ × (vjma + vjmb)
Cjm = ½ × (Cjma +Cjmb)
The following least squares regression curve of arithmetic average running
resistance shall be fitted to all the data pairs (vjm , Cjm ) at all reference speeds
described in paragraph 4.4.2.1. of this annex to determine the coefficients c 0,
c1 and c2.
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Annex B4
The coefficients, c0 , c1 and c2 , as well as the coastdown times measured on the

chassis dynamometer (see paragraph 8.2.4. of this annex) shall be recorded.
matrix family, the coefficient c1 shall be set to zero and the coefficients c0 and
c2 shall be recalculated with a least squares regression analysis.
4.5. Correction to reference conditions and measurement equipment
4.5.1. Air resistance correction factor
The correction factor for air resistance K2 shall be determined using the
following equation:
T 100 kPa
K2 = ×
293 K P
where:
T is the arithmetic average atmospheric temperature of all individual runs,
Kelvin (K);
P is the arithmetic average atmospheric pressure, kPa.
4.5.2. Rolling resistance correction factor
The correction factor K 0 for rolling resistance, in Celsius-1 (°C-1), may be
determined based on empirical data and approved by the responsible authority
for the particular vehicle and tyre combination to be tested, or may be assumed
to be as follows:
K 0 = 8.6 × 10−3 °C −1
4.5.3. Wind correction
4.5.3.1. Wind correction when using stationary anemometry
Wind correction may be waived when the arithmetic average wind speed for
each valid run pair is 2 m/s or less. In the case that wind speed is measured at
more than one part of the test track, such as when the test is performed on an
oval test track (see paragraph 4.1.1.1.1. of this annex), the wind speed shall be
averaged at each measurement location and the higher of two average wind
speeds shall be used to determine whether a wind speed correction is to be
applied or may be waived.
4.5.3.1.1. The wind correction resistance w1 for the coastdown method or w2 for the
torque meter method shall be calculated using the following equations:
w1 = 3.62 × f2 × vw
2
or: w2 = 3.62 × c2 × vw
2
where:
w1 is the wind correction resistance for the coastdown method, N;
f2 is the coefficient of the aerodynamic term determined according to
paragraph 4.3.1.4.4. of this annex;
vw in the case that wind speed is measured at only one point, v w is the
arithmetic average vector component of the wind speed parallel to the
test road during all valid run pairs m/s;
vw in the case that the wind speed is measured at two points, vw is the lower
of the two arithmetic average vector components of the wind speed
parallel to the test road during all valid run pairs, m/s;
w2 is the wind correction resistance for the torque meter method, Nm;
c2 is the coefficient of the aerodynamic term for the torque meter method
determined according to paragraph 4.4.4. of this annex.
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Annex B4
4.5.3.2. Wind correction when using on-board anemometry

In the case that the coastdown method is based on on-board anemometry, w1
and w2 in the equations in paragraph 4.5.3.1.1. of this annex shall be set to zero,
as the wind correction is already applied according to paragraph 4.3.2. of this
annex.
4.5.4. Test mass correction factor
The correction factor K1 for the test mass of the test vehicle shall be determined
TM
K1 = (1 − )
mav
where:
TM is the test mass of the test vehicle, kg;
mav is the arithmetic average of the test vehicle masses at the
beginning and end of road load determination, kg.
4.5.5. Road load curve correction
4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected
to reference conditions as follows:
F ∗ = ((f0 (1 − K1 ) − w1 ) + f1 v) × (1 + K 0 (T − 20)) + K 2 f2 v 2
where:
F∗ is the corrected road load, N;
f0 is the constant road load coefficient, N;
f1 is the first order road load coefficient, N/(km/h);
f2 is the second order road load coefficient, N/(km/h) 2;
K0 is the correction factor for rolling resistance as defined in
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex;
K2 is the correction factor for air resistance as defined in paragraph 4.5.1.
of this annex;
T is the arithmetic average atmospheric temperature during all valid run
pairs, °C;
v is vehicle velocity, km/h;
w1 is the wind resistance correction as defined in paragraph 4.5.3. of this
annex, N.
The result of the calculation below shall be used as the target road load
coefficient At in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:
((f0 (1 − K1 ) − w1 )) × (1 + K 0 (T − 20)).
coefficient Bt in the calculation of the chassis dynamometer load setting
(f1 × (1 + K0 × (T-20))).
coefficient Ct in the calculation of the chassis dynamometer load setting
(K2 × f2).
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Annex B4
4.5.5.2. The curve determined in paragraph 4.4.4. of this annex shall be corrected to
reference conditions and measurement equipment installed according to the
following procedure.
C ∗ = ((c0 (1 − K1 ) − w2 ) + c1 v) × (1 + K 0 (T − 20)) + K 2 f2 v 2
where:
C∗ is the corrected running resistance, Nm;
c0 is the constant term as determined in paragraph 4.4.4. of this annex,
Nm;
c1 is the coefficient of the first order term as determined in
paragraph 4.4.4. of this annex, Nm/(km/h);
c2 is the coefficient of the second order term as determined in
paragraph 4.4.4. of this annex, Nm/(km/h)2;
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex;
K2 is the correction factor for air resistance as defined in paragraph 4.5.1.
of this annex;
v is the vehicle velocity, km/h;
T is the arithmetic average atmospheric temperature during all valid run
pairs, °C;
w2 is the wind correction resistance as defined in paragraph 4.5.3. of this
annex.
4.5.5.2.2. Correction for installed torque meters
If the running resistance is determined according to the torque meter method,
the running resistance shall be corrected for effects of the torque measurement
equipment installed outside the vehicle on its aerodynamic characteristics.
The running resistance coefficient c2 shall be corrected using the following
equation:
c2corr = K2 × c2 × (1 + (∆(CD × Af))/(CD’ × Af’))
where:
∆(CD × Af) = (CD × Af) - (CD’ × Af’) ;
CD’ × Af’ is the product of the aerodynamic drag coefficient multiplied by the
frontal area of the vehicle with the torque meter measurement
equipment installed measured in a wind tunnel fulfilling the criteria
of paragraph 3.2. of this annex, m²;
CD × Af is the product of the aerodynamic drag coefficient multiplied by the
frontal area of the vehicle with the torque meter measurement
equipment not installed measured in a wind tunnel fulfilling the
criteria of paragraph 3.2. of this annex, m².
4.5.5.2.3. Target running resistance coefficients
The result of the calculation below shall be used as the target running resistance
coefficient at in the calculation of the chassis dynamometer load setting
((c0 (1 − K1 ) − w2 )) × (1 + K 0 (T − 20)).
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Annex B4
coefficient bt in the calculation of the chassis dynamometer load setting
(c1 × (1 + K0 × (T-20))).
coefficient ct in the calculation of the chassis dynamometer load setting
(c2corr × r).
5. Method for the calculation of road load or running resistance based on vehicle
parameters
5.1. Calculation of road load and running resistance for vehicles based on a
representative vehicle of a road load matrix family
If the road load of the representative vehicle is determined according to a
coastdown method described in paragraph 4.3. of this annex or according to
the wind tunnel method described in paragraph 6. of this annex, the road load
of an individual vehicle shall be calculated according to paragraph 5.1.1. of
this annex.
If the running resistance of the representative vehicle is determined according
to the torque meter method described in paragraph 4.4. of this annex, the
running resistance of an individual vehicle shall be calculated according to
5.1.1. For the calculation of the road load of vehicles of a road load matrix family,
the vehicle parameters described in paragraph 4.2.1.4. of this annex and the
road load coefficients of the representative test vehicle determined in
paragraph 4.3. of this annex shall be used.
5.1.1.1. The road load force for an individual vehicle shall be calculated using the
following equation:
Fc = f0 + (f1 × v) + (f2 × v 2 )
where:
Fc is the calculated road load force as a function of vehicle velocity, N;
f0 is the constant road load coefficient, N, defined by the equation:
RR – RRr
f0 = Max((0.05 × f0r + 0.95 × (f0r × TM/TMr + ( ) × 9.81 × TM));
1000
RR – RRr
(0.2 × f0r + 0.8 × (f0r × TM/TMr + ( ) × 9.81 × TM)))
1000
f0r is the constant road load coefficient of the representative vehicle of the
road load matrix family, N;
f1 is the first order road load coefficient, N/(km/h), and shall be set to
zero;
f2 is the second order road load coefficient, N/(km/h)², defined by the
equation:
f2 = Max((0.05 × f2r + 0.95 × f2r × Af / Afr); (0.2 × f2r + 0.8 × f2r × Af / Afr))
f2r is the second order road load coefficient of the representative vehicle of
the road load matrix family, N/(km/h)²;
v is the vehicle speed, km/h;
TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;
TMr is the test mass of the representative vehicle of the road load matrix
family, kg;
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Annex B4
Af is the frontal area of the individual vehicle of the road load matrix
family, m²,
Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;
RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;
RRr is the tyre rolling resistance of the representative vehicle of the road
load matrix family, kg/tonne.
For the tyres fitted to an individual vehicle, the value of the rolling resistance
RR shall be set to the class value of the applicable tyre energy efficiency class
according to Table A4/2 of Annex B4.
If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used, calculated using the equation in
paragraph 3.2.3.2.2.2. of Annex B7.
If the same tyres were fitted to test vehicles L and H, the value of RRind when
using the interpolation method shall be set to RRH.
5.1.2. For the calculation of the running resistance of vehicles of a road load matrix
family, the vehicle parameters described in paragraph 4.2.1.4. of this annex
and the running resistance coefficients of the representative test vehicle
determined in paragraph 4.4. of this annex shall be used.
5.1.2.1. The running resistance for an individual vehicle shall be calculated using the
following equation:
Cc = c0 + c1 × v + c2 × v 2
where:
Cc is the calculated running resistance as a function of vehicle velocity,
Nm;
c0 is the constant running resistance coefficient, Nm, defined by the
equation:
RR – RRr
c0 = r’/1.02 × Max((0.05 × 1.02 × c0r/r’ + 0.95 × (1.02 × c0r/r’ × TM/TMr + ( ) × 9.81 × TM));
1000
RR – RRr
(0.2 × 1.02 × c0r/r’ + 0.8 × (1.02 × c0r/r’ × TM/TMr + ( ) × 9.81 × TM)))
1000
c0r is the constant running resistance coefficient of the representative

vehicle of the road load matrix family, Nm;
c1 is the first order running resistance coefficient, Nm/(km/h), and shall be
set to zero;
c2 is the second order running resistance coefficient, Nm/(km/h)², defined
by the equation:
c2 = r’/1.02 × Max((0.05 × 1.02 × c2r/r’ + 0.95 × 1.02 × c2r/r’ × Af / Afr); (0.2 × 1.02 × c2r/r’ + 0.8 × 1.02 ×c2r/r’ × Af / Afr))
c2r is the second order running resistance coefficient of the representative

vehicle of the road load matrix family, N/(km/h) 2;
TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;
TMr is the test mass of the representative vehicle of the road load matrix
family, kg;
Af is the frontal area of the individual vehicle of the road load matrix
family, m²;
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Annex B4
Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;
RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;
RRr is the tyre rolling resistance of the representative vehicle of the road
load matrix family, kg/tonne;
r’ is the dynamic radius of the tyre on the chassis dynamometer obtained
at 80 km/h, m;
1.02 is an approximate coefficient compensating for drivetrain losses.
5.2. Calculation of the default road load based on vehicle parameters
5.2.1. As an alternative for determining road load with the coastdown or torque meter
method, a calculation method for default road load may be used.
For the calculation of a default road load based on vehicle parameters, several
parameters such as test mass, width and height of the vehicle shall be used.
The default road load Fc shall be calculated for the reference speed points.
5.2.2. The default road load force shall be calculated using the following equation:
Fc = f0 + (f1 × v) + (f2 × v 2 )
where:
Fc is the calculated default road load force as a function of vehicle
velocity, N;
f0 is the constant road load coefficient, N, defined by the following
equation:
f0 = 0.140 × TM;
f1 is the first order road load coefficient, N/(km/h), and shall be set to
zero;
f2 is the second order road load coefficient, N/(km/h)2, defined by the
following equation:
f2 = (2.8 × 10−6 × TM) + (0.0170 × width × height);
v is vehicle velocity, km/h;
TM test mass, kg;
width vehicle width as defined in 6.2. of Standard ISO 612:1978, m;
height vehicle height as defined in 6.3. of Standard ISO 612:1978, m.
6. Wind tunnel method
The wind tunnel method is a road load measurement method using a
combination of a wind tunnel and a chassis dynamometer or of a wind tunnel
and a flat belt dynamometer. The test benches may be separate facilities or
integrated with one another.
6.1. Measurement method
6.1.1. The road load shall be determined by:
(a) Adding the road load forces measured in a wind tunnel and those
measured using a flat belt dynamometer; or
(b) Adding the road load forces measured in a wind tunnel and those
measured on a chassis dynamometer.
6.1.2. Aerodynamic drag shall be measured in the wind tunnel.
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Annex B4
6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a
chassis dynamometer, measuring the front and rear axles simultaneously.
6.2. Approval of the facilities by the responsible authority
The results of the wind tunnel method shall be compared to those obtained
using the coastdown method to demonstrate qualification of the facilities and
recorded.
6.2.1. Three vehicles shall be selected by the responsible authority. The vehicles shall
cover the range of vehicles (e.g. size, weight) planned to be measured with the
facilities concerned.
6.2.2. Two separate coastdown tests shall be performed with each of the three
vehicles according to paragraph 4.3. of this annex, and the resulting road load
coefficients, f0, f1 and f2, shall be determined according to that paragraph and
corrected according to paragraph 4.5.5. of this annex. The coastdown test result
of a test vehicle shall be the arithmetic average of the road load coefficients of
its two separate coastdown tests. If more than two coastdown tests are
necessary to fulfil the approval of facilities' criteria, all valid tests shall be
averaged.
6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7.
inclusive of this annex shall be performed on the same three vehicles as
selected in paragraph 6.2.1. of this annex and in the same conditions, and the
resulting road load coefficients, f0, f1 and f2, shall be determined.
If the manufacturer chooses to use one or more of the available alternative
procedures within the wind tunnel method (i.e. paragraph 6.5.2.1. on
preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, including
paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be
used also for the approval of the facilities.
6.2.4. Approval criteria
The facility or combination of facilities used shall be approved if both of the
following two criteria are fulfilled:
(a) The difference in cycle energy, expressed as εk, between the wind
tunnel method and the coastdown method shall be within ±0.05 for each
of the three vehicles k according to the following equation:
Ek,WTM
εk = −1
Ek,coastdown
where:
εk is the difference in cycle energy over a complete Class 3 WLTC
for vehicle k between the wind tunnel method and the coastdown
method, per cent;
Ek,WTM is the cycle energy over a complete Class 3 WLTC for vehicle
k, calculated with the road load derived from the wind tunnel
method (WTM) calculated according to paragraph 5. of
Annex B7, J;
Ek,coastdown is the cycle energy over a complete Class 3 WLTC for vehicle
k, calculated with the road load derived from the coastdown
method calculated according to paragraph 5. of Annex B7, J.;
and
(b) The arithmetic average x̅ of the three differences shall be within 0.02.
ε1 + ε2 + ε3
x̅ = | |
3
The approval shall be recorded by the responsible authority including

measurement data and the facilities concerned.
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Annex B4
The facility may be used for road load determination for a maximum of two
years after the approval has been granted.
Each combination of roller chassis dynamometer or moving belt and wind
tunnel shall be approved separately.
Every combination of wind speeds (see paragraph 6.4.3. of this annex) used
for the determination of road load values shall be validated separately.
6.3. Vehicle preparation and temperature
Conditioning and preparation of the vehicle shall be performed according to
paragraphs 4.2.1. and 4.2.2. of this annex and applies to both the flat belt or
roller chassis dynamometers and the wind tunnel measurements.
In the case that the alternative warm-up procedure described in
paragraph 6.5.2.1. of this annex is applied, the target test mass adjustment, the
weighing of the vehicle and the measurement shall all be performed without
the driver in the vehicle.
The flat belt or the chassis dynamometer test cells shall have a temperature set
point of 20 °C with a tolerance of ±3 °C. At the request of the manufacturer,
the set point may also be 23 °C with a tolerance of ±3 °C.
6.4. Wind tunnel procedure
6.4.1. Wind tunnel criteria
The wind tunnel design, test methods and the corrections shall provide a value
of (CD × Af) representative of the on-road (CD × Af) value and with a
repeatability of ±0.015 m².
For all (CD × Af) measurements, the wind tunnel criteria listed in paragraph 3.2.
of this annex shall be met with the following modifications:
(a) The solid blockage ratio described in paragraph 3.2.4. of this annex
shall be less than 25 per cent;
(b) The belt surface contacting any tyre shall exceed the length of that tyre's
contact area by at least 20 per cent and shall be at least as wide as that
contact patch;
(c) The standard deviation of total air pressure at the nozzle outlet
described in paragraph 3.2.8. of this annex shall be less than 1 per cent;
(d) The restraint system blockage ratio described in paragraph 3.2.10. of
this annex shall be less than 3 per cent;
(e) Additionally to the requirement defined in paragraph 3.2.11. of this
annex, when measuring Class 1 vehicles, the precision of the measured
force shall not exceed ±2.0 N.
6.4.2. Wind tunnel measurement
The vehicle shall be in the condition described in paragraph 6.3. of this annex.
The vehicle shall be placed parallel to the longitudinal centre line of the tunnel
with a maximum tolerance of ±10 mm.
The vehicle shall be placed with a yaw angle of 0 ° within a tolerance of ±0.1°.
Aerodynamic drag shall be measured for at least for 60 seconds and at a
minimum frequency of 5 Hz. Alternatively, the drag may be measured at a
minimum frequency of 1 Hz and with at least 300 subsequent samples. The
result shall be the arithmetic average of the drag.
Prior to a test it shall be checked that at the aerodynamic force measured at a
wind speed of 0 km/h yields a result equal to 0 Newtons.
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Annex B4
In the case that the vehicle has movable aerodynamic body parts,
paragraph 4.2.1.5. of this annex shall apply. Where movable parts are velocity-
dependent, every applicable position shall be measured in the wind tunnel and
evidence shall be provided to the responsible authority indicating the
relationship between reference speed, movable part position, and the
corresponding (CD × Af).
6.4.3. Wind speeds for wind tunnel measurement
The aerodynamic force shall be measured at two wind speeds under the
following speed conditions:
(a) Class 1 vehicles
Lower wind speed vlow to measure aerodynamic force shall be
vlow < 80 km/h;
Higher wind speed vhigh shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km/h).
(b) Class 2 and 3 vehicles
Lower wind speed vlow to measure aerodynamic force shall be
80 km/h ≤ vlow ≤ 100 km/h;
Higher wind speed shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km).
6.5. Flat belt applied for the wind tunnel method
6.5.1. Flat belt criteria
6.5.1.1. Description of the flat belt test bench
The wheels shall rotate on flat belts that do not change the rolling
characteristics of the wheels compared to those on the road. The measured
forces in the x-direction shall include the frictional forces in the drivetrain.
6.5.1.2. Vehicle restraint system
The dynamometer shall be equipped with a centring device aligning the vehicle
within a tolerance of ±0.5 degrees of rotation around the z-axis. The restraint
system shall maintain the centred drive wheel position throughout the coastdown
runs of the road load determination within the following limits:
6.5.1.2.1. Lateral position (y-axis)
The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.
6.5.1.2.2. Front and rear position (x-axis)
Additional to the requirement of paragraph 6.5.1.2.1. of this annex, both wheel
axes shall be within ±10 mm of the belt’s lateral centre lines.
6.5.1.2.3. Vertical force
The restraint system shall be designed so as to impose no vertical force on the
drive wheels.
6.5.1.3. Accuracy of measured forces
Only the reaction force for turning the wheels shall be measured. No external forces
shall be included in the result (e.g. force of the cooling fan air, vehicle restraints,
aerodynamic reaction forces of the flat belt, dynamometer losses, etc.).
The force in the x-direction shall be measured with an accuracy of ±5 N.
6.5.1.4. Flat belt speed control
The belt speed shall be controlled with an accuracy of ±0.1 km/h.
6.5.1.5. Flat belt surface
The flat belt surface shall be clean, dry and free from foreign material that
might cause tyre slippage.
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Annex B4
6.5.1.6. Cooling
A current of air of variable speed shall be blown towards the vehicle. The set
point of the linear velocity of the air at the blower outlet shall be equal to the
corresponding dynamometer speed above measurement speeds of 5 km/h. The
linear velocity of the air at the blower outlet shall be within ±5 km/h or
±10 per cent of the corresponding measurement speed, whichever is greater.
6.5.2. Flat belt measurement
The measurement procedure may be performed according to either
paragraph 6.5.2.2. or paragraph 6.5.2.3. of this annex.
6.5.2.1. Preconditioning
The vehicle shall be conditioned on the dynamometer as described in
paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this annex.
The dynamometer load setting Fd for the preconditioning shall be:
Fd = a d + (bd × v) + (cd × v 2 )
where in the case of applying paragraph 6.7.2.1:
ad = 0
bd = f1a;
cd = f2a
or, where in the case of applying paragraph 6.7.2.2.:
ad = 0
bd = 0
𝜌0 1
𝑐𝑑 = (𝐶𝐷 × 𝐴𝑓 ) × ×
2 3.62
The equivalent inertia of the dynamometer shall be the test mass.
The aerodynamic drag used for the load setting shall be taken from
paragraph 6.7.2. of this annex and may be set directly as input. Otherwise, a d,
bd, and cd from this paragraph shall be used.
At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of
this annex, the warm-up may be conducted by driving the vehicle with the flat
belt.
In this case, the warm-up speed shall be 110 per cent of the maximum speed
of the applicable WLTC. The warm up is considered complete when the
vehicle has been driven for at least 1,200 seconds and the change of measured
force over a period of 200 seconds is less than 5 N.
6.5.2.2. Measurement procedure with stabilised speeds
6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed
point.
6.5.2.2.2. Immediately after the measurement at the previous speed point, the
deceleration from the current to the next applicable reference speed point shall
be performed in a smooth transition of approximately 1 m/s².
6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a
maximum of 10 seconds. The measurement equipment shall ensure that the
signal of the measured force is stabilised after that period.
6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while
the vehicle speed is kept constant. The resulting force for that reference speed
point FjDyno shall be the arithmetic average of the force during the
measurement.
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Annex B4
6.5.2.2.5. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. inclusive of this annex shall be
repeated for each reference speed.
6.5.2.3. Measurement procedure by deceleration
6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to
paragraph 6.5.2.1. of this annex. Prior to each coastdown, the vehicle shall be
driven at the highest reference speed or, in the case that the alternative warm-
up procedure is used at 110 per cent of the highest reference speed, for at least
1 minute. The vehicle shall be subsequently accelerated to at least 10 km/h
above the highest reference speed and the coastdown shall be started
immediately.
6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to
4.3.1.4.4. inclusive of this annex but excluding paragraph 4.3.1.4.2., where
∆t ja and ∆t jb are replaced by ∆t j . The measurement shall be stopped after two
decelerations if the force of both coastdowns at each reference speed point is
within ±10 N, otherwise at least three coastdowns shall be performed using the
criteria set out in paragraph 4.3.1.4.2. of this annex.
6.5.2.3.3. The force fjDyno at each reference speed vj shall be calculated by removing the
dynamometer set force:
fjDyno = fjDecel − fdj
where:
fjDecel is the force determined according to the equation calculating Fj in
paragraph 4.3.1.4.4. of this annex at reference speed point j, N;
fdj is the force determined to the equation calculating Fd in
paragraph 6.5.2.1. of this annex at reference speed point j, N.
Alternatively, at the request of the manufacturer, cd may be set to zero during
the coastdown and for calculating fjDyno.
6.5.2.4. Measurement conditions
The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this
annex.
6.5.3. Measurement result of the flat belt method
The result of the flat belt dynamometer f jDyno shall be referred to as fj for the
further calculations in paragraph 6.7. of this annex.
6.6. Chassis dynamometer applied for the wind tunnel method
6.6.1. Criteria
In addition to the descriptions in paragraphs 1. and 2. of Annex B5, the criteria
described in paragraphs 6.6.1.1. to 6.6.1.6. shall apply.
6.6.1.1. Description of a chassis dynamometer
The front and rear axles shall be equipped with a single roller with a diameter
of not less than 1.2 metres.
6.6.1.2. Vehicle restraint system
The dynamometer shall be equipped with a centring device aligning the
vehicle. The restraint system shall maintain the centred drive wheel position
within the following recommended limits throughout the coastdown runs of
the road load determination:
6.6.1.2.1. Vehicle position
The vehicle to be tested shall be installed on the chassis dynamometer roller as
defined in paragraph 7.3.3. of this annex.
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Annex B4
6.6.1.2.2. Vertical force

The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this
annex.
6.6.1.3. Accuracy of measured forces
The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of
this annex apart from the force in the x-direction that shall be measured with
an accuracy as described in paragraph 2.4.1. of Annex B5.
6.6.1.4. Dynamometer speed control
The roller speeds shall be controlled with an accuracy of ±0.2 km/h.
6.6.1.5. Roller surface
The roller surface shall be clean, dry and free from foreign material that might
cause tyre slippage.
6.6.1.6. Cooling
The cooling fan shall be as described in paragraph 6.5.1.6. of this annex.
6.6.2. Dynamometer measurement
The measurement shall be performed as described in paragraph 6.5.2. of this
annex.
6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface
The measured forces on the chassis dynamometer shall be corrected to a
reference equivalent to the road (flat surface) and the result shall be referred to
as fj.
1
fj = fjDyno × c1 × + fjDyno × (1 − c1)
√R Wheel
× c2 + 1
R Dyno
where:
c1 is the tyre rolling resistance fraction of fjDyno;
c2 is a chassis dynamometer-specific radius correction factor;
fjDyno is the force calculated in paragraph 6.5.2.3.3. of this annex for each
reference speed j, N;
RWheel is one-half of the nominal design tyre diameter, m;
RDyno is the radius of the chassis dynamometer roller, m.
The manufacturer and the responsible authority shall agree on the factors c1
and c2 to be used, based on correlation test evidence provided by the
manufacturer for the range of tyre characteristics intended to be tested on the
chassis dynamometer.
As an alternative the following conservative equation may be used:
1
fj = fjDyno ×
√R Wheel
× 0.2 + 1
R Dyno
C2 shall be 0.2 except that 2.0 shall be used if the road load delta method (see
paragraph 6.8. of this annex) is used and the road load delta calculated
according to paragraph 6.8.1. of this annex is negative.
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Annex B4
6.7. Calculations
6.7.1. Correction of the flat belt and chassis dynamometer results
The measured forces determined in paragraphs 6.5. and 6.6. of this annex shall
be corrected to reference conditions using the following equation:
FDj = (fj (1 − K1 )) × (1 + K 0 (T − 293))
where:
FDj is the corrected resistance measured at the flat belt or chassis
dynamometer at reference speed j, N;
fj is the measured force at reference speed j, N;
paragraph 4.5.2. of this annex, K-1;
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex,
N;
T is the arithmetic average temperature in the test cell during the
measurement, K.
6.7.2. Calculation of the aerodynamic force
The calculation in paragraph 6.7.2.1. shall be applied considering the results
of both wind speeds. However, if the difference of the product of the drag
coefficient and frontal area (CD × Af ) measured at the wind speeds vlow and
vhigh is less than 0.015 m², the calculation in paragraph 6.7.2.2. may be applied
at the request of the manufacturer.
6.7.2.1. The aerodynamic force of each wind speed F0wind , Flow , and Fhigh shall be
calculated using the equation below.
ρ0 v2
w
FAw = (CD × Af )w × ×
2 3.62
where:
(CD × Af )j is the product of the drag coefficient and frontal area measured in
the wind tunnel at a certain reference speed point j, if applicable,
m²;
ρ0 is the dry air density defined in paragraph 3.2.10. of this
Regulation, kg/m³;
Fw is the aerodynamic force calculated at wind speed w, N;
vw is the applicable wind speed, km/h.
w is the reference to the applicable wind speed "0wind", "low" and
"high";
F0wind is the aerodynamic force at 0 km/h, N;
Flow is the aerodynamic force at vlow, N;
Fhigh is the aerodynamic force at vhigh, N.
The aerodynamic force coefficients f1a and f2a shall be calculated with a least
square regression analysis using F0wind , Flow , and Fhigh and the equation
below:
F = f1a × v + f2a × v 2
The final result for the aerodynamic force FAj shall be calculated with the
equation below at each reference speed point vj. If the vehicle is equipped with
velocity-dependent movable aerodynamic body parts, the corresponding
aerodynamic force shall be applied for the reference speed points concerned.
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Annex B4
FAj = f1a × vj + f2a × vj2

6.7.2.2. The aerodynamic force shall be calculated using the equation below, where the
final (CD × Af ) of that wind speed shall be used, that is also used for
determination of optional equipment within the interpolation method. If the
vehicle is equipped with velocity-dependent movable aerodynamic body parts,
the corresponding (CD × Af) values shall be applied for the reference speed
points concerned.
ρ0 v2
j
FAj = (CD × Af )j × ×
2 3.62
where:
FAj is the aerodynamic force calculated at reference speed j, N;
(CD × Af )j is the product of the drag coefficient and frontal area measured
in the wind tunnel at a certain reference speed point j, if
applicable, m²;
ρ0 is the dry air density defined in paragraph 3.2.10. of this
Regulation, kg/m³;
vj is the reference speed j, km/h.
6.7.3. Calculation of road load values
The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this
annex shall be calculated using the following equation:
Fj∗ = FDj + FAj
for all applicable reference speed points j, N.
For all calculated Fj∗ , the coefficients f0, f1 and f2 in the road load equation shall
be calculated with a least squares regression analysis and shall be used as the
target coefficients in paragraph 8.1.1. of this annex.
In the case that the vehicle tested according to the wind tunnel method is
representative of a road load matrix family vehicle, the coefficient f 1 shall be
set to zero and the coefficients f0 and f2 shall be recalculated with a least
squares regression analysis.
6.8. Road load delta method
For the purpose of including options when using the interpolation method
which are not incorporated in the road load interpolation (i.e. aerodynamics,
rolling resistance and mass), a delta in vehicle friction may be measured by the
road load delta method (e.g. friction difference between brake systems). The
following steps shall be performed:
(a) The friction of reference vehicle R shall be measured;
(b) The friction of the vehicle with the option (vehicle N) causing the
difference in friction shall be measured;
(c) The difference shall be calculated according to paragraph 6.8.1. of this
annex.
These measurements shall be performed on a flat belt according to
paragraph 6.5. of this annex or on a chassis dynamometer according to
paragraph 6.6. of this annex, and the correction of the results (excluding
aerodynamic force) calculated according to paragraph 6.7.1. of this annex.
The application of this method is permitted only if the following criterion is
fulfilled:
1 n
| ∑ (FDj,R − FDj,N )| ≤ 25 N
n j=1
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Annex B4
where:
FDj,R is the corrected resistance of vehicle R measured on the flat belt or
chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;
FDj,N is the corrected resistance of vehicle N measured on the flat belt or
chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;
n is the total number of speed points.
This alternative road load determination method may only be applied if
vehicles R and N have identical aerodynamic resistance and if the measured
delta appropriately covers the entire influence on the vehicle's energy
consumption. This method shall not be applied if the overall accuracy of the
absolute road load of vehicle N is compromised in any way.
6.8.1. Determination of delta flat belt or chassis dynamometer coefficients
The delta road load shall be calculated using the following equation:
FDj,Delta = FDj,N − FDj,R
where:
FDj,Delta is the delta road load at reference speed j, N;
FDj,N is the corrected resistance measured on the flat belt or chassis
dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex for vehicle N, N;
FDj,R is the corrected resistance of the reference vehicle measured on
the flat belt or chassis dynamometer at reference speed j
calculated according to paragraph 6.7.1. of this annex for
reference vehicle R, N.
For all calculated FDj,Delta, the coefficients f0,Delta, f1,Delta and f2,Delta in the road
load equation shall be calculated with a least squares regression analysis.
6.8.2. Determination of total road load
If the interpolation method (see paragraph 3.2.3.2. of Annex B7) is not used,
the road load delta method for vehicle N shall be calculated according to the
where:
N refers to the road load coefficients of vehicle N;
R refers to the road load coefficients of reference vehicle R;
Delta refers to the delta road load coefficients determined in paragraph 6.8.1.
of this annex.
7. Transferring road load to a chassis dynamometer
7.1. Preparation for chassis dynamometer test
7.1.0. Selection of dynamometer operation
The test shall be carried out in accordance with paragraph 2.4.2.4. of
Annex B6.
7.1.1. Laboratory conditions
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Annex B4
7.1.1.1. Roller(s)
The chassis dynamometer roller(s) shall be clean, dry and free from foreign
material that might cause tyre slippage. The dynamometer shall be run in the
same coupled or uncoupled state as the subsequent Type 1 test. Chassis
dynamometer speed shall be measured from the roller coupled to the power
absorption unit.
7.1.1.1.1. Tyre slippage
Additional weight may be placed on or in the vehicle to eliminate tyre slippage.
The manufacturer shall perform the load setting on the chassis dynamometer
with the additional weight. The additional weight shall be present for both load
setting and the emissions and fuel consumption tests. The use of any additional
weight shall be recorded.
7.1.1.2. Room temperature
The laboratory atmospheric temperature shall be at a set point of 23 °C and
shall not deviate by more than ±5 °C during the test unless otherwise required
by any subsequent test.
7.2. Preparation of chassis dynamometer
7.2.1. Inertia mass setting
The equivalent inertia mass of the chassis dynamometer shall be set according
to paragraph 2.5.3. of this annex. If the chassis dynamometer is not capable to
meet the inertia setting exactly, the next higher inertia setting shall be applied
with a maximum increase of 10 kg.
7.2.2. Chassis dynamometer warm-up
The chassis dynamometer shall be warmed up in accordance with the
dynamometer manufacturer’s recommendations, or as appropriate, so that the
frictional losses of the dynamometer may be stabilized.
7.3. Vehicle preparation
7.3.1. Tyre pressure adjustment
The tyre pressure at the soak temperature of a Type 1 test shall be set to no
more than 50 per cent above the lower limit of the tyre pressure range for the
selected tyre, as specified by the vehicle manufacturer (see paragraph 4.2.2.3.
of this annex), and shall be recorded.
7.3.2. If the determination of dynamometer settings cannot meet the criteria
described in paragraph 8.1.3. of this annex due to non-reproducible forces, the
vehicle shall be equipped with a vehicle coastdown mode. The coastdown
mode shall be approved by the responsible authority and its use shall be
included in all relevant test reports.
If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged
both during road load determination and on the chassis dynamometer.
7.3.3. Vehicle placement on the dynamometer
The tested vehicle shall be placed on the chassis dynamometer in a straight
ahead position and restrained in a safe manner.
7.3.3.1. In the case that a single roller chassis dynamometer is used, the vehicle shall
be positioned and stay positioned throughout the procedure according to the
requirements in 7.3.3.1.1. to 7.3.3.1.3.
7.3.3.1.1. Rotational alignment (rotation around z-axis)
The vehicle shall be positioned in line with the x-axis in order to minimise
rotation around the z-axis
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Annex B4
7.3.3.1.2. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.
7.3.3.1.3. Front and rear position (x-axis)
For all rotating wheels the centre of the tyre’s contact patch on the roller shall
be within ±25 mm or ±2 per cent of the roller diameter, whichever is smaller,
from the top of the roller.
7.3.3.1.4. The tested vehicle shall be restrained with a system compliant with paragraph
2.3.2. of Annex B5 .
If the torque meter method is used, the tyre pressure shall be adjusted such that
the dynamic radius is within 0.5 per cent of the dynamic radius r j calculated
using the equations in paragraph 4.4.3.1. of this annex at the 80 km/h reference
speed point. The dynamic radius on the chassis dynamometer shall be
calculated according to the procedure described in paragraph 4.4.3.1. of this
annex.
If this adjustment is outside the range defined in paragraph 7.3.1. of this annex,
the torque meter method shall not apply.
7.3.4. Vehicle warm-up
7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the
vehicle was warmed up at 90 per cent of the maximum speed of the next higher
phase during the procedure defined in paragraph 4.2.4.1.2. of this annex, this
higher phase shall be added to the applicable WLTC.
Table A4/7
Vehicle warm-up
Vehicle class Applicable WLTC Adopt next higher phase Warm-up cycle
Class 1 Low1+ Medium1 NA Low1+ Medium1

Low2 + Medium2 +
NA Low2 + Medium2 +
High2 + Extra High2
High2 + Extra High2
Class 2 Yes (Extra High2)
Low2 + Medium2 +
High2 Low2+ Medium2+
No
High2
Low3 + Medium3 + Low3 + Medium3 + High3 +
High3 + Extra High3 Extra High3 Low3 + Medium3 +
High3 + Extra High3
Class 3 Yes (Extra High3)
Low3 + Medium3 +
High3 Low3 + Medium3 +
No
High3
7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in
paragraph 7.3.4.1. of this annex, with the highest speed, shall be driven.
7.3.4.3. Alternative warm-up procedure
7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the responsible
authority, an alternative warm-up procedure may be used. The approved
alternative warm-up procedure may be used for vehicles within the same road
load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2.
to 7.3.4.3.5. inclusive of this annex.
7.3.4.3.2. At least one vehicle representing the road load family shall be selected.
7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Annex B7
with corrected road load coefficients f0a, f1a and f2a, for the alternative warm-
up procedure shall be equal to or higher than the cycle energy demand
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Annex B4
calculated with the target road load coefficients f0, f1, and f2, for each applicable
phase.
The corrected road load coefficients f0a, f1a and f2a, shall be calculated
according to the following equations:
f0a = f0 + Ad_alt − Ad_WLTC
f1a = f1 + Bd_alt − Bd_WLTC
f2a = f2 + Cd_alt − Cd_WLTC
where:
Ad_alt, Bd_alt and Cd_alt are the chassis dynamometer setting coefficients after
the alternative warm-up procedure;
Ad_WLTC, Bd_WLTC
and Cd_WLTC are the chassis dynamometer setting coefficients after a
WLTC warm-up procedure described in
paragraph 7.3.4.1. of this annex and a valid chassis
dynamometer load setting according to paragraph 8. of
this annex.
7.3.4.3.4. The corrected road load coefficients f0a, f1a and f2a, shall be used only for the
purpose of paragraph 7.3.4.3.3. of this annex. For other purposes, the target
road load coefficients f0, f1 and f2, shall be used as the target road load
coefficients.
7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the
8. Chassis dynamometer load setting
8.1. Chassis dynamometer load setting using the coastdown method
This method is applicable when the road load coefficients f 0, f1 and f2 have
been determined.
In the case of a road load matrix family, this method shall be applied when the
road load of the representative vehicle is determined using the coastdown
method described in paragraph 4.3. of this annex. The target road load values
are the values calculated using the method described in paragraph 5.1. of this
annex.
8.1.1. Initial load setting
For a chassis dynamometer with coefficient control, the chassis dynamometer
power absorption unit shall be adjusted with the arbitrary initial coefficients,
Ad , Bd and Cd , of the following equation:
F d = A d + Bd v + Cd v 2
where:
Fd is the chassis dynamometer setting load, N;
v is the speed of the chassis dynamometer roller, km/h.
The following are recommended coefficients to be used for the initial load
setting:
(a) Ad = 0.5 × At , Bd = 0.2 × Bt , Cd = Ct
for single-axis chassis dynamometers, or
Ad = 0.1 × At , Bd = 0.2 × Bt , Cd = Ct
for dual-axis chassis dynamometers, where A t , Bt and Ct are the target
road load coefficients;
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Annex B4
(b) Empirical values, such as those used for the setting for a similar type of
vehicle.
For a chassis dynamometer of polygonal control, adequate load values at each
reference speed shall be set to the chassis dynamometer power absorption unit.
8.1.2. Coastdown
The coastdown test on the chassis dynamometer shall be performed with the
procedure given in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex and shall
start no later than 120 seconds after completion of the warm-up procedure.
Consecutive coastdown runs shall be started immediately. At the request of the
manufacturer and with approval of the responsible authority, the time between
the warm-up procedure and coastdowns using the iterative method may be
extended to ensure a proper vehicle setting for the coastdown. The
manufacturer shall provide the responsible authority with evidence for
requiring additional time and evidence that the chassis dynamometer load
setting parameters (e.g. coolant and/or oil temperature, force on a
dynamometer) are not affected.
8.1.3. Verification
8.1.3.1. The target road load value shall be calculated using the target road load
coefficient, At , Bt and Ct , for each reference speed, vj :
Ftj = At + Bt vj + Ct vj2
where:
At, Bt and Ct are the target road load parameters;
Ftj is the target road load at reference speed vj , N;
vj is the jth reference speed, km/h.
8.1.3.2. The measured road load shall be calculated using the following equation:
1 2 × ∆v
Fmj = × (TM + mr ) ×
3.6 ∆tj
where:
Δv is 5 km/h;
Fmj is the measured road load for each reference speed v j, N;
TM is the test mass of the vehicle, kg;
∆tj is the coastdown time corresponding to speed vj, s.
8.1.3.3. The coefficients As, Bs and Cs in the road load equation of the simulated road
load on the chassis dynamometer shall be calculated using a least squares
regression analysis:
Fs = As + (Bs × v) + (Cs × v 2 )
The simulated road load for each reference speed v j shall be determined using
the following equation, using the calculated As, Bs and Cs:
Fsj = As + (Bs × vj ) + (Cs × v2j )
8.1.3.4. For dynamometer load setting, two different methods may be used. If the
vehicle is accelerated by the dynamometer, the methods described in
paragraph 8.1.3.4.1. of this annex shall be used. If the vehicle is accelerated
under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this
annex shall be used and the minimum acceleration multiplied by speed shall
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Annex B4
be 6 m²/sec³. Vehicles which are unable to achieve 6 m2/s3 shall be driven with
the acceleration control fully applied.
8.1.3.4.1. Fixed run method
8.1.3.4.1.1. The dynamometer software shall perform a total of four coastdowns. From the
first coastdown, the dynamometer setting coefficients for the second run shall
be calculated according to paragraph 8.1.4. of this annex. Following the first
coastdown, the software shall perform three additional coastdowns with either
the fixed dynamometer setting coefficients determined after the first
coastdown or the adjusted dynamometer setting coefficients according to
8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be calculated
∑4n=2(Asn − Adn )
A = At −
3
∑4n=2(Bsn − Bdn )
B = Bt −
3
∑4n=2(𝐶sn − 𝐶dn )
C = Ct −
3
where:
At, Bt and Ct are the target road load parameters;
Asn , Bsn and Csn are the simulated road load coefficients of the n th run;
Adn , Bdn and Cdn are the dynamometer setting coefficients of the n th run;
n is the index number of coastdowns including the first
stabilisation run.
8.1.3.4.2. Iterative method
The calculated forces in the specified speed ranges shall either be within ±10 N
after a least squares regression of the forces for two consecutive coastdowns
when compared with the target values, or additional coastdowns shall be
performed after adjusting the chassis dynamometer load setting according to
paragraph 8.1.4. of this annex until the tolerance is satisfied.
8.1.4. Adjustment
The chassis dynamometer setting load shall be adjusted according to the
∗
Fdj = Fdj − Fj = Fdj − Fsj + Ftj
= (Ad + Bd vj + Cd vj2 ) − (As + Bs vj + Cs vj2 ) + (At + Bt vj + Ct vj2 )

= (Ad + At − As ) + (Bd + Bt −Bs )vj + (Cd + Ct − Cs )vj2
Therefore:
A∗d = Ad + At − As
Bd∗ = Bd + Bt − Bs
Cd∗ = Cd + Ct − Cs
where:
Fdj is the initial chassis dynamometer setting load, N;
∗
Fdj is the adjusted chassis dynamometer setting load, N;
Fj is the adjustment road load equal to (Fsj − Ftj ), N;
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Annex B4
Fsj is the simulated road load at reference speed vj, N;

Ftj is the target road load at reference speed v j, N;
A∗d , Bd∗ and Cd∗ are the new chassis dynamometer setting coefficients.
8.1.5. At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used
for the following purposes:
(a) Determination of downscaling, paragraph 8. of Annex B1;
(b) Determination of gearshift points, Annex B2;
(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of
Annex B7;
(d) Calculation of results of electric and hybrid-electric vehicles,
8.2. Chassis dynamometer load setting using the torque meter method
This method is applicable when the running resistance is determined using the
torque meter method described in paragraph 4.4. of this annex.
In the case of a road load matrix family, this method shall be applied when the
running resistance of the representative vehicle is determined using the torque
meter method as specified in paragraph 4.4. of this annex. The target running
resistance values are the values calculated using the method specified in
8.2.1. Initial load setting
For a chassis dynamometer of coefficient control, the chassis dynamometer
power absorption unit shall be adjusted with the arbitrary initial coefficients,
Ad , Bd and Cd , of the following equation:
F d = A d + Bd v + Cd v 2
where:
Fd is the chassis dynamometer setting load, N;
v is the speed of the chassis dynamometer roller, km/h.
The following coefficients are recommended for the initial load setting:
at bt ct
(a) Ad = 0.5 × , Bd = 0.2 × , Cd =
r′ r′ r′
For single-axis chassis dynamometers, or

at bt ct
Ad = 0.1 × , Bd = 0.2 × , Cd =
r′ r′ r′
For dual-axis chassis dynamometers, where:

a t , bt and ct are the target running resistance coefficients; and
r ′ is the dynamic radius of the tyre on the chassis dynamometer
obtained at 80 km/h, m, or
(b) Empirical values, such as those used for the setting for a similar type of
vehicle.
For a chassis dynamometer of polygonal control, adequate load values at each
reference speed shall be set for the chassis dynamometer power absorption
unit.
8.2.2. Wheel torque measurement
The torque measurement test on the chassis dynamometer shall be performed
with the procedure defined in paragraph 4.4.2. of this annex. The torque
meter(s) shall be identical to the one(s) used in the preceding road test.
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Annex B4
8.2.3. Verification
8.2.3.1. The target running resistance (torque) curve shall be determined using the
equation in paragraph 4.5.5.2.1. of this annex and may be written as follows:
Ct∗ = a t + bt × vj + ct × vj2
8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer
shall be calculated according to the method described and the measurement
precision specified in paragraph 4.4.3.2. of this annex, and the running
resistance (torque) curve determination as described in paragraph 4.4.4. of this
annex with applicable corrections according to paragraph 4.5. of this annex, all
with the exception of measuring in opposite directions, resulting in a simulated
running resistance curve:
Cs∗ = C0s + C1s × vj + C2s × vj2
The simulated running resistance (torque) shall be within a tolerance of
±10 N×r’ from the target running resistance at every speed reference point
where r’ is the dynamic radius of the tyre in metres on the chassis dynamometer
obtained at 80 km/h.
If the tolerance at any reference speed does not satisfy the criterion of the
method described in this paragraph, the procedure specified in
paragraph 8.2.3.3. of this annex shall be used to adjust the chassis
dynamometer load setting.
8.2.3.3. Adjustment
The chassis dynamometer load setting shall be adjusted using the following
equation:
∗
Fej Fsj Ftj
Fdj = Fdj − = Fdj − ′ + ′
r′ r r
(a s + bs vj + cs vj2 ) (a t + bt vj + ct vj2 )
= (Ad + Bd vj + Cd vj2 ) − +
𝑟′ 𝑟′
(a t − a s ) (bt − bs ) (ct − cs ) 2
= {Ad + ′
} + {Bd + ′
} vj + {Cd + } vj
r r r′
therefore:
at − as
A∗d = Ad +
r′
bt − bs
Bd∗ = Bd +
r′
ct − cs
Cd∗ = Cd +
r′
where:
∗
Fdj is the new chassis dynamometer setting load, N;
Fej is the adjustment road load equal to (Fsj-Ftj), Nm;
Fsj is the simulated road load at reference speed v j, Nm;
Ftj is the target road load at reference speed v j, Nm;
A∗d , Bd∗ and Cd∗ are the new chassis dynamometer setting coefficients;
r’ is the dynamic radius of the tyre on the chassis dynamometer
obtained at 80 km/h, m.
Paragraphs 8.2.2. and 8.2.3. of this annex shall be repeated until the tolerance
in paragraph 8.2.3.2. of this annex is met.
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Annex B4
8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer
load setting shall be recorded when the requirement of paragraph 8.2.3.2. of
this annex is fulfilled.
8.2.4. Transforming running resistance coefficients to road load coefficients f 0, f1, f2
8.2.4.1. If the vehicle does not coast down in a repeatable manner and a vehicle
coastdown mode according to paragraph 4.2.1.8.5. of this annex is not feasible,
the coefficients f0, f1 and f2 in the road load equation shall be calculated using
the equations in paragraph 8.2.4.1.1. of this annex. In any other case, the
procedure described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this annex
shall be performed.
c0
8.2.4.1.1. f0 = × 1.02
r
c1
f1 = × 1.02
r
c2
f2 = × 1.02
r
where:
c0, c1, c2 are the running resistance coefficients determined in
paragraph 4.4.4. of this annex, Nm, Nm/(km/h), Nm/(km/h)²;
r is the dynamic tyre radius of the vehicle with which the running
resistance was determined, m;
1.02 is an approximate coefficient compensating for drivetrain losses.
8.2.4.1.2. The determined f0, f1, f2 values shall not be used for a chassis dynamometer
setting or any emission or range testing. They shall be used only in the
following cases:
(a) Determination of downscaling, paragraph 8. of Annex B1;
(b) Determination of gearshift points, Annex B2;
(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3 of
Annex B7;
(d) Calculation of results of electric and hybrid-electric vehicles,
8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a
vehicle coastdown procedure shall be performed on the chassis dynamometer
as outlined in paragraph 4.3.1.3. of this annex. The coastdown times shall be
recorded.
8.2.4.3. The road load Fj at reference speed vj, N, shall be determined using the
following equation:
1 2 × ∆v
Fj = × (TM + mr ) ×
3.6 ∆t j
where:
Fj is the road load at reference speed vj, N;
∆v = 5 km/h
∆tj is the coastdown time corresponding to speed v j, s.
8.2.4.4. The coefficients f0, f1 and f2 in the road load equation shall be calculated with
a least squares regression analysis over the reference speed range.
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Annex B5
Annex B5
Test equipment and calibrations

1. Test bench specifications and settings
1.1. Cooling fan specifications
1.1.1. A variable speed current of air shall be blown towards the vehicle. The set
point of the linear velocity of the air at the blower outlet shall be equal to the
corresponding roller speed above roller speeds of 5 km/h. The linear velocity
of the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the
corresponding roller speed, whichever is greater.
1.1.2. The above-mentioned air velocity shall be determined as an averaged value of
a number of measuring points that:
(a) For fans with rectangular outlets, are located at the centre of each
rectangle dividing the whole of the fan outlet into 9 areas (dividing both
horizontal and vertical sides of the fan outlet into 3 equal parts). The
centre area shall not be measured (as shown in Figure A5/1);
Figure A5/1
Fan with rectangular outlet
(b) For fans with circular outlets, the outlet shall be divided into 8 equal
sectors by vertical, horizontal and 45° lines. The measurement points
shall lie on the radial centre line of each sector (22.5°) at two-thirds of
the outlet radius (as shown in Figure A5/2).
Figure A5/2
Fan with circular outlet
These measurements shall be made with no vehicle or other obstruction in front

of the fan. The device used to measure the linear velocity of the air shall be
located between 0 and 20 cm from the air outlet.
1.1.3. The outlet of the fan shall have the following characteristics:
(a) An area of at least 0.3 m2; and
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Annex B5
(b) A width/diameter of at least 0.8 metre.

1.1.4. The position of the fan shall be as follows:
(a) Height of the lower edge above ground: approximately 20 cm;
(b) Distance from the front of the vehicle: approximately 30 cm;
(c) Approximately on the longitudinal centreline of the vehicle.
1.1.5. At the request of the manufacturer and if considered appropriate by the
responsible authority, the height, lateral position and distance from the vehicle
of the cooling fan may be modified.
If the specified fan configuration is impractical for special vehicle designs,
such as vehicles with rear-mounted engines or side air intakes, or it does not
provide adequate cooling to properly represent in-use operation, at the request
of the manufacturer and if considered appropriate by the responsible authority,
the height, capacity, longitudinal and lateral position of the cooling fan may be
modified and additional fans which may have different specifications
(including constant speed fans) may be used.
1.1.6. In the cases described in paragraph 1.1.5. of this annex, the position and
capacity of the cooling fan(s) and details of the justification supplied to the
responsible authority shall be recorded. For any subsequent testing, similar
positions and specifications shall be used in consideration of the justification
to avoid non-representative cooling characteristics.
2. Chassis dynamometer
2.1. General requirements
2.1.1. The dynamometer shall be capable of simulating road load with three road load
coefficients that can be adjusted to shape the load curve.
2.1.2. The chassis dynamometer may have a single or twin-roller configuration. In
the case that twin-roller chassis dynamometers are used, the rollers shall be
permanently coupled or the front roller shall drive, directly or indirectly, any
inertial masses and the power absorption device.
2.2. Specific requirements
The following specific requirements relate to the dynamometer manufacturer's
specifications.
2.2.1. The roller run-out shall be less than 0.25 mm at all measured locations.
2.2.2. The roller diameter shall be within ±1.0 mm of the specified nominal value at
all measurement locations.
2.2.3. The dynamometer shall have a time measurement system for use in
determining acceleration rates and for measuring vehicle/dynamometer
coastdown times. This time measurement system shall not exceed an accuracy
of ±0.001 per cent after at least 1,000 seconds of operation. This shall be
verified upon initial installation.
2.2.4. The dynamometer shall have a speed measurement system with an accuracy of
at least ±0.080 km/h. This shall be verified upon initial installation.
2.2.5. The dynamometer shall have a response time (90 per cent response to a tractive
effort step change) of less than 100 ms with instantaneous accelerations that
are at least 3 m/s2. This shall be verified upon initial installation and after major
maintenance.
2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer
manufacturer and shall be confirmed to within 0.5 per cent or 7.5 kg whichever
is the greater for each measured base inertia and ±0.2 per cent relative to any
arithmetic average value by dynamic derivation from trials at constant
acceleration, deceleration and force.
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Annex B5
2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz.
2.3. Additional specific requirements for a chassis dynamometer in 4WD operation
2.3.1. For testing in 4WD operation, the chassis dynamometer shall have a single
roller configuration. The 4WD control system shall be designed such that the
following requirements are fulfilled when tested with a vehicle driven over the
WLTC.
2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD
operation reproduces the same proportioning of forces as would be
encountered when driving the vehicle on a smooth, dry, level road surface.
2.3.1.2. Upon initial installation and after major maintenance, the requirements of
paragraph 2.3.1.2.1. of this annex and of either paragraph 2.3.1.2.2. or
2.3.1.2.3. of this annex shall be satisfied. The speed difference between the
front and rear rollers shall be assessed by applying a 1 second moving average
filter to roller speed data acquired at a minimum frequency of 20 Hz.
2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less
than 0.2 per cent of the distance driven over the WLTC. The absolute number
shall be integrated for the calculation of the total difference in distance over
the WLTC.
2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less
than 0.1 m in any 200 ms time period.
2.3.1.2.3. The speed difference of all roller speeds shall be within ±0.16 km/h.
2.3.2. Vehicle restraint system for single roller chassis dynamometers
2.3.2.1. Vertical force
In addition to the requirement of paragraph 7.3.3.1.3. of Annex B4, the
restraint system shall be designed so that the vertical force imposed to the
vehicle is minimised and is the same during the chassis dynamometer setting
and all tests. This criteria is fulfilled, if either the restraint system is designed
such that it cannot impose any different vertical force, or if a procedure to
demonstrate how this requirement can be met is agreed between the
responsible authority and the manufacturer.
2.3.2.2. Restraint stiffness
The restraint system shall exhibit sufficient stiffness in order to minimize any
movements and rotations. Only limited movements along the z-axis and
rotations over the y-axis are allowed to avoid non-negligible effects towards
the test results and to fulfil the requirements of paragraph 2.3.2.1. of this annex.
2.4. Chassis dynamometer calibration
2.4.1. Force measurement system
The accuracy of the force transducer shall be at least ±10 N for all measured
increments. This shall be verified upon initial installation, after major
maintenance and within 370 days before testing.
2.4.2. Dynamometer parasitic loss calibration
The dynamometer's parasitic losses shall be measured and updated if any
measured value differs from the current loss curve by more than 9.0 N. This
shall be verified upon initial installation, after major maintenance and within
35 days before testing.
2.4.3. Verification of road load simulation without a vehicle
The dynamometer performance shall be verified by performing an unloaded
coastdown test upon initial installation, after major maintenance, and within 7
days before testing. The arithmetic average coastdown force error shall be less
than 10 N or 2 per cent, whichever is greater, at each reference speed point.
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Annex B5
3. Exhaust gas dilution system

3.1. System specification
3.1.1. Overview
3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust
shall be continuously diluted with ambient air under controlled conditions
using a constant volume sampler. A critical flow venturi (CFV) or multiple
critical flow venturis arranged in parallel, a positive displacement pump (PDP),
a subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The
total volume of the mixture of exhaust and dilution air shall be measured and
a continuously proportional sample of the volume shall be collected for
analysis. The quantities of exhaust gas compounds shall be determined from
the sample concentrations, corrected for their respective content of the dilution
air and the totalised flow over the test period.
3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device
and dilution tunnel, dilution air conditioning, a suction device and a flow
measurement device. Sampling probes shall be fitted in the dilution tunnel as
specified in paragraphs 4.1., 4.2. and 4.3. of this annex.
3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this annex shall be a
vessel such as that illustrated in Figure A5/3 in which vehicle exhaust gases
and the dilution air are combined so as to produce a homogeneous mixture at
the sampling position.
3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient
air to prevent any water condensation in the sampling and measuring system
at all conditions that may occur during a test.
3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where
the sampling probes are located (see paragraph 3.3.3. of this annex). The
sampling probes shall extract representative samples of the diluted exhaust gas.
3.2.3. The system shall enable the total volume of the diluted exhaust gases to be
measured.
3.2.4. The sampling system shall be gas-tight. The design of the variable dilution
sampling system and the materials used in its construction shall be such that
the concentration of any compound in the diluted exhaust gases is not affected.
If any component in the system (heat exchanger, cyclone separator, suction
device, etc.) changes the concentration of any of the exhaust gas compounds
and the systematic error cannot be corrected, sampling for that compound shall
be carried out upstream from that component.
3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate or particles.
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.
3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several
branches, the connecting tubes shall be connected as near as possible to the
vehicle without adversely affecting their operation.
3.3. Specific requirements
3.3.1. Connection to vehicle exhaust
3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the
connecting tube is the sample point, or first point of dilution.
For multiple tailpipe configurations where all the tailpipes are combined, the
start of the connecting tube shall be taken at the last joint of where all the
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Annex B5
tailpipes are combined. In this case, the tube between the exit of the tailpipe
and the start of the connecting tube may or may not be insulated or heated.
3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed
so as to minimize heat loss.
3.3.1.3. The connecting tube shall satisfy the following requirements:
(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated.
Its internal diameter shall not exceed 105 mm; the insulating materials
shall have a thickness of at least 25 mm and thermal conductivity shall
not exceed 0.1 W/m-1K-1 at 400 °C. Optionally, the tube may be heated to
a temperature above the dew point. This may be assumed to be achieved
if the tube is heated to 70 °C;
(b) Not cause the static pressure at the exhaust outlets on the vehicle being
tested to differ by more than 0.75 kPa at 50 km/h, or more than
1.25 kPa for the duration of the test from the static pressures recorded
when nothing is connected to the vehicle exhaust pipes. The pressure
shall be measured in the exhaust outlet or in an extension having the
same diameter and as near as possible to the end of the tailpipe.
Sampling systems capable of maintaining the static pressure to within
0.25 kPa may be used if a written request from a manufacturer to the
responsible authority substantiates the need for the tighter tolerance;
(c) No component of the connecting tube shall be of a material that might
affect the gaseous or solid composition of the exhaust gas. To avoid
generation of any particles from elastomer connectors, elastomers
employed shall be as thermally stable as possible and have minimum
exposure to the exhaust gas. It is recommended not to use elastomer
connectors to bridge the connection between the vehicle exhaust and
the connecting tube.
3.3.2. Dilution air conditioning
3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel
shall pass through a medium capable of reducing particles of the most
penetrating particle size in the filter material by ≤ 99.95 per cent, or through a
filter of at least Class H13 of EN 1822:2009. This represents the specification
of High Efficiency Particulate Air (HEPA) filters. The dilution air may
optionally be charcoal-scrubbed before being passed to the HEPA filter. It is
recommended that an additional coarse particle filter be situated before the
HEPA filter and after the charcoal scrubber, if used.
3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled
according to good engineering practice to determine the tunnel contribution to
background particulate and, if PN measurement is required particle levels,
which can be subsequently subtracted from the values measured in the diluted
exhaust. See paragraph 2.1.3. of Annex B6.
3.3.3. Dilution tunnel
3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to be
mixed. A mixing device may be used.
3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the
sampling probe shall not vary by more than ±2 per cent from the arithmetic
average of the values obtained for at least five points located at equal intervals
on the diameter of the gas stream.
3.3.3.3. For PM and PN ( if PN measurement is required) emissions sampling, a
dilution tunnel shall be used that:
(a) Consists of a straight tube of electrically-conductive material that is
grounded;
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Annex B5
(b) Causes turbulent flow (Reynolds number  4,000) and be of sufficient

length to cause complete mixing of the exhaust and dilution air;
(c) Is at least 200 mm in diameter;
(d) May be insulated and/or heated.
3.3.4. Suction device
3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to
prevent any water condensation. This result is obtained if the flow is either:
(a) Twice as high as the maximum flow of exhaust gas produced by
accelerations of the driving cycle; or
(b) Sufficient to ensure that the CO2 concentration in the dilute exhaust
sample bag is less than 3 per cent by volume for petrol and diesel, less
than 2.2 per cent by volume for LPG and less than 1.5 per cent by
volume for NG/biomethane.
3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this annex may not
be necessary if the CVS system is designed to inhibit condensation by such
techniques, or combination of techniques, as:
(a) Reducing water content in the dilution air (dilution air
dehumidification);
(b) Heating of the CVS dilution air and of all components up to the diluted
exhaust flow measurement device and, optionally, the bag sampling
system including the sample bags and also the system for the
measurement of the bag concentrations.
In such cases, the selection of the CVS flow rate for the test shall be justified
by showing that condensation of water cannot occur at any point within the
CVS, bag sampling or analytical system.
3.3.5. Volume measurement in the primary dilution system
3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the
constant volume sampler shall be such that measurement is accurate to
±2 per cent under all operating conditions. If the device cannot compensate for
variations in the temperature of the mixture of exhaust gases and dilution air at
the measuring point, a heat exchanger shall be used to maintain the temperature
to within ±6 °C of the specified operating temperature for a PDP CVS, ±11 °C
for a CFV CVS, ±6 °C for a UFM CVS, and ±11 °C for an SSV CVS.
3.3.5.2. If necessary, some form of protection for the volume measuring device may be
used e.g. a cyclone separator, bulk stream filter, etc.
3.3.5.3. A temperature sensor shall be installed immediately before the volume
measuring device. This temperature sensor shall have an accuracy of ±1 °C
and a response time of 1 second or less at 62 per cent of a given temperature
variation (value measured in water or silicone oil).
3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be
taken upstream from and, if necessary, downstream from the volume
measuring device.
3.3.5.5. The pressure measurements shall have a precision and an accuracy of ±0.4 kPa
during the test. See Table A5/5.
3.3.6. Recommended system description
Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the
requirements of this annex.
The following components are recommended:
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Annex B5
(a) A dilution air filter, which may be pre-heated if necessary. This filter
shall consist of the following filters in sequence: an optional activated
charcoal filter (inlet side), and a HEPA filter (outlet side). It is
recommended that an additional coarse particle filter be situated before
the HEPA filter and after the charcoal filter, if used. The purpose of the
charcoal filter is to reduce and stabilize the hydrocarbon concentrations
of ambient emissions in the dilution air;
(b) A connecting tube by which vehicle exhaust is admitted into a dilution
tunnel;
(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this
annex;
(d) A mixing device in which exhaust gas and dilution air are mixed
homogeneously, and which may be located close to the vehicle so that
the length of the connecting tube is minimized;
(e) A dilution tunnel from which particulate and, if applicable, particles are
sampled;
(f) Some form of protection for the measurement system may be used e.g.
a cyclone separator, bulk stream filter, etc.;
(g) A suction device of sufficient capacity to handle the total volume of
diluted exhaust gas.
Exact conformity with these figures is not essential. Additional components
such as instruments, valves, solenoids and switches may be used to provide
additional information and co-ordinate the functions of the component system.
Figure A5/3
Exhaust dilution system
Dilution air
Dilution air
filters
PDP, CFV, SSV, UFM
Dilution tunnel
MC Flow meter and suction device Vent

Vehicle
Mixing Heat
exhaust device
exchanger
Connecting
tube
3.3.6.1. Positive displacement pump (PDP)

A positive displacement pump (PDP) full flow exhaust dilution system
satisfies the requirements of this annex by metering the flow of gas through the
pump at constant temperature and pressure. The total volume is measured by
counting the revolutions made by the calibrated positive displacement pump.
The proportional sample is achieved by sampling with pump, flow meter and
flow control valve at a constant flow rate.
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Annex B5
3.3.6.2. Critical flow venturi (CFV)

3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the
principles of flow mechanics for critical flow. The variable mixture flow rate
of dilution and exhaust gas is maintained at sonic velocity that is directly
proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.
3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality
of the gas samples taken from the dilution tunnel. As both pressure and temperature
are equal at the two venturi inlets, the volume of the gas flow diverted for sampling
is proportional to the total volume of diluted exhaust gas mixture produced, and
thus the requirements of this annex are fulfilled.
3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.
3.3.6.3. Subsonic flow venturi (SSV)
3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is
based on the principles of flow mechanics. The variable mixture flow rate of
dilution and exhaust gas is maintained at a subsonic velocity that is calculated
from the physical dimensions of the subsonic venturi and measurement of the
absolute temperature (T) and pressure (P) at the venturi inlet and the pressure
in the throat of the venturi. Flow is continually monitored, computed and
integrated throughout the test.
3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.
Figure A5/4
Schematic of a subsonic venturi tube (SSV)
Suction
device
3.3.6.4. Ultrasonic flow meter (UFM)

3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping
using the principle of ultrasonic flow detection by means of a pair, or multiple
pairs, of ultrasonic transmitters/receivers mounted within the pipe as in
Figure A5/5. The velocity of the flowing gas is determined by the difference
in the time required for the ultrasonic signal to travel from transmitter to
receiver in the upstream direction and the downstream direction. The gas
velocity is converted to standard volumetric flow using a calibration factor for
the tube diameter with real time corrections for the diluted exhaust temperature
and absolute pressure.
3.3.6.4.2. Components of the system include:
(a) A suction device fitted with speed control, flow valve or other method
for setting the CVS flow rate and also for maintaining constant
volumetric flow at standard conditions;
(b) A UFM;
(c) Temperature and pressure measurement devices, T and P, required for
flow correction;
(d) An optional heat exchanger for controlling the temperature of the
diluted exhaust to the UFM. If installed, the heat exchanger shall be
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Annex B5
capable of controlling the temperature of the diluted exhaust to that

specified in paragraph 3.3.5.1. of this annex. Throughout the test, the
temperature of the air/exhaust gas mixture measured at a point
immediately upstream of the suction device shall be within ±6 °C of the
arithmetic average operating temperature during the test.
Figure A5/5
Schematic of an ultrasonic flow meter (UFM)
T P
Heat
Ultrasonic Suction
Exchanger
Flow Meter Device
(option )
3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type
CVS:
(a) The velocity of the diluted exhaust gas shall provide a Reynolds number
higher than 4,000 in order to maintain a consistent turbulent flow before
the ultrasonic flow meter;
(b) An ultrasonic flow meter shall be installed in a pipe of constant
diameter with a length of 10 times the internal diameter upstream and 5
times the diameter downstream;
(c) A temperature sensor (T) for the diluted exhaust shall be installed
immediately before the ultrasonic flow meter. This sensor shall have an
accuracy of ±1 °C and a response time of 0.1 seconds at 62 per cent of
a given temperature variation (value measured in silicone oil);
(d) The absolute pressure (P) of the diluted exhaust shall be measured
immediately before the ultrasonic flow meter to within ±0.3 kPa;
(e) If a heat exchanger is not installed upstream of the ultrasonic flow
meter, the flow rate of the diluted exhaust, corrected to standard
conditions, shall be maintained at a constant level during the test. This
may be achieved by control of the suction device, flow valve or other
method.
3.4. CVS calibration procedure
3.4.1. General requirements
3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a
restricting device and at the intervals listed in Table A5/4. The flow through
the system shall be measured at various pressure readings and the control
parameters of the system measured and related to the flows. The flow metering
device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine
meter) shall be dynamic and suitable for the high flow rate encountered in
constant volume sampler testing. The device shall be of certified accuracy.
3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV
and UFM units using a laminar flow meter, which gives the required accuracy,
along with a statistical check on the calibration validity.
3.4.2. Calibration of a positive displacement pump (PDP)
3.4.2.1. The following calibration procedure outlines the equipment, the test
configuration and the various parameters that are measured to establish the
flow rate of the CVS pump. All the parameters related to the pump are
simultaneously measured with the parameters related to the flow meter that is
connected in series with the pump. The calculated flow rate (given in m 3/min
at pump inlet for the measured absolute pressure and temperature) shall be
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Annex B5
subsequently plotted versus a correlation function that includes the relevant

pump parameters. The linear equation that relates the pump flow and the
correlation function shall be subsequently determined. In the case that a CVS
has a multiple speed drive, a calibration for each range used shall be performed.
3.4.2.2. This calibration procedure is based on the measurement of the absolute values
of the pump and flow meter parameters relating the flow rate at each point. The
following conditions shall be maintained to ensure the accuracy and integrity
of the calibration curve:
3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at
the external piping on the pump inlet and outlet. Pressure taps that are mounted
at the top centre and bottom centre of the pump drive head plate are exposed
to the actual pump cavity pressures, and therefore reflect the absolute pressure
differentials.
3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar
flow meter is sensitive to inlet temperature oscillations that cause data points
to be scattered. Gradual changes of ±1 °C in temperature are acceptable as long
as they occur over a period of several minutes.
3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of
leakage.
3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used
to calculate the flow rate from the calibration equation.
3.4.2.4. Figure A5/6 of this annex shows an example of a calibration set-up. Variations
are permissible, provided that the responsible authority approves them as being
of comparable accuracy. If the set-up shown in Figure A5/6 is used, the
following data shall be found within the limits of accuracy given:
Barometric pressure (corrected), Pb ±0.03 kPa
Ambient temperature, T ±0.2 °C
Air temperature at LFE, ETI ±0.15 °C
Pressure depression upstream of LFE, EPI ±0.01 kPa
Pressure drop across the LFE matrix, EDP ±0.0015 kPa
Air temperature at CVS pump inlet, PTI ±0.2 °C
Air temperature at CVS pump outlet, PTO ±0.2 °C
Pressure depression at CVS pump inlet, PPI ±0.22 kPa
Pressure head at CVS pump outlet, PPO ±0.22 kPa
Pump revolutions during test period, n ±1 min-1
Elapsed time for period (minimum 250 s), t ±0.1 s
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Annex B5
Figure A5/6
PDP calibration configuration
EDP
Variable-flow
Filter restrictor
ETI Laminar flow element,

Surge control
EPI LFE
valve (scrubber)
PPI
PTI
Temperature
indicator
PTO PPO
Manometer
Revolutions n
Elapsed time t
3.4.2.5. After the system has been connected as shown in Figure A5/6, the variable
restrictor shall be set in the wide-open position and the CVS pump shall run
for 20 minutes before starting the calibration.
3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments
of pump inlet depression (about 1 kPa) that will yield a minimum of six data
points for the total calibration. The system shall be allowed to stabilize for
3 minutes before the data acquisition is repeated.
3.4.2.5.2. The air flow rate Q s at each test point shall be calculated in standard m 3/min
from the flow meter data using the manufacturer's prescribed method.
3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V0 in m3/rev at
absolute pump inlet temperature and pressure.
Qs Tp 101.325 kPa
V0 = × ×
n 273.15 K Pp
where:
V0 is the pump flow rate at Tp and Pp , m3/rev;
Qs is the air flow at 101.325 kPa and 273.15 K (0 °C), m3/min;
Tp is the pump inlet temperature, Kelvin (K);
Pp is the absolute pump inlet pressure, kPa;
n is the pump speed, min-1.
3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the
pump and the pump slip rate, the correlation function x0 between the pump
speed n, the pressure differential from pump inlet to pump outlet and the
absolute pump outlet pressure shall be calculated using the following equation:
1 ∆Pp
x0 = √
n Pe
where:
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Annex B5
x0 is the correlation function;

∆Pp is the pressure differential from pump inlet to pump outlet, kPa;
Pe absolute outlet pressure (PPO + Pb ), kPa.
A linear least squares fit shall be performed to generate the calibration
equations having the following form:
V0 = D0 − M × x0
n = A − B × ∆Pp
where B and M are the slopes, and A and D0 are the intercepts of the lines.
3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used.
The calibration curves generated for the ranges shall be approximately parallel
and the intercept values D0 shall increase as the pump flow range decreases.
3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the
measured value of V0 . Values of M will vary from one pump to another. A
calibration shall be performed at initial installation and after major
maintenance.
3.4.3. Calibration of a critical flow venturi (CFV)
3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:
Kv P
Qs =
√T
where:
Qs is the flow, m³/min;
Kv is the calibration coefficient;
P is the absolute pressure, kPa;
T is the absolute temperature, Kelvin (K).
Gas flow is a function of inlet pressure and temperature.
The calibration procedure described in paragraphs 3.4.3.2. to 3.4.3.3.3.4.
inclusive of this annex establishes the value of the calibration coefficient at
measured values of pressure, temperature and air flow.
3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and
the following data shall be within the limits of accuracy given:
Barometric pressure (corrected), Pb ±0.03 kPa,
LFE air temperature, flow meter, ETI ±0.15 °C,
Pressure depression upstream of LFE, EPI ±0.01 kPa,
Pressure drop across LFE matrix, EDP ±0.0015 kPa,
Air flow, Qs ±0.5 per cent,
CFV inlet depression, PPI ±0.02 kPa,
Temperature at venturi inlet, Tv ±0.2 °C.
3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks.
Any leaks between the flow-measuring device and the critical flow venturi will
seriously affect the accuracy of the calibration and shall therefore be prevented.
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Annex B5
Figure A5/7
CFV calibration configuration
EDP Variable-flow
Filter
restrictor
Tv
LFE
ETI PPI
EPI
Thermometer
CFV
3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction device
shall be started and the system stabilized. Data from all instruments shall be
collected.
3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical
flow range of the venturi shall be made.
3.4.3.3.3. The data recorded during the calibration shall be used in the following
calculation:
3.4.3.3.3.1. The air flow rate Qs at each test point shall be calculated from the flow meter
data using the manufacturer's prescribed method.
Values of the calibration coefficient shall be calculated for each test point:
Q s √Tv
Kv =
Pv
where:
Qs is the flow rate, m3/min at 273.15 K (0 °C) and 101.325, kPa;
Tv is the temperature at the venturi inlet, Kelvin (K);
Pv is the absolute pressure at the venturi inlet, kPa.
3.4.3.3.3.2. K v shall be plotted as a function of venturi inlet pressure P v. For sonic flow
K v will have a relatively constant value. As pressure decreases (vacuum
increases), the venturi becomes unchoked and K v decreases. These values of
K v shall not be used for further calculations.
3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average K v
and the standard deviation shall be calculated.
3.4.3.3.3.4. If the standard deviation exceeds 0.3 per cent of the arithmetic average K v ,
corrective action shall be taken.
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Annex B5
3.4.4. Calibration of a subsonic venturi (SSV)

3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi.
Gas flow is a function of inlet pressure and temperature, and the pressure drop
between the SSV inlet and throat.
3.4.4.2. Data analysis
3.4.4.2.1. The airflow rate, Q SSV , at each restriction setting (minimum 16 settings) shall
be calculated in standard m3/s from the flow meter data using the
manufacturer's prescribed method. The discharge coefficient Cd shall be
calculated from the calibration data for each setting using the following
equation:
Q SSV
Cd =
1 1
d2V × pp × √{ × (rp1.426 − rp1.713 ) × ( )}
T 1 − rD4 × rp1.426
where:
QSSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K
(0 °C)), m3/s;
T is the temperature at the venturi inlet, Kelvin (K);
dV is the diameter of the SSV throat, m;
rp is the ratio of the SSV throat pressure to inlet absolute static pressure,
∆p
1− ;
pp
rD is the ratio of the SSV throat diameter dV to the inlet pipe inner diameter
D;
Cd is the discharge coefficient of the SSV;
pp is the absolute pressure at venturi inlet, kPa.
To determine the range of subsonic flow, Cd shall be plotted as a function of
Reynolds number Re at the SSV throat. The Reynolds number at the SSV
throat shall be calculated using the following equation:
Q SSV
Re = A1 ×
dV × μ
where:
b × T1.5
μ=
S+T
1 min mm
A1 is 25.55152 in SI, ( )( )( );
m3 s m
Q SSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K

(0 °C)), m3/s;
dV is the diameter of the SSV throat, m;
μ is the absolute or dynamic viscosity of the gas, kg/ms;
b is 1.458 × 106 (empirical constant), kg/ms K0.5;
S is 110.4 (empirical constant), Kelvin (K).
3.4.4.2.2. Because QSSV is an input to the Re equation, the calculations shall be started
with an initial estimate for QSSV or Cd of the calibration venturi, and repeated
until QSSV converges. The convergence method shall be accurate to at least
0.1 per cent.
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Annex B5
3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated
values of Cd from the resulting calibration curve fit equation shall be within
±0.5 per cent of the measured Cd for each calibration point.
3.4.5. Calibration of an ultrasonic flow meter (UFM)
3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.
3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the
test cell (diluted exhaust piping, suction device) and checked for leaks. See
Figure A5/8.
3.4.5.3. A heater shall be installed to condition the calibration flow in the event that the
UFM system does not include a heat exchanger.
3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed
at temperatures from room temperature to the maximum that will be
experienced during vehicle testing.
3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating
the electronic portions (temperature (T) and pressure (P) sensors) of the UFM.
3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required
and the following data (in the case that a laminar flow element is used) shall
be found within the limits of accuracy given:
Barometric pressure (corrected), Pb ±0.03 kPa,
LFE air temperature, flow meter, ETI ±0.15 °C,
Pressure depression upstream of LFE, EPI ±0.01 kPa,
Pressure drop across (EDP) LFE matrix ±0.0015 kPa,
Air flow, Q s ±0.5 per cent,
UFM inlet depression, Pact ±0.02 kPa,
Temperature at UFM inlet, Tact ±0.2 °C.
3.4.5.7. Procedure
3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks.
Any leaks between the flow-measuring device and the UFM will seriously
affect the accuracy of the calibration.
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Annex B5
Figure A5/8
UFM calibration configuration
P T
Calibration
Flow Suction
flow meter Heater UFM
(LFE, SSV) valve device
Including the The flow rate through the UFM

necessary can be set and controlled by
temperature and speed control of the flow and/or
flow valve
pressure sensors
3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow
valve shall be adjusted to provide the set flow for the validation and the system
stabilised. Data from all instruments shall be collected.
3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to
increase the temperature of the calibration air, allowed to stabilise and data
from all the instruments recorded. The temperature shall be increased in
reasonable steps until the maximum expected diluted exhaust temperature
expected during the emissions test is reached.
3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or
flow valve shall be adjusted to the next flow setting that will be used for vehicle
emissions testing after which the calibration sequence shall be repeated.
3.4.5.8. The data recorded during the calibration shall be used in the following
calculations. The air flow rate Qs at each test point shall be calculated from the
flow meter data using the manufacturer's prescribed method.
Q reference
Kv =
Qs
where:
Qs is the air flow rate at standard conditions (101.325 kPa,
273.15 K (0 °C)), m3/s;
Q reference is the air flow rate of the calibration flow meter at standard
conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;
Kv is the calibration coefficient.
For UFM systems without a heat exchanger, K v shall be plotted as a function
of Tact.
The maximum variation in K v shall not exceed 0.3 per cent of the arithmetic
average K v value of all the measurements taken at the different temperatures.
3.5. System verification procedure
3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be
determined by introducing a known mass of an emissions gas compound into
the system whilst it is being operated under normal test conditions and
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Annex B5
subsequently analysing and calculating the emission gas compounds according

to the equations of Annex B7. The CFO method described in
paragraph 3.5.1.1.1. of this annex and the gravimetric method described in
paragraph 3.5.1.1.2. of this annex are both known to give sufficient accuracy.
The maximum permissible deviation between the quantity of gas introduced
and the quantity of gas measured is ±2 per cent.
3.5.1.1.1. Critical flow orifice (CFO) method
The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8) using
a critical flow orifice device.
A known mass of pure carbon monoxide, carbon dioxide or propane gas shall
be introduced into the CVS system through the calibrated critical orifice. If the
inlet pressure is high enough, the flow rate q which is restricted by means of
the critical flow orifice, is independent of orifice outlet pressure (critical flow).
The CVS system shall be operated as in a normal exhaust emissions test and
enough time shall be allowed for subsequent analysis. The gas collected in the
sample bag shall be analysed by the usual equipment (see paragraph 4.1. of this
annex) and the results compared to the concentration of the known gas samples.
If deviations exceed ±2 per cent, the cause of the malfunction shall be
determined and corrected.
3.5.1.1.2. Gravimetric method
The gravimetric method weighs a quantity of pure gas (CO, CO2, or C3H8).
The weight of a small cylinder filled with either pure carbon monoxide, carbon
dioxide or propane shall be determined with a precision of ±0.01 g. The CVS
system shall operate under normal exhaust emissions test conditions while the
pure gas is injected into the system for a time sufficient for subsequent analysis.
The quantity of pure gas involved shall be determined by means of differential
weighing. The gas accumulated in the bag shall be analysed by means of the
equipment normally used for exhaust gas analysis as described in
paragraph 4.1. of this annex. The results shall be subsequently compared to the
concentration figures computed previously. If deviations exceed ±2 per cent,
the cause of the malfunction shall be determined and corrected.
4. Emissions measurement equipment
4.1. Gaseous emissions measurement equipment
4.1.1. System overview
4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the
dilution air shall be collected for analysis.
4.1.1.2. The mass of gaseous emissions shall be determined from the proportional
sample concentrations and the total volume measured during the test. Sample
concentrations shall be corrected to take into account the respective compound
concentrations in dilution air.
4.1.2. Sampling system requirements
4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction
device.
With the exception of paragraphs 4.1.3.1. (hydrocarbon sampling system),
paragraph 4.2. (PM measurement equipment) and paragraph 4.3 (PN
measurement equipment) of this annex, the dilute exhaust gas sample may be
taken downstream of the conditioning devices (if any).
4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of
dilution air and diluted exhaust in the CVS bags to allow concentration
measurement and shall not exceed 0.3 per cent of the flow rate of the dilute
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exhaust gases, unless the diluted exhaust bag fill volume is added to the
integrated CVS volume.
4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the
filter if one is fitted).
4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the
mixing area.
4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the
dilute exhaust gases.
4.1.2.6. The materials used for the sampling operations shall be such as not to change
the concentration of the emissions compounds.
4.1.2.7. Filters may be used in order to extract the solid particles from the sample.
4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment,
quick-acting type.
4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way valves
and the sample bags, the connections sealing themselves automatically on the
bag side. Other systems may be used for conveying the samples to the analyser
(e.g. three-way stop valves).
4.1.2.10. Sample storage
4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as
not to impede the sample flow.
4.1.2.10.2. The bag material shall be such as to affect neither the measurements
themselves nor the chemical composition of the gas samples by more than
±2 per cent after 30 minutes (e.g., laminated polyethylene/polyamide films, or
fluorinated polyhydrocarbons).
4.1.3. Sampling systems
4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)
4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe,
line, filter and pump. The sample shall be taken upstream of the heat exchanger
(if fitted). The sampling probe shall be installed at the same distance from the
exhaust gas inlet as the particulate sampling probe and in such a way that
neither interferes with samples taken by the other. It shall have a minimum
internal diameter of 4 mm.
4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ±10 °C by the
heating system.
4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be
determined by integration of the second-by-second data divided by the phase
or test duration.
4.1.3.1.4. The heated sampling line shall be fitted with a heated filter FH having a
99 per cent efficiency for particles ≥ 0.3 μm to extract any solid particles from
the continuous flow of gas required for analysis.
4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall be
no more than 4 seconds.
4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to
ensure a representative sample, unless compensation for varying CVS volume
flow is made.
4.1.4. Analysers
4.1.4.1. General requirements for gas analysis
4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy
required to measure the concentrations of the exhaust gas sample compounds.
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4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ±2 per cent
(intrinsic error of analyser) disregarding the reference value for the calibration
gases.
4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same
range.
4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to
have no effect on the content of the compound in the gas stream.
4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO2) analysis
The analysers shall be of the non-dispersive infrared (NDIR) absorption type.
4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel
The analyser shall be of the flame ionization (FID) type calibrated with
propane gas expressed in equivalent carbon atoms (C1).
4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels
The analyser shall be of the heated flame ionization type with detector, valves,
pipework, etc., heated to 190 °C 10 °C. It shall be calibrated with propane gas
expressed equivalent to carbon atoms (C1).
4.1.4.5. Methane (CH4) analysis
The analyser shall be either a gas chromatograph combined with a flame
ionization detector (FID), or a flame ionization detector (FID) combined with
a non-methane cutter (NMC-FID), calibrated with methane or propane gas
expressed equivalent to carbon atoms (C1).
4.1.4.6. Nitrogen oxides (NOx) analysis
The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-
violet resonance absorption (NDUV) types.
4.1.4.11. Hydrogen (H2) analysis (if applicable)
The analyser shall be of the sector field mass spectrometry type, calibrated
with hydrogen.
4.1.4.12. Water (H2O) analysis (if applicable)
The analyser shall be of the non-dispersive infrared analyzer (NDIR)
absorption type. The NDIR shall be calibrated either with water vapour or with
propylene (C3H6). If the NDIR is calibrated with water vapour, it shall be
ensured that no water condensation can occur in tubes and connections during
the calibration process. If the NDIR is calibrated with propylene, the
manufacturer of the analyzer shall provide the information for converting the
concentration of propylene to its corresponding concentration of water vapour.
The values for conversion shall be periodically checked by the manufacturer
of the analyzer, and at least once per year.
4.1.5. Recommended system descriptions
4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system.
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Annex B5
Figure A5/9
Full flow exhaust dilution system schematic
Dilution air
Dilution air sample to:

- CVS bags
- PM sampling (optional)
Dilution - other devices
airfilters
- continuous diluted exhaust analysers

- other sampling systems
HFID
PDP, CFV, SSV, UFM

Dilution tunnel
MC Flow meter and Vent

suction device
Vehicle
exhaust Heat
Mixing
exchanger
device
(optional)
PN PM
- CVS bag sampling
- other sampling systems
4.1.5.2. Examples of system components are as listed below.

4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the
diluted exhaust gas/air mixture.
4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.
4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted exhaust
gas and dilution air samples taken during the course of the test from sampling
probes and flow of the gas samples shall be such that, at the end of each test,
the quantity of the samples is sufficient for analysis.
4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample
bags or to the outside vent.
4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves and
the sample bags. The coupling shall close automatically on the sampling bag
side. As an alternative, other methods of transporting the samples to the
analyser may be used (three-way stopcocks, for instance).
4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air
during the test.
4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted
exhaust gas (CFV-CVS only).
4.1.5.3. Additional components required for hydrocarbon sampling using a heated
flame ionization detector (HFID) as shown in Figure A5/10.
4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane
as the particulate and, if applicable, particle sample probes.
4.1.5.3.2. Heated filter located after the sampling point and before the HFID.
4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the
HFID.
4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon concentrations.
4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the
HFID.
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Annex B5
Figure A5/10
Components required for hydrocarbon sampling using an HFID
4.2. PM measurement equipment

4.2.1. Specification
4.2.1.1. System overview
4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in
the dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s),
flow rate regulators and measuring units. See Figures A5/11, A5/12 and A5/13.
4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In
such case, it is recommended that it be employed upstream of the filter holder.
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Figure A5/11
Alternative particulate sampling probe configuration
4.2.1.2. General requirements

4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged within
the dilution tunnel so that a representative sample gas flow can be taken from
the homogeneous air/exhaust mixture and shall be upstream of a heat
exchanger (if any).
4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of
diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 per cent
of the particulate sample flow rate. The verification of the proportionality of
the particulate sampling shall be made during the commissioning of the system
and as required by the responsible authority.
4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above
20 °C and below 52 °C within 20 cm upstream or downstream of the
particulate sampling filter face. Heating or insulation of components of the
particulate sampling system to achieve this is permitted.
In the event that the 52 °C limit is exceeded during a test where periodic
regeneration event does not occur, the CVS flow rate shall be increased or
double dilution shall be applied (assuming that the CVS flow rate is already
sufficient so as not to cause condensation within the CVS, sample bags or
analytical system).
4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a
holder in the sampled dilute exhaust gas flow.
4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe
up to the filter holder that are in contact with raw and diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate. 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.
4.2.1.2.6. 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
paragraphs 3.3.5.1. or 3.3.6.4.2. of this annex, so as to ensure that the flow rate
in the system is constant and the sampling rate accordingly proportional.
4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an
accuracy of ±1 °C and a response time (t 90 – t10 ) of 15 seconds or less.
4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy
of ±2.5 per cent of reading or ±1.5 per cent full scale, whichever is the least.
The accuracy specified above of the sample flow from the CVS tunnel is also
applicable where double dilution is used. Consequently, the measurement and
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Annex B5
control of the secondary dilution air flow and diluted exhaust flow rates
through the filter shall be of a higher accuracy.
4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a
frequency of 1 Hz or faster. Typically, these would include:
(a) Diluted exhaust temperature at the particulate sampling filter;
(b) Sampling flow rate;
(c) Secondary dilution air flow rate (if secondary dilution is used);
(d) Secondary dilution air temperature (if secondary dilution is used).
4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred
from the dilution tunnel Vep defined in paragraph 3.3.2. of Annex B7 in the
equation is not measured directly but determined by differential flow
measurement.
The accuracy of the flow meters used for the measurement and control of the
double diluted exhaust passing through the particulate sampling filters and for
the measurement/control of secondary dilution air shall be sufficient so that the
differential volume Vep shall meet the accuracy and proportional sampling
requirements specified for single dilution.
The requirement that no condensation of the exhaust gas occur in the CVS
dilution tunnel, diluted exhaust flow rate measurement system, CVS bag
collection or analysis systems shall also apply in the case that double dilution
systems are used.
4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system
shall be subjected to a linearity verification as required by the instrument
manufacturer.
Figure A5/12
Particulate sampling system
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Annex B5
Figure A5/13
Double dilution particulate sampling system
4.2.1.3. Specific requirements

4.2.1.3.1. Sample probe
4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance
specified in paragraph 4.2.1.3.1.4. of this annex. It is recommended that this
performance be achieved by the use of a sharp-edged, open-ended probe facing
directly into the direction of flow plus a pre-classifier (cyclone impactor, etc.).
An appropriate sample probe, such as that indicated in Figure A5/11, may
alternatively be used provided it achieves the pre-classification performance
specified in paragraph 4.2.1.3.1.4. of this annex.
4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of
the exhaust gas inlet to the tunnel and have an internal diameter of at least
8 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 around
the central longitudinal axis of the dilution tunnel, with a spacing between
probes of at least 5 cm.
4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five
probe diameters, but shall not exceed 2,000 mm.
4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the
filter holder assembly. The pre-classifier 50 per cent cut point particle diameter
shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for
sampling PM. The pre-classifier shall allow at least 99 per cent 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 PM.
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4.2.1.3.2. Particle transfer tube (PTT)

Any bends in the PTT shall be smooth and have the largest possible radii.
4.2.1.3.3. Secondary dilution
4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM
measurement may be diluted at a second stage, subject to the following
requirements:
4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing
particles in the most penetrating particle size of the filter material by
≥ 99.95 per cent, or through a HEPA filter of at least Class H13 of
EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before
being passed to the HEPA filter. It is recommended that an additional coarse
particle filter be situated before the HEPA filter and after the charcoal scrubber,
if used.
4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the outlet
of the diluted exhaust from the dilution tunnel as possible.
4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the filter
face shall be at least 0.25 seconds, but no longer than 5 seconds.
4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample
return shall be selected so that it does not interfere with the extraction of other
samples from the CVS.
4.2.1.3.4. Sample pump and flow meter
4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow
regulators and flow measuring units.
4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more
than ±3 °C except:
(a) When the sampling flow meter has real time monitoring and flow
control operating at a frequency of 1 Hz or faster;
(b) During regeneration tests on vehicles equipped with periodically
regenerating after-treatment devices.
Should the volume of flow change unacceptably as a result of excessive filter
loading, the test shall be invalidated. When it is repeated, the flow rate shall be
decreased.
4.2.1.3.5. Filter and filter holder
4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The
valve shall open and close within 1 second of the start and end of test.
4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within
the range 20 cm/s to 105 cm/s and shall be set at the start of the test so that
105 cm/s will not be exceeded when the dilution system is being operated with
sampling flow proportional to CVS flow rate.
4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall
be used.
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 per cent at a gas filter face velocity of 5.33 cm/s measured according to one
of the following standards:
(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element;
(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters;
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Annex B5
(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021:

Testing HEPA and ULPA Filter Media.
4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow
distribution across the filter stain area. The filter shall be round and have a stain
area of at least 1,075 mm2.
4.2.2. Weighing chamber (or room) and analytical balance specifications
4.2.2.1. Weighing chamber (or room) conditions
(a) The temperature of the weighing chamber (or room) in which the
particulate sampling filters are conditioned and weighed shall be
maintained to within 22 °C ±2 °C (22 °C ±1 °C if possible) during all
filter conditioning and weighing;
(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a
relative humidity of 45 per cent ±8 per cent;
(c) Limited deviations from weighing chamber (or room) temperature and
humidity specifications shall be permitted provided their total duration
does not exceed 30 minutes in any one filter conditioning period;
(d) The levels of ambient contaminants in the weighing chamber (or room)
environment that would settle on the particulate sampling filters during
their stabilisation shall be minimised;
(e) During the weighing operation no deviations from the specified
conditions are permitted.
4.2.2.2. Linear response of an analytical balance
The analytical balance used to determine the filter weight shall meet the
linearity verification criteria of Table A5/1 applying a linear regression. This
implies a precision of at least ±2 µg and a resolution of at least 1 µg
(1 digit = 1 µg). At least 4 equally-spaced reference weights shall be tested.
The zero value shall be within ±1 µg.
Table A5/1
Analytical balance verification criteria
Standard error of Coefficient of

Measurement system Intercept a0 Slope a1 estimate ( SEE) determination r2
Particulate ≤ 1 µg 0.99 – 1.01 ≤ 1 per cent ≥ 0.998

balance max
4.2.2.3. Elimination of static electricity effects

The effects of static electricity shall be nullified. This may be achieved by
grounding the balance through placement upon an antistatic mat and
neutralization of the particulate sampling filters prior to weighing using a
polonium neutraliser or a device of similar effect. Alternatively, nullification
of static effects may be achieved through equalization of the static charge.
4.2.2.4. Buoyancy correction
The sample and reference filter weights shall be corrected for their buoyancy
in air. The buoyancy correction is a function of sampling filter density, air
density and the density of the balance calibration weight, and does not account
for the buoyancy of the particulate matter itself.
If the density of the filter material is not known, the following densities shall
be used:
(a) PTFE coated glass fibre filter: 2,300 kg/m3;
(b) PTFE membrane filter: 2,144 kg/m3;
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Annex B5
(c) PTFE membrane filter with polymethylpentene support ring:

920 kg/m3.
For stainless steel calibration weights, a density of 8,000 kg/m³ shall be used.
If the material of the calibration weight is different, its density shall be known
and be used. International Recommendation OIML R 111-1 Edition 2004(E)
(or equivalent) from International Organization of Legal Metrology on
calibration weights should be followed.
The following equation shall be used:
ρa
1−
ρw
Pef = Peuncorr × ( ρ )
1− a
ρf
where:
Pef is the corrected particulate sample mass, mg;
Peuncorr is the uncorrected particulate sample mass, mg;
ρa is the density of the air, kg/m3;
ρw is the density of balance calibration weight, kg/m 3;
ρf is the density of the particulate sampling filter, kg/m3.
The density of the air ρa shall be calculated using the following equation:
pb × Mmix
ρa =
R × Ta
pb is the total atmospheric pressure, kPa;
Ta is the air temperature in the balance environment, Kelvin (K);
Mmix is the molar mass of air in a balanced environment, 28.836 g mol-1;
R is the molar gas constant, 8.3144 J mol-1 K-1.
4.3. PN measurement equipment (if PN measurement is required)
4.3.1. Specification
4.3.1.1. System overview
4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point
extracting a sample from a homogenously mixed flow in a dilution system, a
volatile particle remover (VPR) upstream of a particle number counter (PNC)
and suitable transfer tubing. See Figure A5/14.
4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone,
impactor, etc.) be located prior to the inlet of the VPR. The PCF 50 per cent
cut point particle diameter shall be between 2.5 µm and 10 µm at the
volumetric flow rate selected for particle sampling. The PCF shall allow at
least 99 per cent of the mass concentration of 1 µm particles entering the PCF
to pass through the exit of the PCF at the volumetric flow rate selected for
particle sampling.
A sample probe acting as an appropriate size-classification device, such as that
shown in Figure A5/11, is an acceptable alternative to the use of a PCF.
4.3.1.2. General requirements
4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the
case that a double dilution system is used, the particle sampling point shall be
located within the primary dilution system.
4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle
transfer system (PTS). The PTS conducts the sample from the dilution tunnel
to the entrance of the VPR. The PTS shall meet the following conditions:
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Annex B5
(a) The sampling probe shall be installed at least 10 tunnel diameters

downstream of the exhaust gas inlet, facing upstream into the tunnel gas
flow with its axis at the tip parallel to that of the dilution tunnel;
(b) The sampling probe shall be upstream of any conditioning device (e.g.
heat exchanger);
(c) The sampling probe shall be positioned within the dilution tunnel so
that the sample is taken from a homogeneous diluent/exhaust mixture.
4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:
(a) In the case that a full flow exhaust dilution system, is used it shall have
a flow Reynolds number Re lower than 1,700;
(b) In the case that a double dilution system is used, it shall have a flow
Reynolds number Re lower than 1,700 in the PTT i.e. downstream of
the sampling probe or point;
(c) Shall have a residence time ≤ 3 seconds.
4.3.1.2.1.3. Any other sampling configuration for the PTS for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.
4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet
of the PNC, shall have the following properties:
(a) An internal diameter ≥ 4mm;
(b) A sample gas flow residence time of ≤ 0.8 seconds.
4.3.1.2.1.5. Any other sampling configuration for the OT for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.
4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle
removal.
4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe
up to the PNC, which are in contact with raw and diluted exhaust gas, shall be
designed to minimize deposition of the particles. 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.
4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling practice
that includes the avoidance of sharp bends and abrupt changes in cross-section,
the use of smooth internal surfaces and the minimization of the length of the
sampling line. Gradual changes in the cross-section are permitted.
4.3.1.3. Specific requirements
4.3.1.3.1. The particle sample shall not pass through a pump before passing through the
PNC.
4.3.1.3.2. A sample pre-classifier is recommended.
4.3.1.3.3. The sample preconditioning unit shall:
(a) Be capable of diluting the sample in one or more stages to achieve a
particle number concentration below the upper threshold of the single
particle count mode of the PNC and a gas temperature below 35 °C at
the inlet to the PNC;
(b) Include an initial heated dilution stage that outputs a sample at a
temperature of  150 °C and ≤ 350 °C ±10 °C, and dilutes by a factor
of at least 10;
(c) Control heated stages to constant nominal operating temperatures,
within the range ≥ 150 °C and ≤ 400 °C ±10 °C;
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(d) Provide an indication of whether or not heated stages are at their correct
operating temperatures;
(e) Be designed to achieve a solid particle penetration efficiency of at least
70 per cent for particles of 100 nm electrical mobility diameter;
(f) Achieve a particle concentration reduction factor fr (di ) for particles of
30 nm and 50 nm electrical mobility diameters that is no more than
30 per cent and 20 per cent respectively higher, and no more than
5 per cent lower than that for particles of 100 nm electrical mobility
diameter for the VPR as a whole;
The particle concentration reduction factor at each particle size fr (di )
shall be calculated using the following equation:
Nin (di )
fr (di ) =
Nout (di )
where:
Nin (di ) is the upstream particle number concentration for
particles of diameter di ;
Nout (di ) is the downstream particle number concentration for
particles of diameter di ;
di is the particle electrical mobility diameter (30, 50 or
100 nm).
Nin (di ) and Nout (di ) shall be corrected to the same conditions.
The arithmetic average particle concentration reduction factor at a given
dilution setting f̅r shall be calculated using the following equation:
fr (30 nm) + fr (50 nm) + fr (100 nm)
f̅r =
3
It is recommended that the VPR is calibrated and validated as a
complete unit;
(g) Be designed according to good engineering practice to ensure particle
concentration reduction factors are stable across a test;
(h) Also achieve more than 99.0 per cent vaporization of 30 nm
tetracontane (CH3(CH2)38CH3) particles, with an inlet concentration of
≥ 10,000 per cm³, by means of heating and reduction of partial
pressures of the tetracontane.
4.3.1.3.4. The PNC shall:
(a) Operate under full flow operating conditions;
(b) Have a counting accuracy of ±10 per cent across the range 1 per cm³ to
the upper threshold of the single particle count mode of the PNC against
a suitable traceable standard. At concentrations below 100 per cm³,
measurements averaged over extended sampling periods may be
required to demonstrate the accuracy of the PNC with a high degree of
statistical confidence;
(c) Have a resolution of at least 0.1 particles per cm³ at concentrations
below 100 per cm³;
(d) Have a linear response to particle number concentrations over the full
measurement range in single particle count mode;
(e) Have a data reporting frequency equal to or greater than a frequency of
0.5 Hz;
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Annex B5
(f) Have a t90 response time over the measured concentration range of less
than 5 seconds;
(g) Incorporate a coincidence correction function up to a maximum
10 per cent correction, and may make use of an internal calibration
factor as determined in paragraph 5.7.1.3. of this annex but shall not
make use of any other algorithm to correct for or define the counting
efficiency;
(h) Have counting efficiencies at the different particle sizes as specified in
Table A5/2.
Table A5/2
PNC counting efficiency
Particle size electrical mobility diameter (nm) PNC counting efficiency (per cent)
23 ±1 50 ±12
41 ±1 > 90
4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the frequency
specified by the instrument manufacturer.
4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow rate
is controlled, the pressure and/or temperature at the PNC inlet shall be
measured for the purposes of correcting particle number concentration
measurements to standard conditions.
4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t 90 response
time of the PNC shall be no greater than 20 seconds.
4.3.1.4. Recommended system description
The following paragraph contains the recommended practice for measurement
of PN. However, systems meeting the performance specifications in
paragraphs 4.3.1.2. and 4.3.1.3. of this annex are acceptable.
Figure A5/14
A recommended particle sampling system
OT
4.3.1.4.1. Sampling system description

4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle
sampling point in the dilution system, a PTT, a PCF, and a VPR, upstream of
the PNC unit.
4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters:
PND1 and PND2) and particle evaporation (evaporation tube, ET).
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4.3.1.4.1.3. The sampling probe or sampling point for the test gas flow shall be arranged
within the dilution tunnel so that a representative sample gas flow is taken from
a homogeneous diluent/exhaust mixture.
5. Calibration intervals and procedures
5.1. Calibration intervals
All instruments in Table A5/3 shall be calibrated at/after major maintenance
intervals.
Table A5/3
Instrument calibration intervals
Instrument checks Interval Criterion
Gas analyser linearization Every 6 months ±2 per cent of reading

(calibration)
Mid-span Every 6 months ±2 per cent
CO NDIR: Monthly -1 to 3 ppm
CO2/H2O interference
NOx converter check Monthly > 95 per cent
CH4 cutter check Yearly 98 per cent of ethane
FID CH4 response Yearly See paragraph 5.4.3. of
this annex.
FID air/fuel flow At major maintenance According to the
instrument manufacturer.
NO/NO2 NDUV: At major maintenance According to the
H2O, HC interference
Laser infrared spectrometers Yearly According to the
(modulated high resolution instrument manufacturer.
narrow band infrared
analysers): interference
check
QCL Yearly According to the
GC methods See paragraph 7.2. of this See paragraph 7.2. of this
annex. annex.
LC methods Yearly According to the
Photoacoustics Yearly According to the
FTIR: linearity verification Within 370 days before See paragraph 7.1. of this
testing annex.
Microgram balance linearity Yearly See paragraph 4.2.2.2. of
this annex.
PNC (particle number See paragraph 5.7.1.1. of See paragraph 5.7.1.3. of
counter) (if applicable) this annex this annex.
VPR (volatile particle See paragraph 5.7.2.1. of See paragraph 5.7.2. of
remover) this annex. this annex.
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Annex B5
Table A5/4
Constant volume sampler (CVS) calibration intervals
CVS Interval Criterion
CVS flow After overhaul ±2 per cent

Temperature sensor Yearly ±1 °C
Pressure sensor Yearly ±0.4 kPa
Injection check Weekly ±2 per cent
Table A5/5
Environmental data calibration intervals
Climate Interval Criterion
Temperature Yearly ±1 °C
Moisture dew Yearly ±5 per cent RH
Ambient pressure Yearly ±0.4 kPa
Cooling fan After overhaul According to paragraph 1.1.1.
of this annex.
5.2. Analyser calibration procedures

5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer
or at least as often as specified in Table A5/3.
5.2.2. Each normally used operating range shall be linearized by the following
procedure:
5.2.2.1. The analyser linearization curve shall be established by at least five calibration
points spaced as uniformly as possible. The nominal concentration of the
calibration gas of the highest concentration shall be not less than 80 per cent
of the full scale.
5.2.2.2. The calibration gas concentration required may be obtained by means of a gas
divider, diluting with purified N2 or with purified synthetic air.
5.2.2.3. The linearization curve shall be calculated by the least squares method. If the
resulting polynomial degree is greater than 3, the number of calibration points
shall be at least equal to this polynomial degree plus 2.
5.2.2.4. The linearization curve shall not differ by more than ±2 per cent from the
nominal value of each calibration gas.
5.2.2.5. From the trace of the linearization curve and the linearization points it is
possible to verify that the calibration has been carried out correctly. The
different characteristic parameters of the analyser shall be indicated,
particularly:
(a) Analyser and gas component;
(b) Range;
(c) Date of linearisation.
5.2.2.6. If the responsible authority is satisfied that alternative technologies (e.g.
computer, electronically controlled range switch, etc.) give equivalent
accuracy, these alternatives may be used.
5.3. Analyser zero and calibration verification procedure
5.3.1. Each normally used operating range shall be checked prior to each analysis in
accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this annex
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Annex B5
5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration
gas according to paragraph 2.14.2.3. of Annex B6.
5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-
checking according to paragraph 2.14.2.4. of Annex B6.
5.4. FID hydrocarbon response check procedure
5.4.1. Detector response optimization
The FID shall be adjusted as specified by the instrument manufacturer.
Propane in air shall be used on the most common operating range.
5.4.2. Calibration of the HC analyser
5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.
5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this annex shall be
established.
5.4.3. Response factors of different hydrocarbons and recommended limits
5.4.3.1. The response factor, Rf, for a particular hydrocarbon compound is the ratio of
the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be at a level to give a response of
approximately 80 per cent of full-scale deflection for the operating range. The
concentration shall be known to an accuracy of ±2 per cent in reference to a
gravimetric standard expressed in volume. In addition, the gas cylinder shall
be preconditioned for 24 hours at a temperature between 20 and 30 °C.
5.4.3.2. The methane factor RfCH4 shall be measured and determined when introducing
an analyser into service, and yearly thereafter or after major maintenance
intervals, whichever comes first.
The propylene response factor RfC3H6 and the toluene response factor RfC7H8
shall be measured when introducing an analyser into service. It is
recommended that they be measured at or after major maintenance which
might possibly affect the response factors.
The test gases to be used and the recommended response factors are:
Methane and purified air: 0.95 < RfCH4 < 1.15
or 1.00 < Rf < 1.05 for NG/biomethane fuelled vehicles
Propylene and purified air: 0.85 < RfC3H6 < 1.10
Toluene and purified air: 0.85 < RfC7H8 < 1.10
The factors are relative to an Rf of 1.00 for propane and purified air.
5.5. NOx converter efficiency test procedure
5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described
below, the efficiency of converters for the conversion of NO2 into NO shall be
tested by means of an ozonator as follows:
5.5.1.1. The analyser shall be calibrated in the most common operating range following
the manufacturer's specifications using zero and calibration gas (the NO
content of which shall amount to approximately 80 per cent of the operating
range and the NO2 concentration of the gas mixture shall be less than 5 per cent
of the NO concentration). The NOx analyser shall be in the NO mode so that
the calibration gas does not pass through the converter. The indicated
concentration shall be recorded.
5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the
calibration gas flow until the concentration indicated is approximately
10 per cent less than the indicated calibration concentration given in
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Annex B5
paragraph 5.5.1.1. of this annex. The indicated concentration (c) shall be

recorded. The ozonator shall be kept deactivated throughout this process.
5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO
concentration down to 20 per cent (minimum 10 per cent) of the calibration
concentration given in paragraph 5.5.1.1. of this annex. The indicated
concentration (d) shall be recorded.
5.5.1.4. The NOx analyser shall be subsequently switched to the NOx mode, whereby
the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the
converter. The indicated concentration (a) shall be recorded.
5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in
paragraph 5.5.1.2. of this annex shall pass through the converter into the
detector. The indicated concentration (b) shall be recorded.
Figure A5/15
NOx converter efficiency test configuration
5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be shut
off. The NO2 reading of the analyser shall then be no more than 5 per cent
above the figure given in paragraph 5.5.1.1. of this annex.
5.5.1.7. The per cent efficiency of the NOx converter shall be calculated using the
concentrations a, b, c and d determined in paragraphs 5.5.1.2. to 5.5.1.5.
inclusive of this annex using the following equation:
a−b
Efficiency = (1 + ) × 100
c−d
The efficiency of the converter shall not be less than 95 per cent. The
efficiency of the converter shall be tested in the frequency defined in
Table A5/3.
5.6. Calibration of the microgram balance
The calibration of the microgram balance used for particulate sampling filter
weighing shall be traceable to a national or international standard. The balance
shall comply with the linearity requirements given in paragraph 4.2.2.2. of this
annex. The linearity verification shall be performed at least every 12 months
or whenever a system repair or change is made that could influence the
calibration.
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Annex B5
5.7. Calibration and validation of the particle sampling system (if PN measurement
is required)
Examples of calibration/validation methods are available at:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html
5.7.1. Calibration of the PNC
5.7.1.1. The responsible authority shall ensure the existence of a calibration certificate
for the PNC demonstrating compliance with a traceable standard within a 13-
month period prior to the emissions test. Between calibrations either the
counting efficiency of the PNC shall be monitored for deterioration or the PNC
wick shall be routinely changed every 6 months. See Figures A5/16 and A5/17.
PNC counting efficiency may be monitored against a reference PNC or against
at least two other measurement PNCs. If the PNC reports particle number
concentrations within ±10 per cent of the arithmetic average of the
concentrations from the reference PNC, or a group of two or more PNCs, the
PNC shall subsequently be considered stable, otherwise maintenance of the
PNC is required. Where the PNC is monitored against two or more other
measurement PNCs, it is permitted to use a reference vehicle running
sequentially in different test cells each with its own PNC.
Figure A5/16
Nominal PNC annual sequence
Figure A5/17
Extended PNC annual sequence (in the case that a full PNC calibration is delayed)
5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued
following any major maintenance.
5.7.1.3. Calibration shall be traceable to a national or international standard calibration
method by comparing the response of the PNC under calibration with that of:
(a) A calibrated aerosol electrometer when simultaneously sampling
electrostatically classified calibration particles; or
(b) A second PNC that has been directly calibrated by the method described
above.
5.7.1.3.1. For the requirements of paragraph 5.7.1.3.(a), calibration shall be undertaken
using at least six standard concentrations spaced as uniformly as possible
across the PNC’s measurement range.
5.7.1.3.2. For the requirements of paragraph 5.7.1.3.(b), calibration shall be undertaken
using at least six standard concentrations across the PNC’s measurement range.
At least 3 points shall be at concentrations below 1,000 per cm³, the remaining
concentrations shall be linearly spaced between 1,000 per cm³ and the
maximum of the PNC’s range in single particle count mode.
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Annex B5
5.7.1.3.3. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), the selected
points shall include a nominal zero concentration point produced by attaching
HEPA filters of at least Class H13 of EN 1822:2008, or equivalent
performance, to the inlet of each instrument. With no calibration factor applied
to the PNC under calibration, measured concentrations shall be within
±10 per cent of the standard concentration for each concentration, with the
exception of the zero point, otherwise the PNC under calibration shall be
rejected. The gradient from a linear least squares regression of the two data
sets shall be calculated and recorded. A calibration factor equal to the
reciprocal of the gradient shall be applied to the PNC under calibration.
Linearity of response is calculated as the square of the Pearson product moment
correlation coefficient (r) of the two data sets and shall be equal to or greater
than 0.97. In calculating both the gradient and r 2, the linear regression shall be
forced through the origin (zero concentration on both instruments).
5.7.1.4. Calibration shall also include a check, according to the requirements of
paragraph 4.3.1.3.4.(h) of this annex, on the PNC’s detection efficiency with
particles of 23 nm electrical mobility diameter. A check of the counting
efficiency with 41 nm particles is not required.
5.7.2. Calibration/validation of the VPR
5.7.2.1. Calibration of the VPR’s particle concentration reduction factors across its full
range of dilution settings, at the instrument’s fixed nominal operating
temperatures, shall be required when the unit is new and following any major
maintenance. The periodic validation requirement for the VPR’s particle
concentration reduction factor is limited to a check at a single setting, typical
of that used for measurement on particulate filter-equipped vehicles. The
responsible authority shall ensure the existence of a calibration or validation
certificate for the VPR within a 6-month period prior to the emissions test. If
the VPR incorporates temperature monitoring alarms, a 13-month validation
interval is permitted.
It is recommended that the VPR is calibrated and validated as a complete unit.
The VPR shall be characterised for particle concentration reduction factor with
solid particles of 30, 50 and 100 nm electrical mobility diameter. Particle
concentration reduction factors fr (d) for particles of 30 nm and 50 nm electrical
mobility diameters shall be no more than 30 per cent and 20 per cent higher
respectively, and no more than 5 per cent lower than that for particles of 100 nm
electrical mobility diameter. For the purposes of validation, the arithmetic
average of the particle concentration reduction factor shall be within ±10 per cent
of the arithmetic average particle concentration reduction factor f̅r determined
during the primary calibration of the VPR.
5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and
100 nm electrical mobility diameter and a minimum concentration of 5,000
particles per cm³ at the VPR inlet. As an option, a polydisperse aerosol with an
electrical mobility median diameter of 50 nm may be used for validation. The
test aerosol shall be thermally stable at the VPR operating temperatures.
Particle number concentrations shall be measured upstream and downstream
of the components.
The particle concentration reduction factor for each monodisperse particle size,
fr (di ), shall be calculated using the following equation:
Nin (di )
fr (di ) =
Nout (di )
where:
Nin (di ) is the upstream particle number concentration for particles of
diameter di ;
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Annex B5
Nout (di ) is the downstream particle number concentration for particles of

diameter di ;
di is the particle electrical mobility diameter (30, 50 or 100 nm).
Nin (di ) and Nout (di ) shall be corrected to the same conditions.
The arithmetic average particle concentration reduction factor f̅r at a given
dilution setting shall be calculated using the following equation:
fr (30nm) + fr (50nm) + fr (100nm)
f̅r =
3
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic
average particle concentration reduction factor f̅v at the dilution setting used
for validation shall be calculated using the following equation:
Nin
f̅v =
Nout
where:
Nin is the upstream particle number concentration;
Nout is the downstream particle number concentration.
5.7.2.3. The VPR shall demonstrate greater than 99.0 per cent removal of tetracontane
(CH3(CH2)38CH3) particles of at least 30 nm electrical mobility diameter with
an inlet concentration ≥ 10,000 per cm³ when operated at its minimum dilution
setting and manufacturer's recommended operating temperature.
5.7.3. PN measurement system check procedures
On a monthly basis, the flow into the PNC shall have a measured value within
5 per cent of the PNC nominal flow rate when checked with a calibrated flow
meter.
5.8. Accuracy of the mixing device
In the case that a gas divider is used to perform the calibrations as defined in
paragraph 5.2. of this annex, the accuracy of the mixing device shall be such
that the concentrations of the diluted calibration gases may be determined to
within ±2 per cent. A calibration curve shall be verified by a mid-span check
as described in paragraph 5.3. of this annex. A calibration gas with a
concentration below 50 per cent of the analyser range shall be within 2 per cent
of its certified concentration.
6. Reference gases
For Level 1B only:
In the case that gases within the following tolerance of the stated value are not
available in the Japan Calibration Service System (JCSS), a gas with a wider,
but most tight, tolerance available in the JCSS may be used.
6.1. Pure gases
6.1.1. All values in ppm mean volume-ppm (vpm)
6.1.2. The following pure gases shall be available, if necessary, for calibration and
operation:
6.1.2.1. Nitrogen:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO,
≤0.1 ppm N2O, ≤0.1 ppm NH3.
6.1.2.2. Synthetic air:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO, ≤0.1 ppm
NO2; oxygen content between 18 and 21 per cent volume.
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Annex B5
6.1.2.3. Oxygen:
Purity: > 99.5 per cent vol. O2.
6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):
Purity: ≤1 ppm C1, ≤400 ppm CO2; hydrogen content between 39 and 41 per
cent volume.
6.1.2.5. Carbon monoxide:
Minimum purity 99.5 per cent.
6.1.2.6. Propane:
Minimum purity 99.5 per cent.
6.2. Calibration gases
The true concentration of a calibration gas shall be within 1 per cent of the
stated value or as given below, and shall be traceable to national or
international standards.
Mixtures of gases having the following compositions shall be available with
bulk gas specifications according to paragraphs 6.1.2.1. or 6.1.2.2. of this
annex:
(a) C3H8 in synthetic air (see paragraph 6.1.2.2. of this annex);
(b) CO in nitrogen;
(c) CO2 in nitrogen;
(d) CH4 in synthetic air;
(e) NO in nitrogen (the amount of NO2 contained in this calibration gas
shall not exceed 5 per cent of the NO content).
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Annex B6
Annex B6
Type 1 test procedures and test conditions

1. Description of tests
1.1. The Type 1 test is used to verify the emissions of gaseous compounds,
particulate matter, particle number (if PN measurement is required), CO2 mass
emission, fuel consumption, electric energy consumption and electric ranges
over the applicable WLTP test cycle and OBFCM accuracy (where applicable).
1.1.1. The tests shall be carried out according to the method described in paragraph 2.
of this annex or paragraph 3. of Annex B8 for pure electric, hybrid electric and
compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate
matter and particle number (if PN measurement is required) shall be sampled
and analysed by the prescribed methods.
1.1.2. When the reference fuel to be used is LPG or NG/biomethane, the following
provisions shall apply additionally.
1.1.2.1. Exhaust emissions approval of a parent vehicle

1.1.2.1.1. The parent vehicle should demonstrate its capability to adapt to any fuel
composition that may occur across the market. In the case of LPG there are
variations in C3/C4 composition. In the case of NG/biomethane there are
generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel
(Lgas), but with a significant spread within both ranges; they differ
significantly in Wobbe index. These variations are reflected in the reference
fuels.
1.1.2.1.2. In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s)
shall be tested in the Type 1 test on the two extreme reference fuels of Annex
B3. In the case of NG/biomethane, if the transition from one fuel to another is
in practice aided through the use of a switch, this switch shall not be used
during type approval. In such a case on the manufacturer's request and with the
agreement of the approval authority the pre-conditioning cycle referred in
paragraph 2.6. of this annex may be extended.
1.1.2.1.3. The vehicle is considered to conform if, under the tests and reference fuels
mentioned in paragraph 1.1.2.1.2. of this annex, the vehicle complies with the
emission limits.
1.1.2.1.4. In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of emission
results "r" shall be determined for each pollutant as follows:
Type(s) of fuel Reference fuels Calculation of "r"
LPG and petrol or LPG only Fuel A B

r=
A
Fuel B
NG/biomethane and petrol or Fuel G20 G25

r=
NG/biomethane only G20
Fuel G25
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Annex B6
1.1.2.2. Exhaust emissions approval of a member of the family:

For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles
operating in gas mode, fuelled by LPG or NG/Biomethane, as a member of the
family, a Type 1 test shall be performed with one gas reference fuel. This
reference fuel may be either of the gas reference fuels. The vehicle is
considered to comply if the following requirements are met:
1.1.2.2.1. The vehicle complies with the definition of a family member as defined in
paragraph 6.3.6.3. of this Regulation;
1.1.2.2.2. If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the
emission result shall be multiplied by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r > 1; if r < 1, no correction is needed;
1.1.2.2.3. If the test fuel is reference fuel B for LPG or G25 for NG/biomethane, the
emission result shall be divided by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r < 1; if r > 1, no correction is needed;
1.1.2.2.4. On the manufacturer's request, the Type 1 test may be performed on both
reference fuels, so that no correction is needed;
1.1.2.2.5. The vehicle shall comply with the emission limits valid for the relevant
category for both measured and calculated emissions;
1.1.2.2.6. If repeated tests are made on the same engine the results on reference fuel G20,
or A, and those on reference fuel G25, or B, shall first be averaged; the "r" factor
shall then be calculated from these averaged results;
1.1.2.2.7. Without prejudice to paragraph 2.6.4.1.2. of this annex, during the Type 1 test
it is permissible to use petrol only or simultaneously with gas when operating
in gas mode provided that the energy consumption of gas is higher than 80 per
cent of the total amount of energy consumed during the test. This percentage
shall be calculated in accordance with the method set out in Appendix 3 to this
annex.
1.2. The number of tests shall be determined according to the flowchart in
Figure A6/1. The limit value is the maximum allowed value for the respective
criteria emission as specified in Table 1 of this Regulation.
1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable
WLTP test cycle and not to single phases.
1.2.2. The test results shall be the values after the applicable adjustments specified in
the post-processing tables in Annex B7 and Annex B8 are applied.
1.2.3. Determination of total cycle values
1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall
be rejected.
1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable
the total cycle values of the CO2 mass emission, the electric energy
consumption, fuel consumption, fuel efficiency, as well as PER and AER
according to Table A6/1.
The declared value of the electric energy consumption for OVC-HEVs under
charge-depleting operating condition shall not be determined according to
Figure A6/1. It shall be taken as the type approval value if the declared CO2
value is accepted as the approval value. If that is not the case, the measured
value of electric energy consumption shall be taken as the type approval value.
Evidence of a correlation between declared CO2 mass emission and electric
energy consumption shall be submitted to the responsible authority in advance,
if applicable.
For Level 1B
The declared value of the fuel efficiency for OVC-HEVs under charge-
depleting operating condition shall not be determined according to
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Annex B6
Figure A6/1. It shall be taken as the type approval value if the declared electric
energy consumption value is accepted as the approval value. If that is not the
case, the measured value of fuel efficiency shall be taken as the type approval
value. Evidence of a correlation between declared fuel efficiency and electric
energy consumption shall be submitted to the responsible authority in advance,
if applicable.
1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled,
all values declared by the manufacturer shall be accepted as the type approval
value. If any one of the criteria in row 1 of the applicable Table A6/2 is not
fulfilled, a second test shall be performed with the same vehicle.
1.2.3.5. After the second test, the arithmetic average results of the two tests shall be
calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by
these arithmetic average results, all values declared by the manufacturer shall
be accepted as the type approval value. If any one of the criteria in row 2 of
the applicable Table A6/2 is not fulfilled, a third test shall be performed with
the same vehicle.
1.2.3.6. After the third test, the arithmetic average results of the three tests shall be
calculated. For all parameters which fulfil the corresponding criterion in row 3
of the applicable Table A6/2, the declared value shall be taken as the type
approval value. For any parameter which does not fulfil the corresponding
criterion in row 3 of the applicable Table A6/2, the arithmetic average result
shall be taken as the type approval value.
1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not
fulfilled after the first or second test, at the request of the manufacturer and
with the approval of the responsible authority, the values may be re-declared
as higher values for emissions or consumption, or as lower values for electric
ranges, in order to reduce the required number of tests for type approval.
1.2.3.8. Determination of the acceptance values
1.2.3.8.1. For Level 1A only
Additional to the requirement of paragraph 1.2.3.8.2., the following acceptance
values for dCO21, dCO22, and dCO23 shall be used in relation to the criteria
for the number of tests in Table A6/2:
dCO21 = 0.990
dCO22 = 0.995
dCO23 = 1.000
1.2.3.8.2. For Level 1A only:
If the charge depleting Type 1 test for OVC-HEVs consists of two or more
applicable WLTP test cycles and the dCO2x value is below 1.0, the dCO2x
value shall be replaced by 1.0.
1.2.3.9. In the case that a test result or an average of test results was taken and
confirmed as the type approval value, this result shall be referred to as the
“declared value” for further calculations.
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Annex B6
Table A6/1
Applicable rules for a manufacturer’s declared values (total cycle values)(a) (as
applicable)
Vehicle type Level 1A only Level 1A: Level 1B; Electric energy All electric
MCO2 (b) FC FE (km/l or km/kg) consumption(c) range /
(Wh/km) Pure Electric
(g/km) (kg/100 km) Range (c)
(km)
Vehicles tested MCO2 FC FE

according to
Paragraph 3. Paragraph 1.4. Paragraph 1.4. - -
Annex B6 (pure
ICE) of Annex B7. of Annex B7. of Annex B7.
FCCS FECS
Paragraph Paragraph
NOVC-FCHV - 4.2.1.2.1. of 4,2,1.2.1. of - -
Annex B8. Annex B8.
.
FC,CD ECAC,CD AER

OVC- CD - N/A
FCHV
CS - FCCS N/A - -
MCO2,CS FECS
NOVC-HEV Paragraph - Paragraph - -

4.1.1. of 4.1.1.1. of
Annex B8. Annex B8.
For Level 1A:

ECAC,CD
MCO2,CD AER
FECD Paragraph 4.3.1. of
CD Paragraph - Annex B8. Paragraph
Paragraph 4.6.1.
4.1.2. of 4.4.1.1. of
of Annex B8. For Level 1B: EC
OVC- Annex B8. Annex B8.
HEV Paragraph 4.6.2. of
Annex B8
MCO2,CS FECS
CS Paragraph - Paragraph - -
4.1.1. of 4.1.1.1. of
Annex B8. Annex B8.
PERWLTC
ECWLTC
PEV - - - Paragraph
Paragraph 4.3.4.2.
4.4.2. of
of Annex B8.
Annex B8.
(a) The declared value shall be the value to which the necessary corrections, as applicable, are applied
(b) Rounding to 2 places of decimal according to paragraph 6.1.8. of this Regulation
(c) Rounding to one place of decimal according to paragraph 6.1.8. of this Regulation
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Annex B6
Figure A6/1
Flowchart for the number of Type 1 tests
First test
Any of criteria emissions > Limit Yes
No
Yes
All criteria in Table A6/2 within
the “first test” row are fulfilled.
No
Second test
Yes
Any of criteria emissions > Limit
No
Yes All criteria in Table A6/2 within

the “second test” row are fulfilled.
No
Third test
Any of criteria emissions > Limit Yes
No
All declared values Declared value or mean of three accepted,

Rejected
and emissions depending on judgment result of each
accepted value
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Annex B6
Table A6/2
Criteria for number of tests
For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.
Test Judgement Criteria For Level 1a: For Level 1B: FE

parameter emission MCO2
Row 1 First test First test results ≤ Regulation ≤ Declared value ≥ Declared value
limit × 0.9 × dCO21(b) × 1.0
Row 2 Second Arithmetic ≤ Regulation ≤ Declared value ≥ Declared value
test average of the limit × 1.0(a) × dCO22(b) × 1.0
first and second
test results
Row 3 Third test Arithmetic ≤ Regulation ≤ Declared value ≥ Declared value
average of limit × 1.0(a) × dCO23(b) × 1.0)
three test
results
(a) Each test result shall fulfil the regulation limit.

(b) dCO21, dCO22, and dCO23 shall be determined according to paragraph 1.2.3.8. of this annex
For OVC-HEVs charge-depleting Type 1 test.
Test Judgement Criteria For Level 1A: For Level 1B; For Level 1A:
parameter emissions MCO2,CD EC AER
Row First First test ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared

1 test results limit × 0.9(a) × dCO21(c) value ×1.0 value × 1.0
Row Second Arithmetic ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared

2 test average of the limit × 1.0(b) × dCO22(c) value ×1.0 value × 1.0
first and
second test
results
Row Third Arithmetic ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared
3 test average of limit × 1.0(b) × dCO23(c) value ×1.0 value × 1.0
three test
results
(a) "0.9" shall be replaced by “1.0” for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or
more applicable WLTC cycles.
(b) Each test result shall fulfil the regulation limit.
(c)
dCO21, dCO22, and dCO23 shall be determined according to paragraph 1.2.3.8. of this annex.
For PEVs
Test Judgement parameter Electric energy PER

consumption
Row 1 First test First test results ≤ Declared value × 1.0 ≥ Declared value × 1.0
Row 2 Second test Arithmetic average of the ≤ Declared value × 1.0 ≥ Declared value × 1.0
first and second test
results
Row 3 Third test Arithmetic average of ≤ Declared value × 1.0 ≥ Declared value × 1.0
three test results
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Annex B6
For Level 1A only

For OVC-FCHVs charge-depleting Type 1 test.
Test Judgement parameter FC,CD ECAC,CD AER
Row First test First test results ≤ Declared value x ≤ Declared value x ≥ Declared value ×
1 1.0 1.0 1.0
Row Second Arithmetic average ≤ Declared value ≤ Declared value x ≥ Declared value ×
2 test of the first and x1.0 1.0 1.0
second test results
Row Third Arithmetic average ≤ Declared value x ≤ Declared value x ≥ Declared value ×
3 test of three test results 1.0 1.0 1.0
For NOVC-FCHVs and OVC-FCHVs in CS condition (as applicable)
Test Judgement parameter For Level 1A: FCCS For Level 1B: FECS
Row 1 First test First test results ≤ Declared value × 1.0 ≥ Declared value × 1.0
Row 2 Second test Arithmetic average of ≤ Declared value × 1.0 ≥ Declared value × 1.0
the first and second test
results
Row 3 Third test Arithmetic average of ≤ Declared value × 1.0 ≥ Declared value × 1.0
three test results
1.2.4. Determination of phase-specific values

1.2.4.1. Phase-specific value for CO2
1.2.4.1.1. After the total cycle declared value of the CO2 mass emission is accepted, the
arithmetic average of the phase-specific values of the test results in g/km shall
be multiplied by the adjustment factor CO2_AF to compensate for the
difference between the declared value and the test results. This corrected value
shall be the type approval value for CO2.
Declared value
CO2_AF =
Phase combined value
where:
(CO2aveL × DL ) + (CO2aveM × DM ) + (CO2aveH × DH ) + (CO2aveexH × DexH )
Phase combined value =
DL + DM + DH + DexH
where:
CO2aveL is the arithmetic average CO2 mass emission result for the L phase
test result(s), g/km;
CO2aveM is the arithmetic average CO2 mass emission result for the M phase
CO2aveH is the arithmetic average CO2 mass emission result for the H phase
CO2aveexH is the arithmetic average CO2 mass emission result for the exH
phase test result(s), g/km;
DL is theoretical distance of phase L, km;
DM is theoretical distance of phase M, km;
DH is theoretical distance of phase H, km;
DexH is theoretical distance of phase exH, km.
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Annex B6
1.2.4.1.2. If the total cycle declared value of the CO2 mass emission is not accepted, the
type approval phase-specific CO2 mass emission value shall be calculated by
taking the arithmetic average of the all test results for the respective phase.
1.2.4.2. Phase-specific values for fuel consumption
The fuel consumption value shall be calculated by the phase-specific CO2 mass
emission using the equations in paragraph 1.2.4.1. of this annex and the
arithmetic average of the emissions.
2. Type 1 test
2.1. Overview
2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer
preparation, fuelling, soaking, and operating conditions.
2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer
on the applicable WLTC for the interpolation family. A proportional part of
the diluted exhaust emissions shall be collected continuously for subsequent
analysis using a constant volume sampler.
2.1.3. Background concentrations shall be measured for all compounds for which
dilute mass emissions measurements are conducted. For exhaust emissions
testing, this requires sampling and analysis of the dilution air.
2.1.3.1. Background particulate measurement
2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution
tunnel background particulate mass from emissions measurements, these
background levels shall be determined according to the procedures listed in
paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. inclusive of this annex.
2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter
equivalent to 1 mg/km at the flow rate of the test.
2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be
subtracted.
2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the
background level shall be considered to be zero.
2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing
filtered dilution air through the particulate background filter. This shall be
drawn from a point immediately downstream of the dilution air filters.
Background levels in g/m3 shall be determined as a rolling arithmetic average
of at least 14 measurements with at least one measurement per week.
2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by
passing filtered dilution air through the particulate background filter. This shall
be drawn from the same point as the particulate matter sample. Where
secondary dilution is used for the test, the secondary dilution system shall be
active for the purposes of background measurement. One measurement may
be performed on the day of test, either prior to or after the test.
2.1.3.2. Background particle number determination (if PN measurement is required)
2.1.3.2.1. Where a manufacturer requests a background correction, these background
levels shall be determined as follows:
2.1.3.2.1.1. The background value may be either calculated or measured. The maximum
permissible background correction shall be related to the maximum allowable
leak rate of the particle number measurement system (0.5 particles per cm³)
scaled from the particle concentration reduction factor, PCRF, and the CVS
flow rate used in the actual test;
2.1.3.2.1.2. Either the responsible authority or the manufacturer may request that actual
background measurements are used instead of calculated ones.
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Annex B6
2.1.3.2.1.3. Where subtraction of the background contribution gives a negative result, the
PN result shall be considered to be zero.
2.1.3.2.2. The dilution air background particle number level shall be determined by
sampling filtered dilution air. This shall be drawn from a point immediately
downstream of the dilution air filters into the PN measurement system.
Background levels in particles per cm³ shall be determined as a rolling
arithmetic average of least 14 measurements with at least one measurement per
week.
2.1.3.2.3. The dilution tunnel background particle number level shall be determined by
sampling filtered dilution air. This shall be drawn from the same point as the
PN sample. Where secondary dilution is used for the test the secondary dilution
system shall be active for the purposes of background measurement. One
measurement may be performed on the day of test, either prior to or after the
test using the actual PCRF and the CVS flow rate utilised during the test.
2.2. General test cell equipment
2.2.1. Parameters to be measured
2.2.1.1. The following temperatures shall be measured with an accuracy of ±1.5 °C:
(a) Test cell ambient air;
(b) Dilution and sampling system temperatures as required for emissions
measurement systems defined in Annex B5.
2.2.1.2. Atmospheric pressure shall be measurable with a precision of ±0.1 kPa.
2.2.1.3. Specific humidity H shall be measurable with a precision of ±1 g H2O/kg dry
air.
2.2.2. Test cell and soak area
2.2.2.1. Test cell
2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the
actual value shall be within ±5 °C. The air temperature and humidity shall be
measured at the test cell's cooling fan outlet at a minimum frequency of 0.1 Hz.
For the temperature at the start of the test, see paragraph 2.8.1. of this annex.
2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the
engine shall be such that:
5.5 ≤ H ≤ 12.2 (g H2O/kg dry air)
2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0.1 Hz.
2.2.2.2. Soak area
The soak area shall have a temperature set point of 23 °C and the tolerance of
the actual value shall be within ±3 °C on a 5-minute running arithmetic average
and shall not show a systematic deviation from the set point. The temperature
shall be measured continuously at a minimum frequency of 0.033 Hz (every
30 s).
2.3. Test vehicle
2.3.1. General
The test vehicle shall conform in all its components with the production series,
or, if the vehicle is different from the production series (e.g. for worst case
testing), a full description shall be recorded. In selecting the test vehicle, the
manufacturer and the responsible authority shall agree which vehicle model is
representative for the interpolation family.
In the case that vehicles within an interpolation family are equipped with
different emission control systems that could have an effect on the emission
behaviour, the manufacturer shall either demonstrate to the responsible
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Annex B6
authority that the test vehicle(s) selected and its (their) results from the Type 1
test are representative for the interpolation family, or demonstrate the
fulfilment of the criteria emission within the interpolation family by testing
one or more individual vehicles that differ in their emission control systems.
For the measurement of emissions, the road load as determined with test
vehicle H shall be applied. In the case of a road load matrix family, for the
measurement of emissions, the road load as calculated for vehicle H M
according to paragraph 5.1. of Annex B4 shall be applied.
If at the request of the manufacturer the interpolation method is used (see
paragraph 3.2.3.2. of Annex B7), an additional measurement of emissions
shall be performed with the road load as determined with test vehicle L. Tests
on vehicles H and L should be performed with the same test vehicle and shall
be tested with the shortest n/v ratio (with a tolerance of ±1.5 per cent) within
the interpolation family. In the case of a road load matrix family, an additional
measurement of emissions shall be performed with the road load as calculated
for vehicle LM according to paragraph 5.1. of Annex B4.
Road load coefficients and the test mass of test vehicle L and H may be taken
from different road load matrix families. They may also be taken from different
road load families as long as the difference between these road load families
has been demonstrated to and accepted by the responsible authority, and results
from either applying paragraph 6.8. of Annex B4 or tyres taken from different
tyre categories, while the requirements in paragraph 2.3.2. of this annex are
maintained.
2.3.2. CO2 interpolation range
2.3.2.1. The interpolation method shall only be used if the difference in CO 2 over the
applicable cycle resulting from step 9 in Table A7/1 of Annex B7 between test
vehicles L and H is between a minimum of 5 g/km and a maximum defined in
2.3.2.2. The maximum difference in CO2 emissions allowed over the applicable cycle
resulting from step 9 in Table A7/1 of Annex B7 between test vehicles L and
H shall be 20 per cent plus 5 g/km of the CO2 emissions from vehicle H, but at
least 15 g/km and not exceeding 30 g/km. See Figure A6/2.
Figure A6/2
Interpolation range for pure ICE vehicles
This restriction does not apply for the application of a road load matrix family
or when the calculation of the road load of vehicles L and H is based on the
default road load.
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Annex B6
2.3.2.2.1. The allowed interpolation range defined in paragraph 2.3.2.2. of this annex
may be increased by 10 g/km CO2 (see Figure A6/3) if a vehicle M is tested
within that family and the conditions according to paragraph 2.3.2.4. of this
annex are fulfilled. This increase is allowed only once within an interpolation
family.
Figure A6/3
Interpolation range for pure ICE vehicles with vehicle M
2.3.2.3. At the request of the manufacturer and with approval of the responsible
authority, the application of the interpolation method on individual vehicle
values within a family may be extended if the maximum extrapolation of an
individual vehicle (Step 10 in Table A7/1 of Annex B7) is not more than
3 g/km above the CO2 emission of vehicle H (Step 9 in Table A7/1 of
Annex B7) and/or is not more than 3 g/km below the CO2 emission of
vehicle L (Step 9 in Table A7/1 of Annex B7). This extrapolation is valid only
within the absolute boundaries of the interpolation range specified in
paragraph 2.3.2.2.
For the application of a road load matrix family, or when the calculation of the
road load of vehicles L and H is based on the default road load, extrapolation
is not permitted.
2.3.2.4. Vehicle M
Vehicle M is a vehicle within the interpolation family between the vehicles L
and H with a cycle energy demand which is preferably closest to the average
of vehicles L and H.
The limits of the selection of vehicle M (see Figure A6/4) are such that neither
the difference in CO2 emission values between vehicles H and M nor the
difference in CO2 emission values between vehicles M and L is greater than
the allowed CO2 range in accordance with paragraph 2.3.2.2. of this annex.
The defined road load coefficients and the defined test mass shall be recorded.
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Annex B6
Figure A6/4
Limits for the selection of vehicle M
The linearity of CO2 mass emission for vehicle M shall be verified against the
linearly interpolated CO2 mass emission between vehicles L and H over the
applicable cycle by using the corrected measured values referring to the step
used in Table A7/1 of Annex B7.
The linearity criterion for vehicle M (see Figure A6/5) shall be considered
fulfilled, if the CO2 mass emission of the vehicle M over the applicable WLTC
minus the CO2 mass emission derived by interpolation is less than 2 g/km or
3 per cent of the interpolated value, whichever value is lower, but at least
1 g/km.
Figure A6/5
Linearity criterion for vehicle M
If the linearity criterion is fulfilled, the CO2 values of individual vehicles shall
be interpolated between vehicles L and H.
If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between vehicles
M and H. In such a case, the final CO2 mass emissions of vehicle M shall be
determined in accordance with the same process as for vehicles L or H. See
step 9 in Table A7/1 of Annex B7.
For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the interpolation
method on individual values shall be substituted by the corresponding
parameter of vehicle M.
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Annex B6
For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L necessary for the application of the interpolation
method on individual values shall be substituted by the corresponding
parameter of vehicle M.
2.3.3. Run-in
The vehicle shall be presented in good technical condition. It shall have been
run-in and driven between 3,000 and 15,000 km before the test. The engine,
transmission and vehicle shall be run-in in accordance with the manufacturer’s
recommendations.
2.4. Settings
2.4.1. Dynamometer settings and verification shall be performed according to
Annex B4.
2.4.2. Dynamometer operation
2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer
operation unless their operation is required by legislation (e.g. daylight running
lamps).
2.4.2.1.1. For Level 1A only
If the vehicle is equipped with a coasting functionality, this functionality shall
be deactivated either by a switch or by the vehicle’s dynamometer operation
mode during chassis dynamometer testing, except for tests where the coasting
functionality is explicitly required by the test procedure.
2.4.2.2. The vehicle’s dynamometer operation mode, if any, shall be activated by using
the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a
special sequence, using the manufacturer’s workshop tester, removing a fuse).
For Level 1A
The manufacturer shall provide the responsible authority a list of the
deactivated devices and/or functionalities and justification for the deactivation.
The dynamometer operation mode shall be approved by the responsible
authority and the use of a dynamometer operation mode shall be recorded.
For Level 1B
The manufacturer shall provide the responsible authority a list of the
deactivated devices and justification for the deactivation. The dynamometer
operation mode shall be approved by the responsible authority and the use of
a dynamometer operation mode shall be recorded.
2.4.2.3. For Level 1A
The vehicle’s dynamometer operation mode shall not activate, modulate, delay
or deactivate the operation of any part (with the exclusion of the coasting
functionality) that affects the emissions and fuel consumption under the test
conditions. Any device that affects the operation on a chassis dynamometer
shall be set to ensure a proper operation.
For Level 1B
The vehicle’s dynamometer operation mode shall not activate, modulate, delay
or deactivate the operation of any part that affects the emissions and fuel
consumption under the test conditions. Any device that affects the operation
on a chassis dynamometer shall be set to ensure a proper operation.
2.4.2.4. Allocation of dynamometer type to test vehicle
2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is
partially or permanently operated with two axles being powered or
recuperating energy over the applicable cycle the vehicle shall be tested on a
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Annex B6
dynamometer in 4WD operation which fulfils the specifications in

paragraphs 2.2. and 2.3. of Annex B5.
2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be
tested on a dynamometer in 2WD operation which fulfils the specifications in
paragraph 2.2. of Annex B5.
At the request of the manufacturer and with the approval of the approval
authority a vehicle with one powered axle may be tested on a 4WD
dynamometer in 4WD operation mode.
2.4.2.4.3. If the test vehicle is operated with two axles being powered in dedicated driver-
selectable modes which are not intended for normal daily operation but only
for special limited purposes, such as ‘mountain mode’ or ‘maintenance mode’,
or when the mode with two powered axles is only activated in an off-road
situation, the vehicle shall be tested on a dynamometer in 2WD operation
which fulfils the specifications in paragraph 2.2. of Annex B5.
At the request of the manufacturer and with the approval of the approval
authority, the vehicle may be tested on a 4WD dynamometer in 4WD operation
mode.
2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the
wheels on the non-powered axle may rotate during the test, provided that the
vehicle dynamometer operation mode and vehicle coastdown mode support
this way of operation.
Figure A6/5a
Possible test configurations on 2WD and 4WD dynamometers
4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
Contracting Party option (upon demonstration of equivalency) (upon demonstration of equivalency)
4WD vehicle 4WD vehicle 4WD vehicle 4WD vehicle
4WD vehicle converted to 2WD converted to 2WD converted to 2WD converted to 2WD
4WD vehicle
2 powered axles
mainly powered axle

is front
(situation for rear is single roller twin-roller
equivalent) dynamometer dynamometer
2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle
2WD vehicle
1 powered axle
front wheel drive

(situation for rear
wheel drive is single roller twin-roller
equivalent) dynamometer dynamometer
4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
(at the request of the manufacturer)
dyno: simulates road load and inertia vehicle: powered axle
dyno: just rotating, not included in energy balance vehicle: non-powered axle / in case of 4WD vehicle:
a powered axle, that is converted such, that it
is non-powered for dyno testing
2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD operation and

a dynamometer in 4WD operation
2.4.2.5.1. At the request of the manufacturer and with the approval of the approval
authority, the vehicle which has to be tested on a dynamometer in 4WD
operation may alternatively be tested on a dynamometer in 2WD operation if
the following conditions are met:
(a) The test vehicle is converted to have only one powered axle;
(b) The manufacturer demonstrates to the approval authority that the CO 2,
fuel consumption and/or electrical energy consumption of the converted
vehicle is the same or higher as for the non-converted vehicle being
tested on a dynamometer in 4WD operation;
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Annex B6
(c) A safe operation is ensured for the test (e.g. by removing a fuse or
dismounting a drive shaft) and an instruction is provided together with
the dynamometer operation mode;
(d) The conversion is only applied to the vehicle tested at the chassis
dynamometer, the road load determination procedure shall be applied
to the unconverted test vehicle.
2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road
load family. At the request of the manufacturer, and with approval of the
approval authority, this demonstration of equivalency may be extended to other
road load families upon evidence that a vehicle from the worst-case road load
family was selected as the test vehicle.
2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamometer or a
4WD dynamometer and whether it was tested on a dynamometer in 2WD
operation or 4WD operation shall be included in all relevant test reports. In the
case that the vehicle was tested on a 4WD dynamometer, with that
dynamometer in 2WD operation, this information shall also indicate whether
or not the wheels on the non-powered wheels were rotating.
2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the
quantity of gas collected.
2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed
by the manufacturer for series production.
2.4.5. Tyres shall be of a type specified as original equipment by the vehicle
manufacturer. Tyre pressure may be increased by up to 50 per cent above the
pressure specified in paragraph 4.2.2.3. of Annex B4. The same tyre pressure
shall be used for the setting of the dynamometer and for all subsequent testing.
The tyre pressure used shall be recorded.
2.4.6. Reference fuel
The appropriate reference fuel as specified in Annex B3 shall be used for
testing.
2.4.7. Test vehicle preparation
2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any
abnormal distribution of the fuel.
2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as
required to accommodate a fuel drain at the lowest point possible in the tank(s)
as installed on the vehicle, and to provide for exhaust sample collection.
2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized
loading condition (i.e. the vehicle is not undergoing a regeneration), it is
recommended that the vehicle has completed more than 1/3 of the mileage
between scheduled regenerations or that the periodically regenerating device
has undergone equivalent loading off the vehicle.
2.5. Preliminary testing cycles
Preliminary testing cycles may be carried out if requested by the manufacturer
to follow the speed trace within the prescribed limits.
2.6. Test vehicle preconditioning
2.6.1. Vehicle preparation
2.6.1.1. Fuel tank filling
The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel
in the fuel tank(s) does not meet the specifications contained in
paragraph 2.4.6. of this annex, the existing fuel shall be drained prior to the
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Annex B6
fuel fill. The evaporative emission control system shall neither be abnormally
purged nor abnormally loaded.
2.6.1.2. REESSs charging
Before the preconditioning test cycle, the REESSs shall be fully charged. At
the request of the manufacturer, charging may be omitted before
preconditioning. The REESSs shall not be charged again before official
testing.
2.6.1.3. Tyre pressures
The tyre pressure of the driving wheels shall be set in accordance with
2.6.1.4. Gaseous fuel vehicles
Between the tests on the first gaseous reference fuel and the second gaseous
reference fuel, for vehicles with positive ignition engines fuelled with LPG or
NG/biomethane or so equipped that they can be fuelled with either petrol or
LPG or NG/biomethane, the vehicle shall be preconditioned again before the
test on the second reference fuel. Between the tests on the first gaseous
reference fuel and the second gaseous reference fuel, for vehicles with positive
ignition engines fuelled with LPG or NG/biomethane or so equipped that they
can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall
be preconditioned again before the test on the second reference fuel.
2.6.2. Test cell
2.6.2.1. Temperature
During preconditioning, the test cell temperature shall be the same as defined
for the Type 1 test (paragraph 2.2.2.1.1. of this annex).
2.6.2.2. Background measurement
In a test facility in which there may be possible contamination of a low
particulate emitting vehicle test with residue from a previous test on a high
particulate emitting vehicle, it is recommended, for the purpose of sampling
equipment preconditioning, that a 120 km/h steady state drive cycle of
20 minutes duration be driven by a low particulate emitting vehicle. Longer
and/or higher speed running is permissible for sampling equipment
preconditioning if required. Dilution tunnel background measurements, if
applicable, shall be taken after the tunnel preconditioning, and prior to any
subsequent vehicle testing.
2.6.3. Procedure
2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a
dynamometer and operated through the applicable WLTCs. The vehicle need
not be cold, and may be used to set the dynamometer load.
2.6.3.2. The dynamometer load shall be set according to paragraphs 7. and 8. of
Annex B4. In the case that a dynamometer in 2WD operation is used for
testing, the road load setting shall be carried out on a dynamometer in 2WD
operation, and in the case that a dynamometer in 4WD operation is used for
testing the road load setting shall be carried out on a dynamometer in 4WD
operation.
2.6.4. Operating the vehicle
2.6.4.1. The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.
A non-vehicle initiated switching of mode of operation during the test shall not
be permitted unless otherwise specified.
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Annex B6
2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the
engine does not start as anticipated or the vehicle displays a start error, the test
is void, preconditioning tests shall be repeated and a new test shall be driven.
2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible
that the engine is started on petrol and switched automatically to LPG or
NG/biomethane after a predetermined period of time that cannot be changed
by the driver. This period of time shall not exceed 60 seconds.
It is also permissible to use petrol only or simultaneously with gas when
operating in gas mode provided that the energy consumption of gas is higher
than 80 per cent of the total amount of energy consumed during the Type 1
test. This percentage shall be calculated in accordance with the method set out
in Appendix 3 to this annex.
2.6.4.2. The cycle starts on initiation of the powertrain start procedure.
2.6.4.3. For preconditioning, the applicable WLTC shall be driven.
At the request of the manufacturer or the responsible authority, additional
WLTCs may be performed in order to bring the vehicle and its control systems
to a stabilized condition.
The extent of such additional preconditioning shall be included in all relevant
test reports.
2.6.4.4. Accelerations
The vehicle shall be operated with the necessary accelerator control movement
to accurately follow the speed trace.
The vehicle shall be operated smoothly following representative shift speeds
and procedures.
For manual transmissions, the accelerator control shall be released during each
shift and the shift shall be accomplished in minimum time.
If the vehicle cannot follow the speed trace, it shall be operated at maximum
available power until the vehicle speed reaches the respective target speed
again.
2.6.4.5. Deceleration
During decelerations, the driver shall deactivate the accelerator control but
shall not manually disengage the clutch until the point specified in
paragraphs 3.3. or 4.(f) of Annex B2.
If the vehicle decelerates faster than prescribed by the speed trace, the
accelerator control shall be operated such that the vehicle accurately follows
the speed trace.
If the vehicle decelerates too slowly to follow the intended deceleration, the
brakes shall be applied such that it is possible to accurately follow the speed
trace.
2.6.4.6. Brake application
During stationary/idling vehicle phases, the brakes shall be applied with
appropriate force to prevent the drive wheels from turning.
2.6.5. Use of the transmission
2.6.5.1. Manual shift transmissions
2.6.5.1.1. The gear shift prescriptions specified in Annex B2 shall be followed. Vehicles
tested according to Annex B8 shall be driven according to paragraph 1.5. of
that annex.
2.6.5.1.2. The gear change shall be started and completed within ±1.0 second of the
prescribed gear shift point.
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Annex B6
2.6.5.1.3. The clutch shall be depressed within ±1.0 second of the prescribed clutch
operating point.
2.6.5.2. Automatic shift transmissions
2.6.5.2.1. After initial engagement, the selector shall not be operated at any time during
the test. Initial engagement shall be done 1 second before beginning the first
acceleration.
2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be
tested in manual mode.
2.6.6. Driver-selectable modes
2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At
the request of the manufacturer, the vehicle may alternatively be tested with
the driver-selectable mode in the worst-case position for CO2 emissions.
The manufacturer shall provide evidence to the responsible authority of the
existence of a mode that fulfils the requirements of paragraph 3.5.9. of this
Regulation. With the agreement of the responsible authority, the predominant
mode may be used as the only mode for the determination of criteria emissions,
CO2 emissions, and fuel consumption.
2.6.6.2. If the vehicle has no predominant mode because it has two or more
configurable start modes, the worst case mode for CO 2 emissions and fuel
consumption within those configurable start modes shall be tested and may be
used as the only mode for the determination of criteria emissions, CO2
emissions and fuel consumption.
2.6.6.3. If the vehicle has no predominant mode or the requested predominant mode is
not agreed by the responsible authority as being a predominant mode, or there
are not two or more configurable start modes, the vehicle shall be tested for
criteria emissions, CO2 emissions, and fuel consumption in the best case mode
and worst case mode. Best and worst case modes shall be identified by the
evidence provided on the CO2 emissions and fuel consumption in all modes.
CO2 emissions and fuel consumption shall be the arithmetic average of the test
results in both modes. Test results for both modes shall be recorded.
At the request of the manufacturer, the vehicle may alternatively be tested with
the driver-selectable mode in the worst case position for CO2 emissions.
2.6.6.4. On the basis of technical evidence provided by the manufacturer and with the
agreement of the responsible authority, the dedicated driver-selectable modes
for very special limited purposes shall not be considered (e.g. maintenance
mode, crawler mode). All remaining modes used for forward driving shall be
considered and the criteria emissions limits shall be fulfilled in all these modes.
2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. inclusive of this annex shall apply to all vehicle
systems with driver-selectable modes, including those not solely specific to the
transmission.
2.6.7. Voiding of the Type 1 test and completion of the cycle
If the engine stops unexpectedly, the preconditioning or Type 1 test shall be
declared void.
After completion of the cycle, the engine shall be switched off. The vehicle
shall not be restarted until the beginning of the test for which the vehicle has
been preconditioned.
2.6.8. Data required, quality control
2.6.8.1. Speed measurement
During the preconditioning, speed shall be measured against time or collected
by the data acquisition system at a frequency of not less than 1 Hz so that the
actual driven speed can be assessed.
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Annex B6
2.6.8.2. Distance travelled

The distance actually driven by the vehicle shall be recorded for each WLTC
phase.
2.6.8.3. Speed trace tolerances
Vehicles that cannot attain the acceleration and maximum speed values
required in the applicable WLTC shall be operated with the accelerator control
fully activated until they once again reach the required speed trace. Speed trace
violations under these circumstances shall not void a test. Deviations from the
driving cycle shall be recorded.
2.6.8.3.1. Unless otherwise stated in the specific sections, the following tolerances shall
be permitted between the actual vehicle speed and the prescribed speed of the
applicable test cycles based on the driving events:
2.6.8.3.1.1. Tolerance (1)
(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±5.0 second of the given point in time;
(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±5.0 second of the given time.
2.6.8.3.1.2. Tolerance (2)
(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±1.0 second of the given point in time;
(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±1.0 second of the given time.
(i) Speed tolerances greater than those prescribed shall be accepted
provided the tolerances are never exceeded for more than 1
second on any one occasion.
(ii) There shall be no more than ten such deviations per test cycle.
2.6.8.3.1.3. Tolerance (3)
IWR For Level 1A and 1B
in the range of – 2.0 to + 4.0 per cent
RMSSE For Level 1A less than 1.3 km/h

For Level 1B less than 0.8 km/h
2.6.8.3.1.4. Tolerance (4)

IWR For Level 1A and 1B
in the range of – 2.0 to + 4.0 per cent
RMSSE For Level 1A less than 1.3 km/h

For Level 1B manufacturer declared criteria but shall
not be greater than 1.3 km/h
2.6.8.3.1.5. IWR and RMSSE drive trace indices shall be calculated in accordance with the
requirements of paragraph 7. of Annex B7.
2.6.8.3.2. The vehicle operation events and tolerances to be permitted for these events
are as follows:
Warm-up cycle Performance parameter

Pre-
Vehicle operation for dynamometer measurement test after
conditioning
setting preconditioning
Annex B6 and B8; Tolerance (2)* and
Tolerance (1) Tolerance (2)
Type 1 Tests Tolerance (3)
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Annex B6
Annex C3:
Tolerance (1) Tolerance (2) Tolerance (2)*
Type 4 Test
Annex C5 Appendix1;
OBD Demonstration Tolerance (1) Tolerance (2) Tolerance (2)*
Tests
Tolerance (2)* and
COP Tests Tolerance (1) Tolerance (2)
Tolerance (4)
Derive run-in factor Tolerance (2)* and

Tolerance (1) Tolerance (2)
for COP Tolerance (3)
*: the tolerance shall not be shown to the driver
If the speed trace is outside the respective validity range for any of the tests,
those individual tests shall be considered invalid.
Figure A6/6
Speed trace tolerances
2.7. Soaking
2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an
area with ambient conditions as specified in paragraph 2.2.2.2. of this annex.
2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of
36 hours with the engine compartment cover opened or closed. If not excluded
by specific provisions for a particular vehicle, cooling may be accomplished
by forced cooling down to the set point temperature. If cooling is accelerated
by fans, the fans shall be placed so that the maximum cooling of the drive train,
engine and exhaust after-treatment system is achieved in a homogeneous
manner.
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Annex B6
2.8. Emission and fuel consumption test (Type 1 test)

2.8.1. The test cell temperature at the start of the test shall be 23 °C ±3 °C. The engine
oil temperature and coolant temperature, if any, shall be within ±2 °C of the
set point of 23 °C.
2.8.2. The test vehicle shall be pushed onto a dynamometer.
2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without
starting the engine.
2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions
of paragraph 2.4.5. of this annex.
2.8.2.3. The engine compartment cover shall be closed.
2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s)
immediately before starting the engine.
2.8.2.5. The tested vehicle shall be placed on the chassis dynamometer according to
paragraphs 7.3.3. to 7.3.3.1.4. of Annex B4.
2.8.3. Starting of the powertrain and driving
2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.8. inclusive
of this annex over the applicable WLTC, as described in Annex B1.
2.8.4. RCB data shall be measured for each phase of the WLTC as defined in
Appendix 2 to this annex.
2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz
and the drive trace indices described in paragraph 7. of Annex B7 shall be
calculated and reported.
2.8.6. This paragraph applies to Level 1A only
Actual vehicle speed sampled with a measurement frequency of 10 Hz together
with actual time shall be applied for corrections of CO 2 results against the
target speed and distance as defined in Annex B6b.
2.9. Gaseous sampling
Gaseous samples shall be collected in bags and the compounds analysed at the
end of the test or a test phase, or the compounds may be analysed continuously
and integrated over the cycle.
2.9.1. The following steps shall be taken prior to each test:
2.9.1.1. The purged, evacuated sample bags shall be connected to the dilute exhaust
and dilution air sample collection systems.
2.9.1.2. Measuring instruments shall be started according to the instrument
manufacturer's instructions.
2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to
within its operating test temperature tolerance as specified in
2.9.1.4. Components such as sample lines, filters, chillers and pumps shall be heated
or cooled as required until stabilised operating temperatures are reached.
2.9.1.5. CVS flow rates shall be set according to paragraph 3.3.4. of Annex B5, and
sample flow rates shall be set to the appropriate levels.
2.9.1.6. Any electronic integrating device shall be zeroed and may be re-zeroed before
the start of any cycle phase.
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Annex B6
2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be selected.
These may be switched during a test only if switching is performed by
changing the calibration over which the digital resolution of the instrument is
applied. The gains of an analyser’s analogue operational amplifiers may not be
switched during a test.
2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases
fulfilling the requirements of paragraph 6. of Annex B5.
2.10. Sampling for PM determination
2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. inclusive of this
annex shall be taken prior to each test.
2.10.1.1. Filter selection
A single particulate sample filter without back-up shall be employed for the
complete applicable WLTC. In order to accommodate regional cycle
variations, a single filter may be employed for the first three phases and a
separate filter for the fourth phase.
2.10.1.2. Filter preparation
2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting
against dust contamination and allowing air exchange, and placed in a
weighing chamber (or room) for stabilization.
At the end of the stabilization period, the filter shall be weighed and its weight
shall be recorded. The filter shall subsequently be stored in a closed petri dish
or sealed filter holder until needed for testing. The filter shall be used within 8
hours of its removal from the weighing chamber (or room).
The filter shall be returned to the stabilization room within 1 hour after the test
and shall be conditioned for at least 1 hour before weighing.
2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder.
The filter shall be handled only with forceps or tongs. Rough or abrasive filter
handling will result in erroneous weight determination. The filter holder
assembly shall be placed in a sample line through which there is no flow.
2.10.1.2.3. It is recommended that the microbalance be checked at the start of each
weighing session, within 24 hours of the sample weighing, by weighing one
reference item of approximately 100 mg. This item shall be weighed three
times and the arithmetic average result recorded. If the arithmetic average
result of the weighings is ±5 μg of the result from the previous weighing
session, the weighing session and balance are considered valid.
2.11. PN sampling (if PN measurement is required)
2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. inclusive of this annex
shall be taken prior to each test:
2.11.1.1. The particle specific dilution system and measurement equipment shall be
started and made ready for sampling;
2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling
system shall be confirmed according to the procedures listed in
paragraphs 2.11.1.2.1. to 2.11.1.2.4. inclusive of this annex.
2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of
the entire PN measurement system, VPR and PNC, shall report a measured
concentration of less than 0.5 particles per cm³.
2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance
at the PNC inlet, shall report a concentration of ≤ 0.2 particles per cm³. Upon
removal of the filter, the PNC shall show an increase in measured
concentration to at least 100 particles per cm³ when sampling ambient air and
a return to ≤ 0.2 particles per cm³ on replacement of the filter.
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Annex B6
2.11.1.2.3. It shall be confirmed that the measurement system indicates that the
evaporation tube, where featured in the system, has reached its correct
operating temperature.
2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter
PND1 has reached its correct operating temperature.
2.12. Sampling during the test
2.12.1. The dilution system, sample pumps and data collection system shall be started.
2.12.2. The PM and, if PN measurement is required, PN sampling systems shall be
started.
2.12.3. Particle number, if PN measurement is required, shall be measured
continuously. The arithmetic average concentration shall be determined by
integrating the analyser signals over each phase.
2.12.4. Sampling shall begin before or at the initiation of the powertrain start
procedure and end on conclusion of the cycle.
2.12.5. Sample switching
2.12.5.1. Gaseous emissions
Sampling from the diluted exhaust and dilution air shall be switched from one
pair of sample bags to subsequent bag pairs, if necessary, at the end of each
phase of the applicable WLTC to be driven.
2.12.5.2. Particulate
The requirements of paragraph 2.10.1.1. of this annex shall apply.
2.12.6. Dynamometer distance shall be recorded for each phase.
2.13. Ending the test
2.13.1. The engine shall be turned off immediately after the end of the last part of the
test.
2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off,
or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be
disconnected.
2.13.3. The vehicle may be removed from the dynamometer.
2.14. Post-test procedures
2.14.1. Gas analyser check
Zero and calibration gas reading of the analysers used for continuous diluted
measurement shall be checked. The test shall be considered acceptable if the
difference between the pre-test and post-test results is less than 2 per cent of
the calibration gas value.
2.14.2. Bag analysis
2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon
as possible. Exhaust gases shall, in any event, be analysed not later than
30 minutes after the end of the cycle phase.
The gas reactivity time for compounds in the bag shall be taken into
consideration.
2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each
compound shall be set to zero with the appropriate zero gas.
2.14.2.3. The calibration curves of the analysers shall be set by means of calibration
gases of nominal concentrations of 70 to 100 per cent of the range.
2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any
reading differs by more than 2 per cent of the range from that set in
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Annex B6
paragraph 2.14.2.2. of this annex, the procedure shall be repeated for that
analyser.
2.14.2.5. The samples shall be subsequently analysed.
2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the
same gases. The test shall be considered acceptable if the difference is less than
2 per cent of the calibration gas value.
2.14.2.7. The flow rates and pressures of the various gases through analysers shall be
the same as those used during calibration of the analysers.
2.14.2.8. The content of each of the compounds measured shall be recorded after
stabilization of the measuring device.
2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated
according to Annex B7.
2.14.2.10. Calibrations and checks shall be performed either:
(a) Before and after each bag pair analysis; or
(b) Before and after the complete test.
In case (b), calibrations and checks shall be performed on all analysers for all
ranges used during the test.
In both cases, (a) and (b), the same analyser range shall be used for the
corresponding ambient air and exhaust bags.
2.14.3. Particulate sample filter weighing
2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or
room) no later than 1 hour after completion of the test. It shall be conditioned
in a petri dish, which is protected against dust contamination and allows air
exchange, for at least 1 hour, and weighed. The gross weight of the filter shall
be recorded.
2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but
preferably at the same time as, the sample filter weighings. Reference filters
shall be of the same size and material as the sample filter.
2.14.3.3. If the specific weight of any reference filter changes by more than ±5 μg
between sample filter weighings, the sample filter and reference filters shall be
reconditioned in the weighing chamber (or room) and reweighed.
2.14.3.4. The comparison of reference filter weighings shall be made between the
specific weights and the rolling arithmetic average of that reference filter's
specific weights. The rolling arithmetic average shall be calculated from the
specific weights collected in the period after the reference filters were placed
in the weighing chamber (or room). The averaging period shall be at least one
day but not more than 15 days.
2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters
are permitted until a period of 80 hours has elapsed following the measurement
of gases from the emissions test. If, prior to or at the 80-hour point, more than
half the number of reference filters meet the ±5 μg criterion, the sample filter
weighing may be considered valid. If, at the 80-hour point, two reference filters
are employed and one filter fails the ±5 μg criterion, the sample filter weighing
may be considered valid under the condition that the sum of the absolute
differences between specific and rolling means from the two reference filters
shall be less than or equal to 10 μg.
2.14.3.6. In the case that less than half of the reference filters meet the ±5 μg criterion,
the sample filter shall be discarded, and the emissions test repeated. All
reference filters shall be discarded and replaced within 48 hours. In all other
cases, reference filters shall be replaced at least every 30 days and in such a
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Annex B6
manner that no sample filter is weighed without comparison to a reference filter

that has been present in the weighing chamber (or room) for at least one day.
2.14.3.7. If the weighing chamber (or room) stability criteria outlined in
paragraph 4.2.2.1. of Annex B5 are not met, but the reference filter weighings
meet the above criteria, the vehicle manufacturer has the option of accepting
the sample filter weights or voiding the tests, repairing the weighing chamber
(or room) control system and re-running the test.
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Annex B6 – Appendix 1
Annex B6 - Appendix 1
Emissions test procedure for all vehicles equipped with

periodically regenerating systems
1. General
1.1. This appendix defines the specific provisions regarding testing a vehicle
equipped with periodically regenerating systems as defined in paragraph 3.8.1.
of this Regulation.
1.2. During cycles where regeneration occurs, emission standards need not apply.
If a periodic regeneration occurs at least once per Type 1 test and has already
occurred at least once during vehicle preparation or the distance between two
successive periodic regenerations is more than 4,000 km of driving repeated
Type 1 tests, it does not require a special test procedure. In this case, this
appendix does not apply and a Ki factor of 1.0 shall be used.
1.3. The provisions of this appendix shall not apply to PN emissions.
1.4. At the request of the manufacturer, and with approval of the responsible
authority, the test procedure specific to periodically regenerating systems need
not apply to a regenerative device if the manufacturer provides data
demonstrating that, during cycles where regeneration occurs, emissions remain
below the emissions limits specified in paragraph 6.3.10. of this Regulation for
the relevant vehicle category. In this case, a fixed Ki value of 1.05 shall be
used for CO2 and fuel consumption.
2. Test procedure
The test vehicle shall be capable of inhibiting or permitting the regeneration
process provided that this operation has no effect on original engine
calibrations. Prevention of regeneration is only permitted during loading of the
regeneration system and during the preconditioning cycles. It is not permitted
during the measurement of emissions during the regeneration phase. The
emission test shall be carried out with the unchanged, original equipment
manufacturer's (OEM) control unit. At the request of the manufacturer and
with agreement of the responsible authority, an "engineering control unit"
which has no effect on original engine calibrations may be used during Ki
determination.
2.1. Exhaust emissions measurement between two WLTCs with regeneration
events
2.1.1. The arithmetic average emissions between regeneration events and during
loading of the regenerative device shall be determined from the arithmetic
mean of several approximately equidistant (if more than two) Type 1 tests.
As an alternative, the manufacturer may provide data to show that the
emissions remain constant (±15 per cent) on WLTCs between regeneration
events. In this case, the emissions measured during the Type 1 test may be
used. In any other case, emissions measurements for at least two Type 1
cycles shall be completed: one immediately after regeneration (before new
loading) and one as close as possible prior to a regeneration phase. All
emissions measurements shall be carried out according to this annex and all
calculations shall be carried out according to paragraph 3. of this appendix.
2.1.2. The loading process and K i determination shall be made during the Type 1
driving cycle on a chassis dynamometer or on an engine test bench using an
equivalent test cycle. These cycles may be run continuously (i.e. without the
need to switch the engine off between cycles). After any number of completed
cycles, the vehicle may be removed from the chassis dynamometer and the test
continued at a later time.
357
For Class 2 and Class 3 vehicles, at the request of the manufacturer and with
the agreement of the responsible authority the Ki can be determined either with
or without the Extra High phase.
Upon request of the manufacturer and with approval of the responsible
authority, a manufacturer may develop an alternative procedure and
demonstrate its equivalency, including filter temperature, loading quantity and
distance driven. This may be done on an engine bench or on a chassis
dynamometer.
2.1.3. The number of cycles D between two WLTCs where regeneration events
occur, the number of cycles over which emission measurements are made n
′
and the mass emissions measurement Msij for each compound i over each
cycle j shall be recorded.
2.2. Measurement of emissions during regeneration events
2.2.1. Preparation of the vehicle, if required, for the emissions test during a
regeneration phase, may be completed using the preconditioning cycles in
paragraph 2.6. of this annex or equivalent engine test bench cycles, depending
on the loading procedure chosen in paragraph 2.1.2. of this appendix.
2.2.2. The test and vehicle conditions for the Type 1 test described in this Regulation
apply before the first valid emission test is carried out.
2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may
be ensured by one of the following methods:
(a) A "dummy" regenerating system or partial system may be fitted for the
preconditioning cycles;
(b) Any other method agreed between the manufacturer and the responsible
authority.
2.2.4. A cold start exhaust emissions test including a regeneration process shall be
performed according to the applicable WLTC.
2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall
be completed. Use of a single particulate sample filter for multiple cycles
required to complete regeneration is permissible.
If more than one WLTC is required, subsequent WLTC(s) shall be driven
immediately, without switching the engine off, until complete regeneration has
been achieved. In the case that the number of gaseous emission bags required
for the multiple cycles would exceed the number of bags available, the time
necessary to set up a new test shall be as short as possible. The engine shall not
be switched off during this period.
2.2.6. The emission values during regeneration Mri for each compound i shall be
calculated according to paragraph 3. of this appendix. The number of
applicable test cycles d measured for complete regeneration shall be recorded.
3. Calculations
3.1. Calculation of the exhaust and CO2 emissions, and fuel consumption of a single
regenerative system
∑nj=1 Msij
′
Msi = for n ≥ 1
n
∑dj=1 Mrij
′
Mri = for d ≥ 1
d
Msi × D + Mri × d
Mpi =
D+d
where for each compound i considered:
358
′
Msij are the mass emissions of compound i over test cycle j without
regeneration, g/km;
′
Mrij are the mass emissions of compound i over test cycle j during
regeneration, g/km (if d > 1, the first WLTC test shall be run cold and
subsequent cycles hot);
Msi are the mean mass emissions of compound i without regeneration,
g/km;
Mri are the mean mass emissions of compound i during regeneration, g/km;
Mpi are the mean mass emissions of compound i, g/km;
n is the number of test cycles, between cycles where regenerative events
occur, during which emissions measurements on Type 1 WLTCs are
made,  1;
d is the number of complete applicable test cycles required for
regeneration;
D is the number of complete applicable test cycles between two cycles
where regeneration events occur.
The calculation of Mpi is shown graphically in Figure A6.App1/1.
Figure A6.App1/1
Parameters measured during emissions test during and between cycles where
regeneration occurs (schematic example, the emissions during D may increase or
decrease)
Emission
[g/ km]
Mpi =
(Msi  D)+ (Mri  d) Ki =
M pi
(D + d ) M si
M ri
M pi
M si
, D d
M sij
Number of cycles
3.1.1. Calculation of the regeneration factor K i for each compound i considered

The manufacturer may elect to determine for each compound independently
either additive offsets or multiplicative factors.
Mpi
K i factor: Ki =
Msi
K i offset: K i = Mpi − Msi

Msi , Mpi and K i results, and the manufacturer’s choice of type of factor shall
be recorded. The Ki result shall be included in all relevant test reports. Msi, Mpi
and Ki results shall be included in all relevant test sheets.
K i may be determined following the completion of a single regeneration
sequence comprising measurements before, during and after regeneration
events as shown in Figure A6.App1/1.
359
3.2. Calculation of exhaust and CO2 emissions, and fuel consumption of multiple
periodically regenerating systems
The following shall be calculated for one Type 1 operation cycle for criteria
emissions and for CO2 emissions. The CO2 emissions used for that calculation
shall be from the result of step 3 described in Table A7/1 of Annex B7.
nk M′
∑j=1 sik,j
Msik = for nj ≥ 1
nk
dk M′
∑j=1 rik,j
Mrik = for d ≥ 1
dk
∑xk=1 Msik × Dk
Msi =
∑xk=1 Dk
∑xk=1 Mrik × dk
Mri =
∑xk=1 dk
Msi × ∑xk=1 Dk + Mri × ∑xk=1 dk
Mpi =
∑xk=1(Dk + dk )
∑xk=1(Msik × Dk + Mrik × dk )
Mpi =
∑xk=1(Dk + dk )
Mpi
K i factor: Ki =
Msi
K i offset: K i = Mpi − Msi

where:
Msi are the mean mass emissions of all events k of compound i without
regeneration, g/km;
Mri are the mean mass emissions of all events k of compound i during
regeneration, g/km;
Mpi are the mean mass emission of all events k of compound i, g/km;
Msik are the mean mass emissions of event k of compound i without
regeneration, g/km;
Mrik are the mean mass emissions of event k of compound i during
regeneration, g/km;
′
Msik,j are the mass emissions of event k of compound i in g/km without
regeneration measured at point j where 1 ≤ j ≤ nk , g/km;
′
Mrik,j are the mass emissions of event k of compound i during regeneration
(when j > 1, the first Type 1 test is run cold, and subsequent cycles
are hot) measured at test cycle j where 1 ≤ j ≤ dk , g/km;
nk are the number of complete test cycles of event k, between two cycles
where regenerative phases occur, during which emissions
measurements (Type 1 WLTCs or equivalent engine test bench cycles)
are made,  2;
dk is the number of complete applicable test cycles of event k required for
complete regeneration;
Dk is the number of complete applicable test cycles of event k between two
cycles where regenerative phases occur;
x is the number of complete regeneration events.
The calculation of 𝐌𝐩𝐢 is shown graphically in Figure A6.App1/2.
360
Figure A6.App1/2
Parameters measured during emissions test during and between cycles where
regeneration occurs (schematic example)
The calculation of 𝐊 𝐢 for multiple periodically regenerating systems is only

possible after a certain number of regeneration events for each system.
After performing the complete procedure (A to B, see Figure A6.App1/2), the
original starting condition A should be reached again.
3.3. Ki factors and Ki offsets shall be rounded to four places of decimal. For Ki
offsets, the rounding shall be based on the physical unit of the emission
standard value.
361
Test procedure for rechargeable electric energy storage

system monitoring
1. General
In the case that NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and OVC-FCHVs
(as applicable) are tested, Appendices 2 and 3 to Annex B8 shall apply.
This appendix defines the specific provisions regarding the correction of test
results for CO2 mass emission as a function of the energy balance ΔEREESS for
all REESSs.
The corrected values for CO2 mass emission shall correspond to a zero energy
balance (ΔEREESS = 0), and shall be calculated using a correction coefficient
determined as defined below.
2. Measurement equipment and instrumentation
2.1. Current measurement
REESS depletion shall be defined as negative current.
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or
closed type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1. The current transducer(s) shall be
capable of handling the peak currents at engine starts and temperature
conditions at the point of measurement.
In order to have an accurate measurement, zero adjustment and degaussing
shall be performed before the test according to the instrument manufacturer's
instructions.
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.
In case of shielded wires, appropriate methods shall be applied in accordance
In order to easily measure REESS current using external measuring equipment,
manufacturers should preferably integrate appropriate, safe and accessible
connection points in the vehicle. If this is not feasible, the manufacturer shall
support the responsible authority by providing the means to connect a current
transducer to the REESS cables in the manner described above.
2.1.3. The measured current shall be integrated over time at a minimum frequency of
20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The
measured current shall be integrated over time, yielding the measured value of
Q, expressed in ampere-hours Ah. The integration may be done in the current
measurement system.
2.2. Vehicle on-board data
2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data.
In order to use this measurement method, the following information shall be
accessible from the test vehicle:
(a) Integrated charging balance value since last ignition run in Ah;
(b) Integrated on-board data charging balance value calculated at a
minimum sample frequency of 5 Hz;
(c) The charging balance value via an OBD connector as described in
SAE J1962.
362
2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data
shall be demonstrated by the manufacturer to the responsible authority.
The manufacturer may create a REESS monitoring vehicle family to prove that
the vehicle on-board REESS charging and discharging data are correct. The
accuracy of the data shall be demonstrated on a representative vehicle.
The following family criteria shall be valid:
(a) Identical combustion processes (i.e. positive ignition, compression
ignition, two-stroke, four-stroke);
(b) Identical charge and/or recuperation strategy (software REESS data
module);
(c) On-board data availability;
(d) Identical charging balance measured by REESS data module;
(e) Identical on-board charging balance simulation.
2.2.3. All REESS having no influence on CO2 mass emissions shall be excluded from
monitoring.
3. REESS energy change-based correction procedure
3.1. Measurement of the REESS current shall start at the same time as the test starts
and shall end immediately after the vehicle has driven the complete driving
cycle.
3.2. The electricity balance Q measured in the electric power supply system shall
be used as a measure of the difference in the REESS energy content at the end
of the cycle compared to the beginning of the cycle. The electricity balance
shall be determined for the total driven WLTC.
3.3. Separate values of Q phase shall be logged over the driven cycle phases.
3.4. Correction of CO2 mass emission over the whole cycle as a function of the
correction criterion c
3.4.1. Calculation of the correction criterion c
The correction criterion c is the ratio between the absolute value of the electric
energy change ∆EREESS,j and the fuel energy and shall be calculated using the
∆EREESS,j
c=| |
Efuel
where:
c is the correction criterion;
ΔEREESS,j is the electric energy change of all REESSs over period j
determined according to paragraph 4.1. of this appendix, Wh;
j is, in this paragraph, the whole applicable WLTP test cycle;
EFuel is the fuel energy according to the following equation:
Efuel = 10 × HV × FCnb × d
where:
Efuel is the energy content of the consumed fuel over the applicable
WLTP test cycle, Wh;
HV is the heating value according to Table A6.App2/1, kWh/l;
FCnb is the non-balanced fuel consumption of the Type 1 test, not
corrected for the energy balance, determined according to
363
paragraph 6. of Annex B7, and using the results for criteria

emissions and CO2 calculated in step 2 in Table A7/1, l/100 km;
d is the distance driven over the corresponding applicable WLTP
test cycle, km;
10 conversion factor to Wh.
3.4.2. The correction shall be applied if ∆EREESS is negative (corresponding to
REESS discharging)
At the request of the manufacturer, the correction may be omitted and
uncorrected values may be used if:
(a) ΔEREESS is positive (corresponding to REESS charging);
(b) the manufacturer can prove to the responsible authority by
measurement that there is no relation between ∆EREESS and CO2 mass
emission and ∆EREESS and fuel consumption respectively.
Table A6.App2/1
Energy content of fuel (as applicable)
Fuel Petrol Petrol Ethanol Diesel Diesel LPG CNG
(E0) (E10) (E85) (B0) (B7)
Heat value 8.92 8.64 6.41 9.85 9.79 12.86 x ρ 11.39
kWh/l kWh/l kWh/l kWh/l kWh/l kWh/l MJ/m³
ρ = test fuel density at 15°C (kg/l)
4. Applying the correction function
4.1. To apply the correction function, the electric energy change ∆EREESS,j of a
period j of all REESSs shall be calculated from the measured current and the
nominal voltage:
n
∆EREESS,j = ∑ ∆EREESS,j,i
i=1
where:
∆EREESS,j,i is the electric energy change of REESS i during the considered
period j, Wh;
and:
tend
1
∆EREESS,j,i = × UREESS × ∫ I(t)j,i dt
3600 t0
where:
UREESS is the nominal REESS voltage determined according to
IEC 60050-482, V;
I(t)j,i is the electric current of REESS i during the considered period j,
determined according to paragraph 2. of this appendix, A;
t0 is the time at the beginning of the considered period j, s;
t end is the time at the end of the considered period j, s.
i is the index number of the considered REESS;
n is the total amount of REESS;
j is the index number for the considered period, where a period
shall be any applicable cycle phase, combination of cycle phases
and the applicable total cycle;
1
is the conversion factor from Ws to Wh.
3600
364
4.2. For correction of CO2 mass emission, g/km, combustion process-specific

Willans factors from Table A6.App2/3 shall be used.
4.3. The correction shall be performed and applied for the total cycle and for each
of its cycle phases separately, and shall be recorded.
4.4. For this specific calculation, a fixed electric power supply system alternator
efficiency shall be used:
ηalternator = 0.67 for electric power supply system REESS alternators
4.5. The resulting CO2 mass emission difference for the considered period j due to
load behaviour of the alternator for charging a REESS shall be calculated using
1 1
∆MCO2,j = 0.0036 × ∆EREESS,j × × Willansfactor ×
ηalternator dj
where:
∆MCO2,j is the resulting CO2 mass emission difference of period j, g/km;
∆EREESS,j is the REESS energy change of the considered period j
calculated according to paragraph 4.1. of this appendix, Wh;
dj is the driven distance of the considered period j, km;
j is the index number for the considered period, where a period
shall be any applicable cycle phase, combination of cycle phases
and the applicable total cycle;
0.0036 is the conversion factor from Wh to MJ;
ηalternator is the efficiency of the alternator according to paragraph 4.4. of
this appendix;
Willansfactor is the combustion process-specific Willans factor as defined in
Table A6.App2/3, gCO2/MJ;
4.5.1. The CO2 values of each phase and the total cycle shall be corrected as follows:
For Level 1A;
MCO2,p,3 = MCO2,p,2b – ΔMCO2,j
MCO2,c,3 = MCO2,c,2b – ΔMCO2,j
For Level 1B
MCO2,p,3 = (MCO2,p,1 - ΔMCO2,j)
MCO2,c,3 = (MCO2,c,2 - ΔMCO2,j)
where:
ΔMCO2,j is the result from paragraph 4.5. of this appendix for a period j,
g/km.
4.6. For the correction of CO2 emission, g/km, the Willans factors in
Table A6.App2/3 shall be used.
365
Table A6.App2/3
Willans factors (as applicable)
Naturally Pressure-charged
aspirated
Positive ignition Petrol (E0) l/MJ 0.0733 0.0778

gCO2/MJ 175 186
Petrol (E10) l/MJ 0.0756 0.0803
gCO2/MJ 174 184
CNG (G20) m³/MJ 0.0719 0.0764
gCO2/MJ 129 137
LPG l/MJ 0.0950 0.101
gCO2/MJ 155 164
E85 l/MJ 0.102 0.108
gCO2/MJ 169 179
Compression ignition Diesel (B0) l/MJ 0.0611 0.0611
gCO2/MJ 161 161
Diesel (B7) l/MJ 0.0611 0.0611
gCO2/MJ 161 161
366
Calculation of gas energy ratio for gaseous fuels (LPG and

NG/biomethane)
1. Measurement of the mass of gaseous fuel consumed during the Type 1 test
cycle
Measurement of the mass of gas consumed during the cycle shall be done by a
fuel weighing system capable of measuring the weight of the storage container
during the test in accordance with the following:
(a) An accuracy of ±2 per cent of the difference between the readings at the
beginning and at the end of the test or better.
(b) Precautions shall be taken to avoid measurement errors.
Such precautions shall at least include the careful installation of the
device according to the instrument manufacturer's recommendations
and to good engineering practice.
(c) Other measurement methods are permitted if an equivalent accuracy
can be demonstrated.
2. Calculation of the gas energy ratio
The fuel consumption value shall be calculated from the emissions of
hydrocarbons, carbon monoxide, and carbon dioxide determined from the
measurement results assuming that only the gaseous fuel is burned during the
test.
The gas ratio of the energy consumed in the cycle shall be determined using
Mgas × cf × 104
Ggas = ( )
FCnorm × dist × ρ
where:
Ggas is the gas energy ratio, per cent;
Mgas is the mass of the gaseous fuel consumed during the cycle, kg;
FCnorm is the fuel consumption (l/100km for LPG, m3/100 km for
NG/biomethane) calculated in accordance with paragraphs 6.6.
and 6.7. of Annex B7;
dist is the distance recorded during the cycle, km;
ρ is the gas density:
ρ = 0.654 kg/m3 for NG/Biomethane;
ρ = 0.538 kg/litre for LPG;
cf is the correction factor, assuming the following values:
cf = 1 in the case of LPG or G20 reference fuel;
cf = 0.78 in the case of G25 reference fuel.
367
Annex B6a
Annex B6a
Ambient Temperature Correction Test for the determination

of CO2 emissions under representative regional temperature
conditions
This annex is only applicable for Level 1A;
1. Introduction
This annex describes the supplemental Ambient Temperature Correction Test
(ATCT) procedure to determine the CO2 emissions under representative
regional temperature conditions.
1.1. The CO2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining
value of OVC-HEVs shall be corrected in accordance with the requirements of
this annex. No correction is required for the CO2 value of the charge depleting
test. No correction is required for an Electric Range.
2. Ambient Temperature Correction Test (ATCT) Family
2.1. Only vehicles which are identical with respect to all the following
characteristics are permitted to be part of the same ATCT Family:
(a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or
electric);
(b) Combustion process (i.e. two stroke or four stroke);
(c) Number and arrangement of cylinders;
(d) Method of engine combustion (i.e. indirect or direct injection);
(e) Type of cooling system (i.e. air, water, or oil);
(f) Method of aspiration (i.e. naturally aspirated, or charged);
(g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);
(h) Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean
NOx catalyst or other(s));
(i) Whether or not a particulate trap is installed; and
(j) Exhaust gas recirculation (with or without, cooled or non-cooled).
In addition the vehicles shall be similar with respect to the following
characteristics:
(k) The vehicles shall have a variation in engine cylinder capacity of no
more than 30 per cent of the vehicle with the lowest capacity; and
(l) Engine compartment insulation shall be of a similar type regarding
material, amount and location of the insulation. Manufacturers shall
provide evidence (e.g. by CAD drawings) to the approval authority that
for all vehicles in the family, the volume and weight of the insulation
material which will be installed is greater than 90 per cent of that of the
ATCT measured reference vehicle.
Difference in insulation material and location may also be accepted to be part
of a single ATCT family under the condition that the test vehicle can be
demonstrated as being the worst case with regards to engine compartment
insulation.
If the manufacturer can demonstrate to the Type Approval Authority that it is
ensured that the worst case concept is maintained (e.g. tested vehicle has no
368
Annex B6a
insulation), or if the ATCT is composed of a single Interpolation Family. the

requirements to document the insulation materials may be waived.
2.1.1. If active heat storage devices are installed, only vehicles that meet the
following requirements shall be considered to be part of the same ATCT
Family:
(a) The heat capacity, defined by the enthalpy stored in the system, is
within a range of 0 to 10 per cent above the enthalpy of the test vehicle;
and
(b) The OEM can provide evidence to the technical service that the time
for heat release at engine start within a family is within a range of 0 to
10 per cent below the time for the heat release of the test vehicle.
2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this
Annex B6a shall be considered to be part of the same ATCT Family.
3. ATCT Procedure
The Type 1 test specified in Annex B6 shall be carried out with the exception
of the requirements specified in paragraphs 3.1. to 3.9. of this Annex B6a. That
requires also a new calculation and application of gearshift points in
accordance with Annex B2 taking into account the different road load as
specified in paragraph 3.4. of this Annex B6a.
3.1. Ambient conditions for ATCT
3.1.1. The temperature (Treg) at which the vehicle should be soaked and tested for the
ATCT shall be 14 °C.
3.1.2. The minimum soaking time (tsoak_ATCT) for the ATCT shall be 9 hours.
3.2. Test cell and soak area
3.2.1. Test cell
3.2.1.1. The test cell shall have a temperature set point equal to Treg. The actual
temperature value shall be within ± 3 °C at the start of the test and within
± 5 °C during the test.
3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of
the engine shall be such that:
3.0 ≤ H ≤ 8.1 (g H2O/kg dry air)
3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet
at a rate of 0.1 Hz.
3.2.2. Soak area
3.2.2.1. The soak area shall have a temperature set point equal to T reg and the actual
temperature value shall be within ± 3 °C on a 5 minute running arithmetic
average and shall not show a systematic deviation from the set point. The
temperature shall be measured continuously at a minimum frequency of
0.033 Hz.
3.2.2.2. The location of the temperature sensor for the soak area shall be representative
to measure the ambient temperature around the vehicle and shall be checked
by the technical service.
The sensor shall be at least 10 cm away from the wall of the soak area and shall
be shielded from direct air flow.
The air-flow conditions within the soak room in the vicinity of the vehicle shall
represent a natural convection flow representative for the dimension of the
room (no forced convection).
369
Annex B6a
3.3. Test vehicle

3.3.1. The vehicle to be tested shall be representative of the family for which the
ATCT data are determined (as described in paragraph 2.1. of this Annex B6a).
3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine
capacity shall be selected (see paragraph 2 of this Annex B6a), and the test
vehicle shall be in the ‘vehicle H’ configuration of this family.
3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat
storage device and the slowest heat release for the active heat storage device
from the ATCT Family shall be selected.
3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of
Annex B6 and paragraph 2.1 of this Annex B6a.
3.4. Settings
3.4.1. Road load and dynamometer settings shall be as specified in Annex B4,
including the requirement for the room temperature to be at 23 oC.
To take account of the difference in air density at 14 oC when compared to the
air density at 20 oC, the chassis dynamometer shall be set as specified in
paragraphs 7. and 8. of Annex B4 with the exception that f2_TReg from the
following equation shall be used as the target coefficient Ct.
f2_TReg = f2 * (Tref + 273)/(Treg + 273)
where:
f2 is the second order road load coefficient, at reference conditions,
N/(km/h)2;
Tref is the road load reference temperature as specified in paragraph 3.2.10.
of this Regulation, C;
Treg is the regional temperature, as defined in paragraph 3.1.1. of this
Annex B6a, C.
In the case that a valid chassis dynamometer setting of the 23 °C test is
available, the second order chassis dynamometer coefficient of Cd shall be
adapted in accordance with the following equation:
Cd_Treg = Cd + (f2_TReg – f2)
3.4.2. The ATCT test and its road load setting shall be performed on a 2WD
dynamometer in the case that the corresponding Type 1 test was done on a
2WD dynamometer; and it shall be performed on a 4WD dynamometer in the
case that the corresponding Type 1 test was done on a 4WD dynamometer.
3.5. Preconditioning
At the request of the manufacturer preconditioning may be undertaken at Treg.
The engine temperature shall be within ± 2 °C of the set point of 23 °C or Treg,
whichever temperature is chosen for the preconditioning.
3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of
Annex B6.
3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of
Annex B8.
3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2.
of Appendix 4 to Annex B8.
3.6. Soak procedure
3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area
with the ambient conditions described in paragraph 3.2.2. of this Annex B6a.
370
Annex B6a
3.6.2. From the end of the preconditioning until the soaking at Treg, the vehicle shall
not be exposed to a different temperature than Treg for longer than 10 minutes.
3.6.3. The vehicle shall then be kept in the soak area such that the time from the end
of the preconditioning test to the beginning of the ATCT test is equal to
tsoak_ATCT with a tolerance of an additional 15 minutes. At the request of the
manufacturer, and upon approval of the approval authority, t soak_ATCT can be
extended by up to 120 minutes. In this case, the extended time shall be used
for the cool down specified in paragraph 3.9. of this Annex B6a.
3.6.4. The soak shall be performed without using a cooling fan and with all body
parts positioned as intended under normal parking operation. The time between
the end of the preconditioning and the start of the ATCT test shall be recorded.
3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly
as possible. The vehicle shall not be exposed to a temperature different from
Treg for longer than 10 minutes.
3.7. ATCT Test
3.7.1. The test cycle shall be the applicable WLTC specified in Annex B1 for that
class of vehicle.
3.7.2. The procedures for undertaking the emissions test as specified in Annex B6 for
pure ICE vehicles and in Annex B8 for NOVC-HEVs and for the charge-
sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that
the ambient conditions for the test cell shall be those as described in
paragraph 3.2.1. of this Annex B6a.
3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.2 for pure
ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not
exceed the emission limits applicable to the vehicle tested defined in
3.8. Calculation and Documentation
3.8.1. The family correction factor, FCF, shall be calculated as follows:
FCF = MCO2,Treg / MCO2,23°
where
MCO2,23° is the CO2 mass emission of the average of all applicable Type 1
tests at 23 °C of vehicle H, after Step 3 of Table A7/1 of
Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5
of Annex B8 for OVC-HEVs and NOVC-HEVs, but without
any further corrections, g/km;
MCO2,Treg is the CO2 mass emission over the complete WLTC cycle of the
test at regional temperature after Step 3 of Table A7/1 of
Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5
of Annex B8 for OVC-HEVs and NOVC-HEVs but without any
further corrections, g/km. For OVC-HEVs and NOVC-HEVs,
the KCO2 factor as defined in Appendix 2 to Annex B8 shall be
used.
Both MCO2,23° and MCO2,Treg shall be measured on the same test vehicle.
The FCF shall be included in all relevant test reports.
The FCF shall be rounded to 4 points of decimal.
3.8.2. The CO2 values for each pure ICE vehicle within the ATCT Family (as defined
in paragraph 2.3. of this Annex B6a) shall be calculated using the following
equations:
MCO2,c,5 = MCO2,c,4 × FCF
MCO2,p,5 = MCO2,p,4 × FCF
371
Annex B6a
where
MCO2,c,4 and MCO2,p,4 are the CO2 mass emissions over the complete WLTC,
c, and the cycle phases, p, resulting from the previous
calculation step, g/km;
MCO2,c,5 and MCO2,p,5 are the CO2 mass emissions over the complete WLTC,
c, and the cycle phases, p, including the ATCT
correction, and shall be used for any further corrections
or any further calculations, g/km;
3.8.3. The CO2 values for each OVC-HEV and NOVC-HEV within the ATCT
Family (as defined in paragraph 2.3. of this Annex B6a) shall be calculated
MCO2,CS,c,5 = MCO2,CS,c,4 × FCF
MCO2,CS,p,5 = MCO2,CS,p,4 × FCF
where
MCO2,CS,c,4 and MCO2,CS,p,4 are the CO2 mass emissions over the complete
WLTC, c, and the cycle phases, p, resulting from
the previous calculation step, g/km;
MCO2,CS,c,5 and MCO2,CS,p,5 are the CO2 mass emissions over the complete
WLTC, c, and the cycle phases, p, including the
ATCT correction, and shall be used for any
further corrections or any further calculations,
g/km.
3.8.4. If a FCF is less than one, it is deemed to be equal to one, in the case of the
worstcase approach, in accordance with paragraph 4.1 of this Annex B6a.
3.9. Provision for cool down
3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all
vehicles H of the interpolation families within the ATCT Family, the end
temperature of the engine coolant shall be measured after soaking at 23 °C for
the duration of tsoak_ATCT, with a tolerance of an additional 15 minutes, having
beforehand driven the respective Type 1 test at 23 °C. The duration is
measured from the end of that respective Type 1 test.
3.9.1.1. In the case that tsoak_ATCT was extended in the respective ATCT test, the same
soaking time shall be used, with a tolerance of an additional 15 minutes.
3.9.2. The cool down procedure shall be undertaken as soon as possible after the end
of the Type 1 test, with a maximum delay of 20 minutes. The measured
soaking time is the time between the measurement of the end temperature and
the end of the Type 1 test at 23 °C, and shall be included in all relevant test
sheets.
3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted
from the measured temperature of the engine coolant at the end of the soaking
time specified in paragraph 3.9.1. This is referred to as ∆T_ATCT, rounded to the
nearest whole number.
3.9.4. If ∆T_ATCT is higher or equal than -2 °C from the test vehicle ∆T_ATCT, this
Interpolation Family shall be considered to be a member of the same ATCT
Family.
3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the
same location in the cooling system. That location shall be as close as possible
to the engine so that the coolant temperature is as representative as possible to
the engine temperature.
3.9.6. The measurement of the temperature of the soak areas shall be as specified in
paragraph 3.2.2.2. of this Annex B6a.
372
Annex B6a
4. Alternatives in the measurement process

4.1. Worst case approach vehicle cool down or with regards to vehicle insulation
On request by the manufacturer and with approval by the approval authority,
the Type 1 test procedure for cool down may be applied instead of provisions
of paragraph 3.6 of this Annex B6a. For that purpose:
(a) The provisions of paragraph 2.7.2. of Annex B6 shall apply with the
additional requirement of a minimum soak time of 9 hours.
(b) The engine temperature shall be within ± 2 °C of the set point Treg
before the start of the ATCT test. That temperature shall be included in
all relevant test sheets. In this case, the provision for cool down
described in paragraph 3.9. of this Annex B6a and the criteria on engine
compartment insulation can be skipped for all vehicles in the family.
This alternative is not allowed if the vehicle is equipped with an active heat
storage device.
The application of that approach shall be included in all relevant test reports.
The requirements to document the insulation materials may be waived.
4.2. ATCT family composed of a single Interpolation family
In the case, that the ATCT family consists of only one interpolation family, the
provision for cool down described in paragraph 3.9. of this Annex B6a can be
skipped. This shall be included in all relevant test reports.
4.3. Alternative engine temperature measurement
In the case that measuring the coolant temperature is not feasible, on request
of the manufacturer and with approval of the approval authority, instead of
using the coolant temperature for the provision for cool down described in
paragraph 3.9. of this Annex B6a, the engine oil temperature may be used. In
that case, for all vehicles within the family the engine oil temperature shall be
used.
The application of that procedure shall be included in all relevant test reports.
373
Annex B6b
Annex B6b
Correction of CO2 results against the target speed and

distance
1. General
This Annex B6b defines the specific provisions regarding the correction of
CO2 test results for tolerances against the target speed and distance.
This Annex B6b applies to pure ICE vehicles only.
2. Vehicle speed measurement
2.1. The actual/measured vehicle speed (vmi; km/h) coming from the roller speed
of the chassis dynamometer shall be sampled with a measurement frequency
of 10 Hz together with the actual time that corresponds to the actual speed.
2.2. The target speed (vi; km/h) between time points in Tables A1/1 to A1/12 in
Annex B1 shall be determined by a linear interpolation method at a frequency
of 10 Hz.
3. Correction procedure
3.1. Calculation of the actual/measured and target power at the wheels
The power and the forces at the wheels from the target and actual/measured
speed shall be calculated by applying the following equations:
(𝑉𝑖 + 𝑉𝑖−1 ) ( 𝑉𝑖 + 𝑉𝑖−1 )2
𝐹𝑖 = 𝑓0 + 𝑓1 x + 𝑓2 x + (TM + 𝑚𝑟 ) x 𝑎𝑖
2 4
(𝑉𝑖 + 𝑉𝑖−1 )
𝑃𝑖 = 𝐹𝑖 x x 0,001
3,6 x 2
(𝑉𝑚𝑖 + 𝑉𝑚𝑖−1 ) ( 𝑉𝑚𝑖 + 𝑉𝑚𝑖−1 )2

𝐹𝑚𝑖 = 𝑓0 + 𝑓1 x + 𝑓2 x + (TM + 𝑚𝑟 ) x 𝑎𝑚𝑖
2 4
(𝑉𝑚𝑖 + 𝑉𝑚𝑖−1 )
𝑃𝑚𝑖 = 𝐹𝑚𝑖 x x 0,001
3,6 x 2
(𝑉𝑖 − 𝑉𝑖−1 )
𝑎𝑖 =
3,6 x (𝑡𝑖 − 𝑡𝑖−1 )
(𝑉𝑚𝑖 − 𝑉𝑚𝑖−1 )
𝑎𝑚𝑖 =
3,6 x (𝑡𝑖− 𝑡𝑖−1 )
where:
𝐹𝑖 is the target driving force during the period from (i-1) to (i), N;
𝐹𝑚𝑖 is the actual/measured driving force during the period from (i-1)
to (i), N;
𝑃𝑖 is the target power during the period from (i-1) to (i), kW;
𝑃𝑚𝑖 is the actual/measured power during the period from (i-1) to (i),
kW;
𝑓0 , 𝑓1 , 𝑓2 are the road load coefficients from Annex B4, N, N/(km/h),
N/(km/h)2;
𝑉𝑖 is the target speed at time (i); km/h;
𝑉𝑚𝑖 is the actual/measured speed at time (i); km/h;
𝑚𝑟 is the equivalent effective mass of rotating components in
accordance with paragraph 2.5.1. of Annex B4, kg;
374
Annex B6b
𝑎𝑖 is the target acceleration during the period from (i-1) to (i), m/s2;
𝑎𝑚𝑖 is the actual/measured acceleration during the period from (i-1)

to (i), m/s2;
𝑡𝑖 is the time, s.
3.2. In the next step an initial POVERRUN,1 is calculated using the following equation:
POVERRUN,1 = - 0,02 x PRATED
where:
POVERRUN,1 is the initial overrun power, kW;
PRATED is the rated engine power, kW.
3.3. All calculated 𝑃𝑖 and 𝑃𝑚𝑖 values that are below POVERRUN,1 shall be set to
POVERRUN,1 in order to exclude negative values not relevant for the CO 2
emissions.
3.4. The 𝑃𝑚,𝑗 values shall be calculated for each individual phase of the WLTC
𝑡
𝑃𝑚,𝑗 = ∑𝑡𝑒𝑛𝑑
0
𝑃𝑚𝑖 /n
where:
𝑃𝑚,𝑗 is the average actual/measured power of the considered phase j,
kW;
𝑃𝑚𝑖 is the actual/measured power during the period from (i-1) to (i),
kW;
𝑡0 is the time at the beginning of the considered phase j, s;
𝑡𝑒𝑛𝑑 is the time at the end of the considered phase j, s;
n is the number of time steps in the considered phase;
j is the index number for the considered phase.
3.5. The average RCB corrected CO2 mass emissions (g/km) for each phase of the
applicable WLTC shall be expressed in units g/s using the following equation:
𝑑𝑚,𝑗
𝑀𝐶𝑂2,𝑗 = 𝑀𝐶𝑂2,𝑅𝐶𝐵,𝑗 x
𝑡𝑗
where:
𝑀𝐶𝑂2,𝑗 is the average CO2 mass emission of phase j, g/s;
𝑀𝐶𝑂2,𝑅𝐶𝐵,𝑗 is the CO2 mass emission from step 1 of Table A7/1 of
Annex B7 for the considered WLTC phase j corrected in
accordance with Appendix 2 to Annex B6, and with the
requirement of applying the RCB correction without considering
the correction criterion c;
𝑑𝑚,𝑗 is the actually driven distance of the considered phase j, km;
𝑡𝑗 is the duration of considered phase j, s.
3.6. In the next step these CO2 mass emissions (g/s) for each phase of the WLTC
shall be correlated to the average 𝑃𝑚,𝑗1 values calculated in accordance with
paragraph 3.4. of this Annex B6b.
The best fit of the data shall be calculated using the least square regression
method. An example for this regression line (Veline line) is shown in
Figure A6b /1.
375
Annex B6b
Figure A6b/1.
Example of the Veline regression line.
VELINE LINE
4.5
4.0
3.5
3.0
CO2 (g/s)
2.5
2.0
1.5
1.0 MCO2,j = (kv x Pm,j)+ Dv
0.5
0.0
0.0 5.0 10.0 15.0 20.0
Power Pm,j (kW)
3.7. The vehicle specific Veline equation-1 calculated from paragraph 3.6. of this
Annex B6b defines the correlation between CO2 emissions in g/s for the
considered phase j and the average measured power at the wheel for the same
phase j and is expressed with the following equation:
𝑀𝐶𝑂2,𝑗 = (kv,1 x 𝑃𝑚,𝑗1 ) + Dv,1
where:
𝑃𝑚,𝑗1 is the average actual/measured power of the considered phase j
calculated using POVERRUN,1, kW;
kv,1 is the slope of the Veline equation-1, g CO2/kWs;
Dv,1 is the constant of the Veline equation-1, g CO2/s.
3.8. In the next step, a second POVERRUN,2 is calculated following the equation:
POVERRUN,2 = - Dv,1/ kv,1
where:
POVERRUN,2 is the second overrun power, kW;
3.9. All calculated 𝑃𝑖 and 𝑃𝑚𝑖 values from paragraph 3.1. of this Annex B6b that
are below POVERRUN,2 shall be set to POVERRUN,2 in order to exclude negative
values not relevant for the CO2 emissions.
3.10. The 𝑃𝑚,𝑗2 values shall be computed again for each individual phase of the
WLTC using the equations from paragraph 3.4. of this Annex B6b.
3.11. New vehicle specific Veline equation-2 shall be computed using the least
square regression method described in paragraph 3.6. of this Annex B6b. The
Veline equation-2 is expressed with the following equation:
𝑀𝐶𝑂2,𝑗 = (kv,2 x 𝑃𝑚,𝑗2 ) + Dv,2
where:
376
Annex B6b
𝑃𝑚,𝑗2 is the average actual/measured power of the considered phase j

3.12. In the next step, the 𝑃𝑖,𝑗 values coming from the target speed profile shall be
calculated for each individual phase of the WLTC using the following
equation:
𝑡
𝑃𝑖,𝑗2 = ∑𝑡𝑒𝑛𝑑
0
𝑃𝑖,2/n
where:
𝑃𝑖,𝑗2 is the average target power of the considered phase j calculated
using POVERRUN,2, kW;
𝑃𝑖,2 is the target power during the period from (i-1) to (i) calculated
𝑡0 is the time at the beginning of the considered phase j, s;
𝑡𝑒𝑛𝑑 is the time at the end of the considered phase j, s;
n is the number of time steps in the considered phase;
j is the index number for the considered WLTC phase.
3.13. Delta in CO2 mass emissions of period j expressed in g/s is then calculated
following the equation:
∆CO2,j = kv,2 x (𝑃𝑖,𝑗2 - 𝑃𝑚,𝑗2 )
where:
∆CO2,j is the delta in CO2 mass emissions of period j expressed, g/s;
𝑃𝑖,𝑗2 is the average target power of the considered period j calculated
𝑃𝑚,𝑗2 is the average actual/measured power of the considered period j
j is the considered period j and it can be the cycle phase or the
total cycle.
3.14. The final distance and speed corrected CO2 mass emissions of period j is
calculated following the equation:
𝑑𝑚,𝑗
𝑀𝐶𝑂2,𝑗,2𝑏 = (∆CO2,j +𝑀𝐶𝑂2,𝑗,𝑘 x ) x 𝑡𝑗 /𝑑𝑖,𝑗
𝑡𝑗
where:
𝑀𝐶𝑂2,𝑗,2𝑏 is distance and speed corrected CO2 mass emissions of period j,
g/km;
𝑀𝐶𝑂2,𝑗,𝑘 is CO2 mass emissions of period j according to step k in Table
A7/1 in Annex B7, g/km;
∆CO2,j is the delta in CO2 mass emissions of period j expressed, g/s;
𝑡𝑗 is the duration of considered period j, s;
𝑑𝑚,𝑗 is the actually driven distance of the considered phase j, km;
𝑑𝑖,𝑗 is the target distance of the considered period j, km;
j is the considered period j, which can either be the cycle phase
“p” or the total cycle “c”;
377
Annex B6b
k is “1” if the considered period j is the cycle phase, or “2” if the

considered period j is the total cycle..
378
Annex B7
Annex B7
Calculations
1.1. Unless explicitly stated otherwise in Annex B8, all requirements and
procedures specified in this annex shall apply for NOVC-HEVs, OVC-HEVs,
NOVC-FCHVs and PEVs.
1.2. The calculation steps described in paragraph 1.4. of this annex shall be used
for pure ICE vehicles only.
1.3. Rounding of test results
1.3.1. Intermediate steps in the calculations shall not be rounded unless intermediate
rounding is required.
1.3.2. The final criteria emission results shall be rounded according to
paragraph 6.1.8. of this Regulation in one step to the number of places to the
right of the decimal point indicated by the applicable emission standard plus
one additional significant figure.
1.3.3. The NOx correction factor KH shall be reported rounded according to
paragraph 6.1.8. of this Regulation to two places of decimal.
1.3.4. The dilution factor DF shall be reported rounded according to paragraph 6.1.8.
of this Regulation to two places of decimal.
1.3.5. For information not related to standards, good engineering judgement shall be
used.
1.4. Stepwise procedure for calculating the final test results for vehicles using
combustion engines
The results shall be calculated in the order described in Table A7/1. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.
For the purpose of this table, the following nomenclature within the equations
and results is used:
c complete applicable cycle;
p every applicable cycle phase;
i every applicable criteria emission component, without CO2;
CO2 CO2 emission.
379
Annex B7
Table A7/1
Procedure for calculating final test results (FE applicable for Level 1B only)
Step No. Source Input Process Output
1 Annex B6 Raw test results Mass emissions Mi,p,1, g/km;

Paragraphs 3. to 3.2.2. inclusive of this MCO2,p,1, g/km.
annex.
2 Output step Mi,p,1, g/km; Calculation of combined cycle values: Mi,c,2, g/km;
1 MCO2,p,1, g/km. ∑p Mi,p,1 × dp MCO2,c,2, g/km.
Mi,c,2 =
∑p dp
∑p MCO2,p,1 × dp
MCO2,c,2 =
∑p dp
where:
Mi/CO2,c,2 are the emission results over the
total cycle;
dp are the driven distances of the cycle
phases, p.
2b Output step MCO2,p,1, g/km; Correction of CO2 results against the MCO2,p,2b, g/km;
This step is 1 MCO2,c,2, g/km. target speed and distance. MCO2,c,2b, g/km.
only Output step Annex B6b.
applicable for 2 Note: As the distance is also corrected,
Level 1A; from this calculation step onwards any
reference to a driven distance shall be
interpreted as a reference to the target
3 For Level MCO2,p,2b, g/km; distance.
RCB correction MCO2,p,3, g/km;
1A MCO2,c,2b, g/km. Appendix 2 to Annex B6. MCO2,c,3, g/km.
Output step
2b
For Level MCO2,p,1, g/km; RCB correction MCO2,p,3, g/km;
1B MCO2,c,2, g/km. Appendix 2 to Annex B6. MCO2,c,3, g/km.
Output step
1
4a Output step
Output step Mi,c,2, g/km; Emissions test procedure for all vehicles Mi,c,4a, g/km;
22 equipped with periodically regenerating MCO2,c,4a, g/km.
Output step systems, Ki.
MCO2,c,3, g/km.
3 Annex B6, Appendix 1.
Mi,c,4 = Ki × Mi,c,2
or
Mi,c,4 = Ki + Mi,c,2
and
MCO2,c,4 = KCO2 × MCO2,c,3
or
MCO2,c,4 = KCO2 + MCO2,c,3
Additive offset or multiplicative factor to
be used according to Ki determination.
If Ki is not applicable:
Mi,c,4 = Mi,c,2
MCO2,c,4 = MCO2,c,3
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Annex B7
4b Output step MCO2,p,3, g/km; If Ki is applicable, align CO2 phase values MCO2,p,4, g/km.
3 MCO2,c,3, g/km; to the combined cycle value:
Output step MCO2,c,4a, g/km. MCO2,p,4 = MCO2,p,3 × AFKi
4a for every cycle phase p;
where:
MCO2,c,4
AFKi =
MCO2,c,3
MCO2,p,4 = MCO2,p,3
4c Output step Mi,c,4a, g/km; In the case these values are used for the Mi,c,4c;
4a MCO2,c,4a, g/km. purpose of conformity of production, the MCO2,c,4c
criteria emission values and CO2 mass
emission values shall be multiplied with
the run-in factor determined according to
paragraph 8.2.4. of this Regulation:
Mi,c,4c = RIC (j) × Mi,c,4a
MCO2,c,4c = RICO2 (j) x MCO2,c,4a
In the case these values are not used for
the purpose of conformity of production:
Mi,c,4c = Mi,c,4a
MCO2,c,4c = MCO2,c,4a
Calculate fuel efficiency (FEc,4c_temp) FEc,4c, km/l;
according to paragraph 6. of Annex B6.
In the case this value is used for the
purpose of conformity of production, the
fuel efficiency value shall be multiplied
with the run in factor determined
according to paragraph 8.2.4. of this
Regulation:
FEc,4c = RIFE (j) x FEc,4c_temp
In the case these values are not used for
the purpose of conformity of production:
FEc,4c = FEc,4c_temp
5 Output step MCO2,c,4c, g/km; For Level 1A: MCO2,c,5, g/km;
Result of a 4b and 4c MCO2,p,4, g/km. ATCT correction of MCO2,c,4c and MCO2,p,4 MCO2,p,5, g/km.
single test. in accordance with paragraph 3.8.2. of
Annex B6a.
For Level 1B:
MCO2,c,5 = MCO2,c,4c
MCO2,p,5 = MCO2,p,4
Mi,c,4c, g/km; Apply deterioration factors calculated in Mi,c,5, g/km;
FEc,4c, km/l; accordance with Annex C4 to the criteria
emissions values.
FEc,5, km/l;
In the case these values are used for the
purpose of conformity of production,
the further steps (6 to 10) are not
required and the output of this step is
the final result.
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Annex B7
6 For Level For every test: Averaging of tests and declared value. Mi,c,6, g/km;
1A Mi,c,5, g/km; Paragraphs 1.2. to 1.2.3. inclusive of MCO2,c,6, g/km;
Output step MCO2,c,5, g/km; Annex B6. MCO2,p,6, g/km.
5
MCO2,p,5, g/km. MCO2,c,declared,
g/km.
For Level FEc,5, km/l; Averaging of tests and declared value. FEc,declared, km/l
1B Paragraphs 1.2. to 1.2.3. inclusive of FEc,6, km/l
Output step Annex B6.
5 The conversion from FEc,declared to MCO2,c,declared,
MCO2,c,declared, shall be performed for the g/km.
applicable cycle according to paragraph 6.
of Annex B7. For that purpose, the criteria
emission over the applicable cycle shall
be used.
7 For Level MCO2,c,6, g/km; Alignment of phase values. MCO2,c,7, g/km;
1A: MCO2,p,6, g/km. Paragraph 1.2.4. of Annex B6. MCO2,p,7, g/km.
Output step MCO2,c,declared, and:
6 g/km. MCO2,c,7 = MCO2,c,declared
For Level MCO2,c,5, g/km; Alignment of phase values. MCO2,p,7, g/km.
1B: MCO2,p,5, g/km; Paragraph 1.2.4. of Annex B6.
Output step MCO2,c,declared,
5 g/km.
Output step
6
8 For Level Calculation of fuel consumption FCc,8, l/100 km;
Result of a 1A: according to paragraph 6 of this annex. FCp,8, l/100 km;
Type 1 test Output steps Mi,c,6, g/km; Mi,c,8, g/km;
for a test 6 The calculation of fuel consumption shall
MCO2,c,7, g/km; MCO2,c,8, g/km;
vehicle. Output steps be performed for the applicable cycle and
MCO2,p,7, g/km. MCO2,p,8, g/km.
7 its phases separately. For that purpose:
(a) the applicable phase or cycle CO2
values shall be used;
(b) the criteria emission over the complete
cycle shall be used.
and:
Mi,c,8 = Mi,c,6
MCO2,c,8 = MCO2,c,7
MCO2,p,8 = MCO2,p,7
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Annex B7
For Level Calculation of fuel consumption and FCp,8, l/100 km;

1B: conversion to fuel efficiency for phase FEp,8, km/l;
Output steps value only according to Paragraph 6 of
Mi,c,5, g/km; Mi,c,8, g/km;
5 this annex.
FEc,8, km/l.
MCO2,p,7, g/km.
Output steps The calculation of fuel consumption shall
7 be performed for the phases separately.
For that purpose:
(a) the applicable phase CO2 values shall
be used;
(b) the criteria emission over the complete
cycle shall be used.
and:
Mi,c,8 = Mi,c,5
FEc,8 = FEc,6
9 Output step For each of the For Level 1A; Mi,c, g/km;
Interpolation 8 test vehicles H If in addition to a test vehicle H a test MCO2,c,H, g/km;
family result. and L: vehicle L and, if applicable vehicle M was MCO2,p,H, g/km;
Mi,c,8, g/km; also tested, the resulting criteria emission
FCc,H, l/100 km;
MCO2,c,8, g/km; value shall be the highest of the two or, if
For Level 1A FCp,H, l/100 km;
applicable, three values and referred to as
Final criteria MCO2,p,8, g/km;
Mi,c. . FEc,H, km/l;
emission FCc,8, l/100 km;
In the case of the combined THC + NO x FEp,H, km/l;
result FCp,8, l/100 km; emissions, the highest value of the sum
FEc,8, km/l. referring to either the VH or VL is to be
and if a vehicle L
FEp,8, km/l used.
was tested:
MCO2,c,L, g/km;
MCO2,p,L, g/km;
Otherwise, if no vehicle L was tested,
FCc,L, l/100 km;
Mi,c = Mi,c,8
FCp,L, l/100 km;
Level 1A and Level 1B
FEc,L, km/l;
For CO2, FE and FC, the values derived in
step 8 shall be used, and CO2 values shall FEp,L, km/l.
be rounded according to paragraph 6.1.8.
of this Regulation to two places of
decimal, and FE and FC values shall be
rounded according to paragraph 6.1.8. of
this Regulation to three places of decimal.
10 Output step MCO2,c,H, g/km; Fuel consumption, fuel efficiency and MCO2,c,ind g/km;
Result of an 9 MCO2,p,H, g/km; CO2 calculations for individual vehicles in MCO2,p,ind, g/km;
individual an interpolation family.
FCc,H, l/100 km; FCc,ind l/100 km;
vehicle. Paragraph 3.2.3. of this annex.
FCp,H, l/100 km; FCp,ind, l/100 km
Final CO2, FE Fuel consumption, fuel efficiency and
FEc,H, km/l; FEc,ind, km/l.
and FC result. CO2 calculations for individual vehicles in
FEp,H, km/l; a road load matrix family FEp,ind, km/l
and if a vehicle L Paragraph 3.2.4. of this annex.
was tested:
CO2 emissions shall be expressed in
MCO2,c,L, g/km; grams per kilometre (g/km) rounded to the
MCO2,p,L, g/km; nearest whole number;
FCc,L, l/100 km; FC values shall be rounded according to
FCp,L, l/100 km. paragraph 6.1.8. of this Regulation to one
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Annex B7
FEc,L, km/l; place of decimal, expressed in (l/100 km)

FEp,L, km/l. ;
FE values shall be rounded according to
paragraph 6.1.8. of this Regulation to one
place of decimal, expressed in (km/l).
2. Determination of diluted exhaust gas volume

2.1. Volume calculation for a variable dilution device capable of operating at a
constant or variable flow rate
The volumetric flow shall be measured continuously. The total volume shall
be measured for the duration of the test.
2.2. Volume calculation for a variable dilution device using a positive displacement
pump
2.2.1. The volume shall be calculated using the following equation:
V = V0 × N
where:
V is the volume of the diluted gas, in litres per test (prior to correction);
V0 is the volume of gas delivered by the positive displacement pump in
testing conditions, litres per pump revolution;
N is the number of revolutions per test.
2.2.1.1. Correcting the volume to standard conditions
The diluted exhaust gas volume, V, shall be corrected to standard conditions
according to the following equation:
PB − P1
Vmix = V × K1 × ( )
Tp
where:
273.15 (K)
K1 = = 2.6961
101.325 (kPa)
PB is the test room barometric pressure, kPa;
P1 is the vacuum at the inlet of the positive displacement pump relative to
the ambient barometric pressure, kPa;
Tp is the arithmetic average temperature of the diluted exhaust gas entering
the positive displacement pump during the test, Kelvin (K).
3. Mass emissions
3.1. General requirements (as applicable)
3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake,
combustion and exhaust processes may be considered to be ideal according to
Avogadro’s hypothesis.
3.1.2. The mass M of gaseous compounds emitted by the vehicle during the test shall
be determined by the product of the volumetric concentration of the gas in
question and the volume of the diluted exhaust gas with due regard for the
following densities under the reference conditions of 273.15 K (0 °C) and
101.325 kPa:
Carbon monoxide (CO) ρ = 1.25 g/l
Carbon dioxide (CO2) ρ = 1.964 g/l
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Annex B7
Hydrocarbons:
for petrol (E0) (C1H1.85) ρ = 0.619 g/1
for petrol (E10) (C1H1.93 O0.033) ρ = 0.646 g/l
for diesel (B0) (C1Hl.86) ρ = 0.620 g/1
for diesel (B7) (C1H1.86O0.007) ρ = 0.625 g/l
for LPG (C1H2.525) ρ = 0.649 g/l
for NG/biomethane (CH4) ρ = 0.716 g/l
for ethanol (E85) (C1H2.74O0.385) ρ = 0.934 g/l
Nitrogen oxides (NOx) ρ = 2.05 g/1
The density for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa, and is fuel-dependent. The
density for propane mass calculations (see paragraph 3.5. of Annex B5) is
1.967 g/l at standard conditions.
If a fuel type is not listed in this paragraph, the density of that fuel shall be
calculated using the equation given in paragraph 3.1.3. of this annex.
3.1.3. The general equation for the calculation of total hydrocarbon density for each
reference fuel with a mean composition of CXHYOZ is as follows:
H O
MWc + × MWH + × MWO
ρTHC = C C
VM
where:
ρTHC is the density of total hydrocarbons and non-methane
hydrocarbons, g/l;
MWC is the molar mass of carbon (12.011 g/mol);
MWH is the molar mass of hydrogen (1.008 g/mol);
MWO is the molar mass of oxygen (15.999 g/mol);
VM is the molar volume of an ideal gas at 273.15 K (0° C) and
101.325 kPa (22.413 l/mol);
H/C is the hydrogen to carbon ratio for a specific fuel C XHYOZ;
O/C is the oxygen to carbon ratio for a specific fuel CXHYOZ.
3.2. Mass emissions calculation
3.2.1. Mass emissions of gaseous compounds per cycle phase shall be calculated
Vmix,phase × ρi × KHphase × Ci,phase × 10−6
Mi,phase =
dphase
where:
Mi is the mass emission of compound i per test or phase, g/km;
Vmix is the volume of the diluted exhaust gas per test or phase expressed in
litres per test/phase and corrected to standard conditions (273.15 K
(0 °C) and 101.325 kPa);
ρi is the density of compound i in grams per litre at standard temperature
and pressure (273.15 K (0 °C) and 101.325 kPa);
KH is a humidity correction factor applicable only to the mass emissions of
oxides of nitrogen, NO2 and NOx, per test or phase;
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Annex B7
Ci is the concentration of compound i per test or phase in the diluted

exhaust gas expressed in ppm and corrected by the amount of
compound i contained in the dilution air;
d is the distance driven over the applicable WLTC, km;
n is the number of phases of the applicable WLTC.
3.2.1.1. The concentration of a gaseous compound in the diluted exhaust gas shall be
corrected by the amount of the gaseous compound in the dilution air using the
following equation:
1
Ci = Ce − Cd × (1 − )
DF
where:
Ci is the concentration of gaseous compound i in the diluted exhaust gas
corrected by the amount of gaseous compound i contained in the
dilution air, ppm;
Ce is the measured concentration of gaseous compound i in the diluted
exhaust gas, ppm;
Cd is the concentration of gaseous compound i in the dilution air, ppm;
DF is the dilution factor.
3.2.1.1.1. The dilution factor DF shall be calculated using the equation for the concerned
fuel (as applicable):
13.4
DF = for petrol (E10) and diesel (B0)
CCO2 +(CHC +CCO)×10−4
13.5
DF = for petrol (E0)
13.5
DF = for diesel (B7)
11.9
DF = for LPG
9.5
DF = for NG/biomethane
12.5
DF = for ethanol (E85)
35.03
DF = for hydrogen
CH2O −CH2O−DA +CH2 ×10−4
With respect to the equation for hydrogen:

CH2O is the concentration of H2O in the diluted exhaust gas contained
in the sample bag, per cent volume;
CH2O-DA is the concentration of H2O in the dilution air, per cent volume;
CH2 is the concentration of H2 in the diluted exhaust gas contained in
the sample bag, ppm.
If a fuel type is not listed in this paragraph, the DF for that fuel shall be
calculated using the equations in paragraph 3.2.1.1.2. of this annex.
If the manufacturer uses a DF that covers several phases, it shall calculate a
DF using the mean concentration of gaseous compounds for the phases
concerned.
The mean concentration of a gaseous compound shall be calculated using the
following equation:
∑nphase=1(Ci,phase × Vmix,phase )
C̅i =
∑nphase=1 Vmix,phase
where:
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Annex B7
C̅i is mean concentration of a gaseous compound;

Ci,phase is the concentration of each phase;
Vmix,phase is the Vmix of the corresponding phase;
n is the number of phases.
3.2.1.1.2. The general equation for calculating the dilution factor DF for each reference
fuel with an arithmetic average composition of CxHyOz is as follows:
X
DF =
CCO2 + (CHC + CCO ) × 10−4
where:
x
X = 100 × y y z
x + + 3.76 (x + − )
2 4 2
CCO2 is the concentration of CO2 in the diluted exhaust gas contained in the
sample bag, per cent volume;
CHC is the concentration of HC in the diluted exhaust gas contained in the
sample bag, ppm carbon equivalent;
CCO is the concentration of CO in the diluted exhaust gas contained in the
sample bag, ppm.
3.2.1.1.3. Methane measurement
3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using
CNMHC = CTHC − (RfCH4 × CCH4 )
where:
CNMHC is the corrected concentration of NMHC in the diluted exhaust
gas, ppm carbon equivalent;
CTHC is the concentration of THC in the diluted exhaust gas, ppm
carbon equivalent and corrected by the amount of THC
contained in the dilution air;
CCH4 is the concentration of CH4 in the diluted exhaust gas, ppm
carbon equivalent and corrected by the amount of CH4 contained
in the dilution air;
RfCH4 is the FID response factor to methane determined and specified
in paragraph 5.4.3.2. of Annex B5.
3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC
depends on the calibration gas/method used for the zero/calibration
adjustment.
The FID used for the THC measurement (without NMC) shall be calibrated
with propane/air in the normal manner.
For the calibration of the FID in series with an NMC, the following methods
are permitted:
(a) The calibration gas consisting of propane/air bypasses the NMC;
(b) The calibration gas consisting of methane/air passes through the NMC.
It is highly recommended to calibrate the methane FID with methane/air
through the NMC.
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Annex B7
In case (a), the concentration of CH4 and NMHC shall be calculated using the
CHC(w/NMC) − CHC(w/oNMC) × (1 − EE )
CCH4 =
RfCH4 × (EE − EM )
CHC(w/oNMC) × (1 − EM ) − CHC(w/NMC)
CNMHC =
EE − EM
If RfCH4 < 1.05, it may be omitted from the equation above for C CH4.
In case (b), the concentration of CH4 and NMHC shall be calculated using the
CHC(w/NMC) × RfCH4 × (1 − EM ) − CHC(w/oNMC) × (1 − EE )
CCH4 =
RfCH4 × (EE − EM )
CHC(w/oNMC) × (1 − EM ) − CHC(w/NMC) × RfCH4 × (1 − EM )
CNMHC =
EE − EM
where:
CHC(w/NMC) is the HC concentration with sample gas flowing through the
NMC, ppm C;
CHC(w/oNMC) is the HC concentration with sample gas bypassing the NMC,
ppm C;
RfCH4 is the methane response factor as determined per
paragraph 5.4.3.2. of Annex B5;
EM is the methane efficiency as determined per
paragraph 3.2.1.1.3.3.1. of this annex;
EE is the ethane efficiency as determined per
paragraph 3.2.1.1.3.3.2. of this annex.
If RfCH4 < 1.05, it may be omitted in the equations for case (b) above for C CH4
and CNMHC.
3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC
The NMC is used for the removal of the non-methane hydrocarbons from the
sample gas by oxidizing all hydrocarbons except methane. Ideally, the
conversion for methane is 0 per cent, and for the other hydrocarbons
represented by ethane is 100 per cent. For the accurate measurement of
NMHC, the two efficiencies shall be determined and used for the calculation
of the NMHC emission.
3.2.1.1.3.3.1. Methane conversion efficiency, EM
The methane/air calibration gas shall be flowed to the FID through the NMC
and bypassing the NMC and the two concentrations recorded. The efficiency
shall be determined using the following equation:
CHC(w/NMC)
EM = 1 −
CHC(w/oNMC)
where:
CHC(w/NMC) is the HC concentration with CH4 flowing through the NMC,
ppm C;
CHC(w/oNMC) is the HC concentration with CH4 bypassing the NMC, ppm C.
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Annex B7
3.2.1.1.3.3.2. Ethane conversion efficiency, EE

The ethane/air calibration gas shall be flowed to the FID through the NMC and
bypassing the NMC and the two concentrations recorded. The efficiency shall
be determined using the following equation:
CHC(w/NMC)
EE = 1 −
CHC(w/oNMC)
where:
CHC(w/NMC) is the HC concentration with C2H6 flowing through the NMC,
ppm C;
CHC(w/oNMC) is the HC concentration with C2H6 bypassing the NMC, ppm C.
If the ethane conversion efficiency of the NMC is 0.98 or above, EE shall be
set to 1 for any subsequent calculation.
3.2.1.1.3.4. If the methane FID is calibrated through the cutter, E M shall be 0.
The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this annex
becomes:
CCH4 = CHC(w/NMC)
The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in this
annex becomes:
CNMHC = CHC(w/oNMC) − CHC(w/NMC) × rh
The density used for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa and is fuel-dependent.
3.2.1.1.4. Flow-weighted arithmetic average concentration calculation
The following calculation method shall be applied for CVS systems that are
not equipped with a heat exchanger or for CVS systems with a heat exchanger
that do not comply with paragraph 3.3.5.1. of Annex B5.
This flow weighted arithmetic average concentration calculation shall be used
for all continuous diluted measurements including PN (if PN measurement is
required). It may be optionally applied for CVS systems with a heat exchanger
that complies with paragraph 3.3.5.1 of Annex B5.
∑ni=1 qVCVS (i) × ∆t × C(i)
Ce =
V
where:
Ce is the flow-weighted arithmetic average concentration;
qVCVS (i) is the CVS flow rate at time t = i × ∆t, m³/sec;
C(i) is the concentration at time t = i × ∆t, ppm;
∆t sampling interval, s;
V total CVS volume, m³;
n is the test time, s.
3.2.1.2. Calculation of the NOx humidity correction factor
In order to correct the influence of humidity on the results of oxides of
nitrogen, the following calculations apply:
1
KH =
1 − 0.0329 × (H − 10.71)
where:
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Annex B7
6.211 × R a × Pd
H=
PB − Pd × R a × 10−2
and:
H is the specific humidity, grams of water vapour per kilogram dry air;
Ra is the relative humidity of the ambient air, per cent;
Pd is the saturation vapour pressure at ambient temperature, kPa;
PB is the atmospheric pressure in the room, kPa.
The KH factor shall be calculated for each phase of the test cycle.
The ambient temperature and relative humidity shall be defined as the
arithmetic average of the continuously measured values during each phase.
3.2.2. Determination of the HC mass emissions from compression-ignition engines
3.2.2.1. To calculate HC mass emission for compression-ignition engines, the
arithmetic average HC concentration shall be calculated using the following
equation:
t2
∫t CHC dt
1
Ce =
t 2 − t1
where:
t2
∫t CHC dt is the integral of the recording of the heated FID over the test
1
(t1 to t2);
Ce is the concentration of HC measured in the diluted exhaust in
ppm of Ci and is substituted for CHC in all relevant equations.
3.2.2.1.1. Dilution air concentration of HC shall be determined from the dilution air bags.
Correction shall be carried out according to paragraph 3.2.1.1. of this annex.
3.2.3. Fuel consumption, fuel efficiency and CO2 calculations for individual vehicles
in an interpolation family
3.2.3.1. Fuel consumption, fuel efficiency and CO2 emissions without using the
interpolation method (i.e. using vehicle H only)
The CO2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. inclusive of this
annex, and fuel efficiency/fuel consumption, as calculated according to
paragraph 6. of this annex, shall be attributed to all individual vehicles in the
interpolation family and the interpolation method shall not be applicable.
3.2.3.2. Fuel consumption and CO2 emissions using the interpolation method
The CO2 emissions and the fuel consumption for each individual vehicle in the
interpolation family may be calculated according to paragraphs 3.2.3.2.1. to
3.2.3.2.5. inclusive of this annex.
3.2.3.2.1. Fuel consumption and CO2 emissions of test vehicles L and H
The mass of CO2 emissions, MCO2 −L , and MCO2−H and its phases p, MCO2 −L,p
and MCO2 −H,p , of test vehicles L and H, used for the following calculations,
shall be taken from step 9 of Table A7/1.
Fuel consumption values are also taken from step 9 of Table A7/1 and are
referred to as FCL,p and FCH,p.
3.2.3.2.2. Road load calculation for an individual vehicle
In the case that the interpolation family is derived from one or more road load
families, the calculation of the individual road load shall only be performed
within the road load family applicable to that individual vehicle.
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Annex B7
3.2.3.2.2.1. Mass of an individual vehicle

The test masses of vehicles H and L shall be used as input for the interpolation
method.
TMind, in kg, shall be the individual test mass of the vehicle according to
If the same test mass is used for test vehicles L and H, the value of TMind shall
be set to the mass of test vehicle H for the interpolation method.
3.2.3.2.2.2. Rolling resistance of an individual vehicle
3.2.3.2.2.2.1. The actual RRC values for the selected tyres on test vehicle L, RRL, and test
vehicle H, RRH, shall be used as input for the interpolation method. See
If the tyres on the front and rear axles of vehicle L or H have different RRC
values, the weighted mean of the rolling resistances shall be calculated using
the equation in paragraph 3.2.3.2.2.2.3. of this annex.
3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.
If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used and calculated using the equation in
paragraph 3.2.3.2.2.2.3. of this annex.
If the same tyres, or tyres with the same rolling resistance coefficient were
fitted to test vehicles L and H, the value of RR ind for the interpolation method
shall be set to RR H .
3.2.3.2.2.2.3. Calculating the weighted mean of the rolling resistances
RR x = (RR x,FA × mpx,FA ) + (RR x,RA × (1 − mpx,FA ))
where:
x represents vehicle L, H or an individual vehicle.
RR L,FA and RRH,FA are the actual RRCs of the front axle tyres on vehicles L
and H respectively, kg/tonne;
RR ind,FA is the RRC value of the applicable tyre energy efficiency
class according to Table A4/2 of Annex B4 of the front
axle tyres on the individual vehicle, kg/tonne;
RRL,RA, and RRH,RA are the actual RRCs of the rear axle tyres on vehicles L
and H respectively, kg/tonne;
RRind,RA is the RRC value of the applicable tyre energy efficiency
class according to Table A4/2 of Annex B4 of the rear
axle tyres on the individual vehicle, kg/tonne;
mpx,FA is the proportion of the vehicle mass in running order on
the front axle;
RRx shall not be rounded or categorised to tyre energy efficiency classes.
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Annex B7
3.2.3.2.2.3. Aerodynamic drag of an individual vehicle

3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment
The aerodynamic drag shall be measured for each of the aerodynamic drag-
influencing items of optional equipment and body shapes in a wind tunnel
fulfilling the requirements of paragraph 3.2. of Annex B4 verified by the
For the purpose of the interpolation method, the aerodynamic drag of optional
equipment within one road load family shall be measured at the same wind
speed, either vlow or vhigh, preferably vhigh, as defined in paragraph 6.4.3. of
Annex B4. In the case that vlow or vhigh does not exist, (e.g. the road load of VL
and/or VH are measured using the coastdown method), the aerodynamic force
shall be measured at the same wind speed within the range ≥ 80 km/h and
≤ 150 km/h. For Class 1 vehicles, it shall be measured at the same wind speed
of ≤ 150 km/h.
3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of optional
equipment
authority, an alternative method (e.g. CFD simulation (Level 1A only), wind
tunnel not fulfilling the criteria in Annex B4) may be used to determine
Δ(CD×Af) if the following criteria are fulfilled:
(a) The alternative method shall fulfil an accuracy for Δ(CD×Af) of
±0.015 m².
For Level 1A only - In the case that CFD simulation is used, the
accuracy of the CFD method shall be validated by at least two Δ(CD×Af)
per types of optional equipment from a common baseline vehicle body
and at least a total of eight Δ(CD×Af) as shown in the example in
Figure A7/1a;
(b) The alternative method shall only be used for types of aerodynamic-
influencing optional equipment (e.g. wheels, cooling air control
systems, spoilers etc.) for which equivalency has been demonstrated;
(c) Evidence of equivalency outlined in (a) and (b) shall be shown to the
responsible authority in advance of the type approval for the road load
family. For any alternative method, validation shall be based on wind
tunnel measurements fulfilling the criteria of this Regulation;
(d) If the Δ(CD × Af) of a particular item of optional equipment is more than
double the Δ(CD × Af) of the optional equipment for which the evidence
was provided, aerodynamic drag shall not be determined by the
alternative method; and
(e) Revalidation is necessary every four years in the case that a
measurement method is used. In the case that a mathematical method is
used, any change made to a simulation model or to the software likely
to invalidate the validation report also requires revalidation.
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Annex B7
Figure A7/1a
Example of application of the alternative method for determination of aerodynamic
influence of optional equipment
3.2.3.2.2.3.2.1. The manufacturer shall submit the declared scope of applicable vehicles for
the alternative method and the declared scope shall be documented to relevant
test reports when evidence of equivalency is shown to the responsible
authority. The responsible authority may request the confirmation of
equivalency for the alternative method by selecting the vehicle from the scope
declared by the manufacturer after equivalency was demonstrated. The result
shall fulfil an accuracy for Δ(CD×Af) of ±0.015 m². This procedure shall be
based on wind tunnel measurements fulfilling the criteria of this Regulation. If
this procedure is not satisfied, the approval of the alternative method is
regarded as invalidated.
3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle
∆(CD × Af )ind is the difference in the product of the aerodynamic drag
coefficient multiplied by frontal area between an individual vehicle and test
vehicle L due to options and body shapes on the vehicle that differ from those
of test vehicle L, m2;
These differences in aerodynamic drag, Δ(CD×Af), shall be determined with an
accuracy of ±0.015 m².
Δ(CD×Af)ind may be calculated according to the following equation
maintaining the accuracy of ±0.015 m² also for the sum of items of optional
equipment and body shapes:
n
∆(CD × Af )ind = ∑ ∆(CD × Af )i

i=1
where:
CD is the aerodynamic drag coefficient;
Af is the frontal area of the vehicle, m2;
n is the number of items of optional equipment on the vehicle that
are different between an individual vehicle and test vehicle L;
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Annex B7
∆(CD × Af )i is the difference in the product of the aerodynamic drag

coefficient multiplied by frontal area due to an individual
feature, i, on the vehicle and is positive for an item of optional
equipment that adds aerodynamic drag with respect to test
vehicle L and vice versa, m2.
The sum of all Δ(CD×Af)i differences between test vehicles L and H shall
correspond to Δ(CD×Af)LH.
3.2.3.2.2.3.4. Definition of complete aerodynamic delta between test vehicles L and H
The total difference of the aerodynamic drag coefficient multiplied by frontal
area between test vehicles L and H shall be referred to as Δ(CD×Af)LH and shall
be recorded, m².
3.2.3.2.2.3.5. Documentation of aerodynamic influences
The increase or decrease of the product of the aerodynamic drag coefficient
multiplied by frontal area expressed as Δ(CD×Af) for all items of optional
equipment and body shapes in the interpolation family that:
(a) Have an influence on the aerodynamic drag of the vehicle; and
(b) Are to be included in the interpolation,
shall be recorded, m².
3.2.3.2.2.3.6. Additional provisions for aerodynamic influences
The aerodynamic drag of vehicle H shall be applied to the whole interpolation
family and Δ(CD×Af)LH shall be set to zero, if:
(a) The wind tunnel facility is not able to accurately determine Δ(CD×Af);
or
(b) There are no drag-influencing items of optional equipment between the
test vehicles H and L that are to be included in the interpolation method.
3.2.3.2.2.4. Calculation of road load coefficients for individual vehicles
The road load coefficients f0 , f1 and f2 (as defined in Annex B4) for test
vehicles H and L are referred to as f0,H , f1,H and f2,H ,and f0,L , f1,L and f2,L
respectively. An adjusted road load curve for the test vehicle L is defined as
follows:
∗ ∗
FL (v) = f0,L + f1,H × v + f2,L × v2
Applying the least squares regression method in the range of the reference
∗ ∗
speed points, adjusted road load coefficients f0,L and f2,L shall be determined
∗
for FL (v) with the linear coefficient f1,L set to f1,H . The road load coefficients
f0,ind , f1,ind and f2,ind for an individual vehicle in the interpolation family shall
be calculated using the following equations:
(TMH × RR H − TMind × RR ind )
f0,ind = f0,H − ∆f0 ×
(TMH × RR H − TML × RR L )
or, if (TMH × RR H − TML × RR L ) = 0, the equation for f0,ind below shall
apply:
f0,ind = f0,H − ∆f0
f1,ind = f1,H
(∆[CD × Af ]LH − ∆[Cd × Af ]ind )
f2,ind = f2,H − ∆f2
(∆[CD × Af ]LH )
or, if Δ(CD × Af )LH = 0, the equation for F2,ind below shall apply:
f2,ind = f2,H − ∆f2
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Annex B7
where:
∗
∆f0 = f0,H − f0,L
∗
∆f2 = f2,H − f2,L
In the case of a road load matrix family, the road load coefficients f 0, f1 and f2
for an individual vehicle shall be calculated according to the equations in
paragraph 5.1.1. of Annex B4.
3.2.3.2.3. Calculation of cycle energy demand
The cycle energy demand of the applicable WLTC E k and the energy demand
for all applicable cycle phases Ek,p shall be calculated according to the
procedure in paragraph 5. of this annex for the following sets k of road load
coefficients and masses:
∗ ∗
k=1: f0 = f0,L , f1 = f1,H , f2 = f2,L , m = TML
(test vehicle L)
k=2: f0 = f0,H , f1 = f1,H , f2 = f2,H , m = TMH
(test vehicle H)
k=3: f0 = f0,ind , f1 = f1,H , f2 = f2,ind , m = TMind
(an individual vehicle in the interpolation family)
These three sets of road loads may be derived from different road load families.
3.2.3.2.4. For Level 1A:
Calculation of the CO2 value for an individual vehicle within an interpolation
family using the interpolation method
For each cycle phase p of the applicable cycle the mass of CO2 emissions g/km,
for an individual vehicle shall be calculated using the following equation:
E3,p − E1,p
MCO2−ind,p = MCO2−L,p + ( ) × (MCO2−H,p − MCO2 −L,p )
E2,p − E1,p
The mass of CO2 emissions, g/km, over the complete cycle for an individual
vehicle shall be calculated using the following equation:
E3 − E1
MCO2−ind = MCO2−L + ( ) × (MCO2−H − MCO2−L )
E2 − E1
The terms E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculated
as specified in paragraph 3.2.3.2.3. of this annex.
3.2.3.2.5. For Level 1A:
Calculation of the fuel consumption FC value for an individual vehicle within
an interpolation family using the interpolation method
For each cycle phase p of the applicable cycle, the fuel consumption, l/100 km,
for an individual vehicle shall be calculated using the following equation:
E3,p − E1,p
FCind,p = FCL,p + ( ) × (FCH,p − FCL,p )
E2,p − E1,p
The fuel consumption, l/100 km, of the complete cycle for an individual
vehicle shall be calculated using the following equation:
E3 − E1
FCind = FCL + ( ) × (FCH − FCL )
E2 − E1
The terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculated
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Annex B7
For Level 1B
Calculation of the fuel efficiency FE value for an individual vehicle within an
interpolation family using the interpolation method
For each cycle phase p of the applicable cycle, the fuel efficiency, km/l, for an
individual vehicle shall be calculated using the following equation:
1
FEind,p =
E3,p − E1,p
1/FEL,p + ( ) × (1/FEH,p − 1/FEL,p )
E2,p − E1,p
The fuel efficiency in km/l, of the complete cycle for an individual vehicle
shall be calculated using the following equation:
1
FEind =
E3 − E1
1/FEL + ( ) × (1/FEH − 1/FEL )
E2 − E1
The terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculated
3.2.3.2.6. For Level 1A
The individual CO2 value determined in paragraph 3.2.3.2.4. of this annex may
be increased by the original equipment manufacturer (OEM). In such cases:
(a) The CO2 phase values shall be increased by the ratio of the increased
CO2 value divided by the calculated CO2 value;
(b) The fuel consumption values shall be increased by the ratio of the
increased CO2 value divided by the calculated CO2 value.
This shall not compensate for technical elements that would effectively require
a vehicle to be excluded from the interpolation family.
For Level 1B
The individual fuel efficiency value determined in paragraph 3.2.3.2.5. of this
annex may be decreased by the original equipment manufacturer (OEM). In
such cases:
(a) The fuel efficiency phase values shall be decreased by the ratio of the
decreased fuel efficiency value divided by the calculated fuel efficiency
value;
This shall not compensate for technical elements that would effectively require
a vehicle to be excluded from the interpolation family.
3.2.4. Fuel consumption, fuel efficiency and CO2 calculations for individual vehicles
in a road load matrix family
The CO2 emissions and the fuel efficiency/fuel consumption for each
individual vehicle in the road load matrix family shall be calculated according
to the interpolation method described in paragraphs 3.2.3.2.3. to 3.2.3.2.5.
inclusive of this annex. Where applicable, references to vehicle L and/or H
shall be replaced by references to vehicle LM and/or HM respectively.
3.2.4.1. Determination of fuel consumption, fuel efficiency and CO 2 emissions of
vehicles LM and HM
The mass of CO2 emissions MCO2 of vehicles LM and HM shall be determined
according to the calculations in paragraph 3.2.1. of this annex for the individual
cycle phases p of the applicable WLTC and are referred to as MCO2 −LM,p and
MCO2−HM,p respectively. Fuel consumption and fuel efficiency for individual
cycle phases of the applicable WLTC shall be determined according to
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Annex B7
paragraph 6. of this annex and are referred to as FCLM,p, FCHM,p, FELM,p and
FELM,p respectively.
3.2.4.1.1. Road load calculation for an individual vehicle
The road load force shall be calculated according to the procedure described in
3.2.4.1.1.1. Mass of an individual vehicle
The test masses of vehicles HM and LM selected according to paragraph 4.2.1.4.
of Annex B4 shall be used as input.
TMind, in kg, shall be the test mass of the individual vehicle according to the
definition of test mass in paragraph 3.2.25. of this Regulation.
If the same test mass is used for vehicles LM and HM, the value of TMind shall
be set to the mass of vehicle HM for the road load matrix family method.
3.2.4.1.1.2. Rolling resistance of an individual vehicle
3.2.4.1.1.2.1. The RRC values for vehicle LM , RRLM, and vehicle HM, RRHM, selected under
paragraph 4.2.1.4. of Annex B4, shall be used as input.
If the tyres on the front and rear axles of vehicle LM or HM have different rolling
resistance values, the weighted mean of the rolling resistances shall be
calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex.
3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.
If the tyres on the front and the rear axles belong to different energy efficiency
classes, the weighted mean shall be used and shall be calculated using the
equation in paragraph 3.2.4.1.1.2.3. of this annex.
If the same rolling resistance is used for vehicles L M and HM, the value of
RR ind shall be set to RR HM for the road load matrix family method.
3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistances
RR x = (RR x,FA × mpx,FA ) + (RR x,RA × (1 − mpx,FA ))
where:
x represents vehicle L, H or an individual vehicle;
RR LM,FA and RRHM,FA are the actual RRCs of the front axle tyres on
vehicles L and H respectively, kg/tonne;
RR ind,FA is the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of
Annex B4 of the front axle tyres on the individual
vehicle, kg/tonne;
RRLM,RA, and RRHM,RA are the actual rolling resistance coefficients of the
rear axle tyres on vehicles L and H respectively,
kg/tonne;
RRind,RA is the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of
Annex B4 of the rear axle tyres on the individual
vehicle, kg/tonne;
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Annex B7
mpx,FA is the proportion of the vehicle mass in running

order on the front axle.
RRx shall not be rounded or categorised to tyre energy efficiency classes.
3.2.4.1.1.3. Frontal area of an individual vehicle
The frontal area for vehicle LM, AfLM, and vehicle HM, AfHM, selected under
paragraph 4.2.1.4. of Annex B4 shall be used as input.
Af,ind, in m2, shall be the frontal area of the individual vehicle.
If the same frontal area is used for vehicles LM and HM, the value of Af,ind shall
be set to the frontal area of vehicle HM for the road load matrix family method.
3.2.5. Alternative interpolation calculation method
Upon request of the manufacturer and with approval of the responsible
authority, a manufacturer may apply an alternative interpolation calculation
procedure in the case that the interpolation method creates unrealistic phase-
specific results or an unrealistic road load curve. Before such permission is
granted, the manufacturer shall check and where possible correct:
(a) The reason for having small differences between the road load relevant
characteristics between vehicle L and H in the case of unrealistic phase-
specific results;
(b) The reason for having an unexpected difference between the f1,L and
f1,H coefficients in the case of an unrealistic road load curve.
The request of the manufacturer to the responsible authority shall include
evidence that such a correction is not possible, and that the resultant error is
significant.
3.2.5.1. Alternative calculation to correct unrealistic phase-specific results
Alternatively to the procedures defined in paragraphs 3.2.3.2.4. and 3.2.3.2.5.
of this annex, calculations of phase CO2, phase fuel efficiency and phase fuel
consumption may be calculated according to the equations in
paragraphs 3.2.5.1.1., 3.2.5.1.2. and 3.2.5.1.3. below.
For each parameter, MCO2 is replaced by FC or FE.
3.2.5.1.1. Ratio determination for each phase of VL and VH
MCO2,p,L
R p,L = ⁄M
CO2,c,L
MCO2,p,H
R p,H = ⁄M
CO2,c,H
where:
MCO2,p,L , MCO2,c,L , MCO2,p,H and MCO2,c,H are from step 9 in Table A7/1 in this
annex.
3.2.5.1.2. Ratio determination for each phase for vehicle Vind
MCO2,c,ind − MCO2,c,L
R p,ind = R p,L + ( ) × (R p,H − R p,L )
MCO2,c,H − MCO2,c,L
where:
MCO2,c,ind is from step 10 in Table A7/1 in this annex and shall be rounded to
the nearest whole number.
3.2.5.1.3. Phase per phase mass emission of vehicle Vind
MCO2,p,ind = R p,ind × MCO2,c,ind
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Annex B7
3.2.5.2. Alternative calculation to correct an unrealistic road load curve

Alternatively to the procedure defined in paragraph 3.2.3.2.2.4. of this annex,
road load coefficients may be calculated as follows:
∗ ∗
Fi (v) = f0,i + f1,A × v + f2,i × v2
Applying the least squares regression method in the range of the reference
speed points, alternative adjusted road load coefficients f*0,i and f*2,i shall be
determined for Fi(v) with the linear coefficient f*1,i set to f1,A. f1,A is calculated
as follows:
(Ei − ELR ) × f1,HR + (EHR − Ei ) × f1,LR
f1,A =
(EHR − ELR )
where:
E is the cycle energy demand as defined in paragraph 5. of this annex,
Ws;
i is the subscript denoting vehicles L, H or ind;
HR is test vehicle H as described in paragraph 4.2.1.2.3.2. of Annex B4;
LR is test vehicle L as described in paragraph 4.2.1.2.3.2. of Annex B4.
3.3. PM
3.3.1. Calculation
PM shall be calculated using the following two equations:
(Vmix + Vep ) × Pe
PM =
Vep × d
where exhaust gases are vented outside tunnel;
and:
Vmix × Pe
PM =
Vep × d
where exhaust gases are returned to the tunnel;
where:
Vmix is the volume of diluted exhaust gases (see paragraph 2. of this annex),
under standard conditions;
Vep is the volume of diluted exhaust gas flowing through the particulate
sampling filter under standard conditions;
Pe is the mass of particulate matter collected by one or more sample filters,
mg;
d is the distance driven corresponding to the test cycle, km.
3.3.1.1. Where correction for the background particulate mass from the dilution system
has been used, this shall be determined in accordance with paragraph 2.1.3.1.
of Annex B6. In this case, particulate mass (mg/km) shall be calculated using
the following equations:
Pe Pa 1 (Vmix + Vep )
PM = { −[ × (1 − )]} ×
Vep Vap DF d
in the case that the exhaust gases are vented outside the tunnel;
and:
Pe Pa 1 (Vmix )
PM = { −[ × (1 − )]} ×
Vep Vap DF d
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Annex B7
in the case that the exhaust gases are returned to the tunnel;
where:
Vap is the volume of tunnel air flowing through the background particulate
filter under standard conditions;
Pa is the particulate mass from the dilution air, or the dilution tunnel
background air, as determined by the one of the methods described in
paragraph 2.1.3.1. of Annex B6;
DF is the dilution factor determined in paragraph 3.2.1.1.1. of this annex.
Where application of a background correction results in a negative result, it
shall be considered to be zero mg/km.
3.3.2. Calculation of PM using the double dilution method
Vep = Vset − Vssd
where:
Vep is the volume of diluted exhaust gas flowing through the particulate
sample filter under standard conditions;
Vset is the volume of the double diluted exhaust gas passing through the
particulate sampling filters under standard conditions;
Vssd is the volume of the secondary dilution air under standard conditions.
Where the secondary diluted sample gas for PM measurement is not returned
to the tunnel, the CVS volume shall be calculated as in single dilution, i.e.:
Vmix = Vmix indicated + Vep
where:
Vmix indicated is the measured volume of diluted exhaust gas in the dilution
system following extraction of the particulate sample under
standard conditions.
4. Determination of PN (if PN measurement is required)
PN shall be calculated using the following equation:
̅̅̅s × f̅r − Cb × ̅f̅rb
V × k × (C ̅̅) × 103
PN =
d
where:
PN is the particle number emission, particles per kilometre;
V is the volume of the diluted exhaust gas in litres per test (after primary
dilution only in the case of double dilution) and corrected to standard
conditions (273.15 K (0 °C) and 101.325 kPa);
k is a calibration factor to correct the PNC measurements to the level of
the reference instrument where this is not applied internally within the
PNC. Where the calibration factor is applied internally within the PNC,
the calibration factor shall be 1;
̅̅̅
Cs is the corrected particle number concentration from the diluted exhaust
gas expressed as the arithmetic average number of particles per cubic
centimetre from the emissions test including the full duration of the
drive cycle. If the volumetric mean concentration results C ̅ from the
PNC are not measured at standard conditions (273.15 K (0 °C) and
101.325 kPa), the concentrations shall be corrected to those conditions
̅̅̅
Cs ;
Cb is either the dilution air or the dilution tunnel background particle
number concentration, as permitted by the responsible authority, in
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Annex B7
particles per cubic centimetre, corrected for coincidence and to standard

conditions (273.15 K (0 °C) and 101.325 kPa);
f̅r is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the test;
̅f̅rb
̅̅ is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the background measurement;
d is the distance driven corresponding to the applicable test cycle, km.
̅ shall be calculated using the following equation:
C
∑ni=1 Ci
̅=
C
n
where:
Ci is a discrete measurement of particle number concentration in the
diluted gas exhaust from the PNC; particles per cm³ and corrected for
coincidence;
n is the total number of discrete particle number concentration
measurements made during the applicable test cycle and shall be
n=t×f
where:
t is the time duration of the applicable test cycle, s;
f is the data logging frequency of the particle counter, Hz.
5. Calculation of cycle energy demand
Unless otherwise specified, the calculation shall be based on the target speed
trace given in discrete time sample points.
The total energy demand E for the whole cycle or a specific cycle phase shall
be calculated by summing Ei over the corresponding cycle time between
tstart +1 and tend according to the following equation:
tend
E= ∑ Ei
tstart+1
where:
Ei = Fi × di if Fi > 0
Ei = 0 if Fi ≤ 0
and:
tstart is the time at which the applicable test cycle or phase starts (see
paragraph 3. of Annex B1), s;
tend is the time at which the applicable test cycle or phase ends (see
paragraph 3. of Annex B1), s;
Ei is the energy demand during time period (i-1) to (i), Ws;
Fi is the driving force during time period (i-1) to (i), N;
di is the distance travelled during time period (i-1) to (i), m.
vi + vi−1 (vi + vi−1 )2
Fi = f0 + f1 × ( ) + f2 × + (1.03 × TM) × a i
2 4
where:
Fi is the driving force during time period (i-1) to (i), N;
vi is the target velocity at time ti, km/h;
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Annex B7
TM is the test mass, kg;

ai is the acceleration during time period (i-1) to (i), m/s²;
f0 , f1 , f2 are the road load coefficients for the test vehicle under
consideration (TML , TMH or TMind ) in N, N/km/h and in
N/(km/h)² respectively.
(vi + vi−1 )
di = × (t i − t i−1 )
2 × 3.6
where:
di is the distance travelled in time period (i-1) to (i), m;
vi is the target velocity at time t i , km/h;
ti is time, s.
vi − vi−1
ai =
3.6 × (t i − t i−1 )
where:
ai is the acceleration during time period (i-1) to (i), m/s²;
vi is the target velocity at time t i , km/h;
ti is time, s.
6. Calculation of fuel consumption and fuel efficiency (as applicable)
6.1. The fuel characteristics required for the calculation of fuel consumption values
shall be taken from Annex B3.
6.2. For Level 1A
The fuel consumption values shall be calculated from the emissions of
hydrocarbons, carbon monoxide, and carbon dioxide using the results of step 6
for criteria emissions and step 7 for CO2 of Table A7/1.
For Level 1B
The fuel efficiency values shall be calculated from the emissions of
hydrocarbons, carbon monoxide, and carbon dioxide using the results of step 2
for criteria emissions and step 4a for CO2 of Table A7/1.
6.2.1. The general equation in paragraph 6.12. of this annex using H/C and O/C ratios
shall be used for the calculation of fuel consumption.
6.2.2. For all equations in paragraph 6. of this annex:
FC is the fuel consumption of a specific fuel, l/100 km (or m³ per 100 km
in the case of natural gas or kg/100 km in the case of hydrogen);
H/C is the hydrogen to carbon ratio of a specific fuel CXHYOZ;
O/C is the oxygen to carbon ratio of a specific fuel CXHYOZ;
MWC is the molar mass of carbon (12.011 g/mol);
MWH is the molar mass of hydrogen (1.008 g/mol);
MWO is the molar mass of oxygen (15.999 g/mol);
ρfuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;
HC are the emissions of hydrocarbon, g/km;
CO are the emissions of carbon monoxide, g/km;
CO2 are the emissions of carbon dioxide, g/km;
H2O are the emissions of water, g/km;
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Annex B7
H2 are the emissions of hydrogen, g/km;

p1 is the gas pressure in the fuel tank before the applicable test cycle, Pa;
p2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;
T1 is the gas temperature in the fuel tank before the applicable test cycle,
K;
T2 is the gas temperature in the fuel tank after the applicable test cycle, K;
Z1 is the compressibility factor of the gaseous fuel at p 1 and T1;
Z2 is the compressibility factor of the gaseous fuel at p2 and T2;
V is the interior volume of the gaseous fuel tank, m³;
d is the theoretical length of the applicable phase or cycle, km.
6.3. For a vehicle with a positive ignition engine fuelled with petrol (E0)
0.1155
FC = ( ) × [(0.866 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
6.4. [Reserved]
6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10)
0.1206
FC = ( ) × [(0.829 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
6.6. For a vehicle with a positive ignition engine fuelled with LPG
0.1212
FCnorm = ( ) × [(0.825 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.538
6.6.1. If the composition of the fuel used for the test differs from the composition that
is assumed for the calculation of the normalised consumption, on the
manufacturer's request a correction factor cf may be applied, using the
following equation:
0.1212
FCnorm = ( ) × cf × [(0.825 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.538
The correction factor, cf, which may be applied, is determined using the
following equation:
cf = 0.825 + 0.0693 × nactual
where:
nactual is the actual H/C ratio of the fuel used.
6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane
0.1336
FCnorm = ( ) × [(0.749 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.654
6.8. For a vehicle with a compression engine fuelled with diesel (B0)
0.1156
FC = ( ) × [(0.865 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
6.9. [Reserved]
6.10. For a vehicle with a compression engine fuelled with diesel (B7)
0.1165
FC = ( ) × [(0.858 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85)
0.1743
FC = ( ) × [(0.574 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
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Annex B7
6.12. Fuel consumption for any test fuel may be calculated using the following
equation:
H O
MWC + × MWH + × MWO MWC MWC MWC
FC = C C ×( × HC + × CO + × CO2 )
MWC × ρfuel × 10 H O MWCO MWCO2
MWC + × MWH + × MWO
C C
6.13. Fuel consumption for a vehicle with a positive ignition engine fuelled by
hydrogen:
V 1 p1 1 p2
FC = 0.024 × ×( × − × )
d Z1 T1 Z2 T2
For vehicles fuelled either with gaseous or liquid hydrogen, and with approval
of the responsible authority, the manufacturer may choose to calculate fuel
consumption using either the equation for FC below or a method using a
standard protocol such as SAE J2572.
FC = 0.1 × (0.1119 × H2 O + H2 )
The compressibility factor, Z, shall be obtained from the following table:
Table A7/2
Compressibility factor Z
p(bar)
5 100 200 300 400 500 600 700 800 900
33 0.859 1.051 1.885 2.648 3.365 4.051 4.712 5.352 5.973 6.576
53 0.965 0.922 1.416 1.891 2.338 2.765 3.174 3.570 3.954 4.329
73 0.989 0.991 1.278 1.604 1.923 2.229 2.525 2.810 3.088 3.358
93 0.997 1.042 1.233 1.470 1.711 1.947 2.177 2.400 2.617 2.829
113 1.000 1.066 1.213 1.395 1.586 1.776 1.963 2.146 2.324 2.498
133 1.002 1.076 1.199 1.347 1.504 1.662 1.819 1.973 2.124 2.271
153 1.003 1.079 1.187 1.312 1.445 1.580 1.715 1.848 1.979 2.107
173 1.003 1.079 1.176 1.285 1.401 1.518 1.636 1.753 1.868 1.981
T(K) 193 1.003 1.077 1.165 1.263 1.365 1.469 1.574 1.678 1.781 1.882
213 1.003 1.071 1.147 1.228 1.311 1.396 1.482 1.567 1.652 1.735
233 1.004 1.071 1.148 1.228 1.312 1.397 1.482 1.568 1.652 1.736
248 1.003 1.069 1.141 1.217 1.296 1.375 1.455 1.535 1.614 1.693
263 1.003 1.066 1.136 1.207 1.281 1.356 1.431 1.506 1.581 1.655
278 1.003 1.064 1.130 1.198 1.268 1.339 1.409 1.480 1.551 1.621
293 1.003 1.062 1.125 1.190 1.256 1.323 1.390 1.457 1.524 1.590
308 1.003 1.060 1.120 1.182 1.245 1.308 1.372 1.436 1.499 1.562
323 1.003 1.057 1.116 1.175 1.235 1.295 1.356 1.417 1.477 1.537
338 1.003 1.055 1.111 1.168 1.225 1.283 1.341 1.399 1.457 1.514
353 1.003 1.054 1.107 1.162 1.217 1.272 1.327 1.383 1.438 1.493
In the case that the required input values for p and T are not indicated in the
table, the compressibility factor shall be obtained by linear interpolation
between the compressibility factors indicated in the table, choosing the ones
that are the closest to the value sought.
6.14. Calculation of fuel efficiency (FE)
This paragraph is applicable for Level 1B only;
6.14.1. FE = 100/FC
where
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Annex B7
FC is the fuel consumption of a specific fuel, l/100 km (or m³ per

100 km in the case of natural gas or kg/100 km in the case of
hydrogen);
FE is fuel efficiency; km/l (or km/m³ in the case of natural gas, or
km/ kg in the case of hydrogen).
7. Drive trace indices
7.1. General requirement
The prescribed speed between time points in Tables A1/1 to A1/12 shall be
determined by linear interpolation at a frequency of 10 Hz.
In the case that the accelerator control is fully activated, the prescribed speed
shall be used instead of the actual vehicle speed for drive trace index
calculations during such periods of operation.
The on-board diagnostics (OBD) or electronic control unit (ECU) monitoring
(data collection) system may be used in order to detect the position of the
accelerator control. The collection of OBD and/or ECU data shall not influence
the vehicle's emissions or performance.
7.2. Calculation of drive trace indices
The following indices shall be calculated according to SAE J2951(Revised
JAN2014):
(a) IWR Inertial Work Rating, per cent;
(b) RMSSE Root Mean Squared Speed Error, km/h.
7.3. [Reserved]
7.4. Vehicle-specific application of drive trace indices
7.4.1. Pure ICE vehicles, NOVC-HEVs, NOVC-FCHVs
The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and reported.
7.4.2. OVC-HEVs
7.4.2.1. Charge-sustaining Type 1 test (paragraph 3.2.5. of Annex B8)
The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and reported.
7.4.2.2. Charge-depleting Type 1 test (paragraph 3.2.4.3. of Annex B8)
If the number of charge-depleting Type 1 test cycles is less than four, the drive
trace indices IWR and RMSSE shall be calculated for each individual
applicable test cycle of the charge-depleting Type 1 test and reported.
If the number of charge-depleting Type 1 test cycles is greater than or equal to
four, the drive trace indices IWR and RMSSE shall be calculated for each
individual applicable test cycle of the charge-depleting Type 1 test and
reported. In this case, the average IWR and the average RMSSE for the
combination of any two cycles within the charge-depleting test shall be
compared with the respective criteria specified in paragraph 2.6.8.3.1.3. of
Annex B6, and the calculated IWR of any individual cycle within the charge-
depleting test shall not be less than -3.0 nor greater than +5.0 per cent.
7.4.2.3. City cycle test (paragraph 3.2.4.3. of Annex B8 replacing WLTC with
WLTCcity)
For the application of the drive trace index calculation, two consecutively
driven city test cycles (L and M) shall be considered as one cycle.
For the city cycle during which the combustion engine starts to consume fuel,
the drive indices IWR and RMSSE shall not be calculated individually.
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Annex B7
Instead, depending on the number of completed city cycles before the city
cycle during which the combustion engine start, the incomplete city cycle shall
be combined with the previous city cycles as follows and shall be considered
as one cycle in the context of the drive trace index calculations.
If the number of completed city cycles is even, the incomplete city cycle shall
be combined with the previous two completed city cycles. See the example in
Figure A7/1 below.
Figure A7/1
Example with an even number of completed city test cycles before the city cycle where
the combustion engine start
If the number of completed city cycles is odd, the incomplete city cycle shall
be combined with the previous three completed city cycles. See the example
in Figure A7/2 below.
Figure A7/2
Example with an odd number of completed city test cycles before the city cycle where
the combustion engine start
If the number of cycles derived according to Figure A7/1 or Figure A7/2 is less
than four, the drive trace indices IWR and RMSSE shall be calculated for each
individual cycle and reported.
If the number of cycles derived according to Figure A7/1 or Figure A7/2 is
greater than or equal to four, the drive trace indices IWR and RMSSE shall be
calculated for each individual cycle. In this case, the average IWR and the
average RMSSE for the combination of any two cycles shall be compared with
the respective criteria specified in paragraph 2.6.8.3.1.3. of Annex B6 and the
IWR of any individual cycle shall not be less than -3.0 or greater than
+5.0 per cent.
7.4.3. PEV
7.4.3.1. Consecutive cycle test
The consecutive cycle test procedure shall be performed according to
paragraph 3.4.4.1. of Annex B8. The drive trace indices IWR and RMSSE shall
be calculated for each individual test cycle of the consecutive cycle test
procedure and reported. The test cycle during which the break-off criterion is
reached, as specified in paragraph 3.4.4.1.3. of Annex B8, shall be combined
with the preceding test cycle. The drive trace indices IWR and RMSSE shall
be calculated considering this as one cycle
7.4.3.2. Shortened Type 1 test
The drive trace indices IWR and RMSSE for the shortened Type 1 test
procedure, as performed according to paragraph 3.4.4.2. of Annex B8, shall be
calculated separately for each dynamic segment 1 and 2 and reported. The
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Annex B7
calculation of drive trace indices during the constant speed segments shall be
omitted.
7.4.3.3. City cycle test procedure (paragraph 3.4.4.1. of Annex B8 replacing WLTC
with WLTCcity)
For the application of the drive trace index calculation, two consecutively
driven city test cycles shall be considered as one cycle.
For the city cycle during which the break-off criterion is reached as specified
in paragraph 3.4.4.1.3. of Annex B8, the drive trace indices IWR and RMSSE
shall not be calculated individually. Instead, depending on the number of
completed city cycles before the city cycle when the break-off criterion is
reached, the incomplete city cycle shall be combined with previous city cycles
and shall be considered as one cycle in the context of the drive trace index
calculations.
If the number of completed city cycles is even, the incomplete city cycle shall
be combined with the previous two completed city cycles. See the example in
Figure A7/3 below.
Figure A7/3
Example with an even number of completed city test cycles before the city cycle with
the break-off criterion
If the number of completed city cycles is odd, the incomplete city cycle shall
be combined with the previous three completed city cycles. See the example
in Figure A7/4 below.
Figure A7/4
Example with an odd number of completed city test cycles before the city cycle with
the break-off criterion
If the number of cycles derived according to Figure A7/3 or Figure A7/4 is less
than four, the drive trace indices IWR and RMSSE shall be calculated for each
of these cycles and reported.
If the number of cycles derived according to Figure A7/3 or Figure A7/4 is
greater than or equal to four, the drive trace indices IWR and RMSSE shall be
calculated for each of these cycles and reported. In this case, the average IWR
and the average RMSSE for the combination of any two cycles shall be
compared with the respective criteria as specified in paragraph 2.6.8.3.1. of
Annex B6 and the IWR of any individual cycle shall not be less than -3.0 or
greater than +5.0 per cent.
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Annex B7
8. Calculating n/v ratios

n/v ratios shall be calculated using the following equation:
n
( ) = (ri × raxle × 60000)/(Udyn × 3.6)
v i
where:
n is engine speed, min-1;
ri is the transmission ratio in gear i;
raxle is the axle transmission ratio.
Udyn is the dynamic rolling circumference of the tyres of the drive axle and
is calculated using the following equation:
H/W
Udyn = 3.05 × (2 ( ) × W + (R × 25.4))
100
where:
H/W is the tyre’s aspect ratio, e.g. "45" for a 225/45 R17 tyre;
W is the tyre width, mm; e.g. "225" for a 225/45 R17 tyre;
R is the wheel diameter, inch; e.g. "17" for a 225/45 R17 tyre.
Udyn shall be rounded according to paragraph 6.1.8. of this Regulation to
whole millimetres.
If Udyn is different for the front and the rear axles, the value of n/v for the
mainly powered axle shall be applied on a dynamometer in both 2WD and
4WD operation mode.
Upon request, the responsible authority shall be provided with the necessary
information for that selection.
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Annex B8
Annex B8
Pure electric, hybrid electric and compressed hydrogen fuel

cell hybrid vehicles
In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs and
OVC-FCHVs (as applicable), Appendix 2 and Appendix 3 to this annex shall
replace Appendix 2 to Annex B6.
Unless stated otherwise, all requirements in this annex shall apply to vehicles
with and without driver-selectable modes. Unless explicitly stated otherwise in
this annex, all of the requirements and procedures specified in Annex B6 and
Annex B7 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-
FCHVs, OVC-FCHVs and PEVs (as applicable).
1.1. Units, accuracy and resolution of electric parameters
Units, accuracy and resolution of measurements shall be as shown in
Table A8/1.
Table A8/1
Parameters, units, accuracy and resolution of measurements
Parameter Units Accuracy Resolution
Electrical energy (a) Wh ±1 per cent 0.001 kWh(b)
Electrical current A ±0.3 per cent FSD or 0.1 A

±1 per cent of reading (c,d)
Electric voltage V ±0.3 per cent FSD or 0.1 V

±1 per cent of reading (c)
(a) Equipment: static meter for active energy.

(b) AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
(c) Whichever is greater.
(d) Current integration frequency 20 Hz or more.
[Table A8/2 Reserved]
1.2. Emission and fuel consumption testing
Parameters, units and accuracy of measurements shall be the same as those
required for pure ICE vehicles.
1.3. Rounding of test results
1.3.1. Unless intermediate rounding is required, intermediate steps in the calculations
shall not be rounded.
1.3.2. In the case of OVC-HEVs and NOVC-HEVs, the final criteria emission results
shall be rounded according to paragraph 1.3.2. of Annex B7, the NOx
correction factor KH shall be rounded according to paragraph 1.3.3. of
Annex B7, and the dilution factor DF shall be rounded according to
paragraph 1.3.4. of Annex B7,
1.3.3. For information not related to standards, good engineering judgement shall be
used.
1.3.4. Rounding of range, CO2, energy consumption and fuel consumption results is
described in the calculation tables of this annex.
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Annex B8
1.4. Vehicle classification

All OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs shall
be classified as Class 3 vehicles. The applicable test cycle for the Type 1 test
procedure shall be determined according to paragraph 1.4.2. of this annex
based on the corresponding reference test cycle as described in
1.4.1. Reference test cycle
1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Annex B1.
1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3.
of Annex B1, may be applied on the test cycles according to paragraph 3.3. of
Annex B1 by replacing the rated power with maximum net power according to
Regulation No. 85. In such a case, the downscaled cycle is the reference test
cycle.
1.4.2. Applicable test cycle
1.4.2.1. Applicable WLTP test cycle
The reference test cycle according to paragraph 1.4.1. of this annex shall be
the applicable WLTP test cycle (WLTC) for the Type 1 test procedure.
In the case that paragraph 9. of Annex B1 is applied based on the reference test
cycle as described in paragraph 1.4.1. of this annex, this modified test cycle
shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure.
1.4.2.2. Level 1A only
Applicable WLTP city test cycle
The Class 3 WLTP city test cycle (WLTCcity) is specified in paragraph 3.5. of
Annex B1.
1.5. OVC-HEVs, NOVC-HEVs, OVC-FCHVs, NOVC-FCHVs and PEVs with
manual transmissions
The vehicles shall be driven according to the technical gear shift indicator, if
available, or according to instructions incorporated in the manufacturer's
handbook.
2. Run-in of test vehicle
The vehicle tested according to this annex shall be presented in good technical
condition and shall be run-in in accordance with the manufacturer’s
recommendations. In the case that the REESSs are operated above the normal
operating temperature range, the operator shall follow the procedure
recommended by the vehicle manufacturer in order to keep the temperature of
the REESS in its normal operating range. The manufacturer shall provide
evidence that the thermal management system of the REESS is neither disabled
nor reduced.
2.1. OVC-HEVs and NOVC-HEVs shall have been run-in according to the
requirements of paragraph 2.3.3. of Annex B6.
2.2. NOVC-FCHVs and OVC-FCHVs shall have been run-in at least 300 km with
their fuel cell and REESS installed.
2.3. PEVs shall have been run-in at least 300 km or one full charge distance,
whichever is longer.
2.4. All REESS having no influence on CO2 mass emissions or H2 consumption
shall be excluded from monitoring.
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Annex B8
3. Test procedure
3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs,
the following shall apply where applicable:
3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in
3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6, the accelerator
control shall, unless stated otherwise, be fully activated until the required speed
trace is reached again.
3.1.1.4. For OVC-HEVs, NOVC-HEVs, NOVC-FCHVs, OVC-FCHVs and PEVs,
exhaust emissions sampling and measurement of electric energy consumption
shall begin for each applicable test cycle before or at the initiation of the
vehicle start procedure and end at the conclusion of each applicable test cycle.
3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be
analysed for each individual test phase. It is permitted to omit the phase
analysis for phases where no combustion engine operates.
3.1.1.6. If applicable, particle number shall be analysed for each individual phase and
particulate matter emission shall be analysed for each applicable test cycle.
3.1.2. Forced cooling as described in paragraph 2.7.2. of Annex B6 shall apply only
for the charge-sustaining Type 1 test for OVC-HEVs according to
paragraph 3.2. of this annex and for testing NOVC-HEVs according to
3.1.3. The requirements of paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6 are
exempted when testing was conducted for PEVs according to paragraph 3.4.
and for FCHVs according to paragraph 3.2. and paragraph 3.5.
3.2. OVC-HEVs and OVC-FCHVs
3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD
condition), and charge-sustaining operating condition (CS condition)
3.2.2. Vehicles may be tested according to four possible test sequences:
3.2.2.1. Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining
Type 1 test.
3.2.2.2. Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting
Type 1 test.
3.2.2.3. Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining
Type 1 test.
3.2.2.4. Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting
Type 1 test.
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Annex B8
Figure A8/1
Possible test sequences in the case of OVC-HEV and OVC-FCHV testing
Option 1 Option 2 Option 3 Option 4

CD CS CD + CS CS + CD
At least 1 At least 1
precon.cycle Discharging Discharging
precon.cycle
Charging, At least 1 Charging, At least 1

soak precon.cycle soak precon.cycle
CD Type 1 CD Type 1
test Soak Soak
test
Charging CS Type 1 CS Type 1

Soak
EAC test test
CS Type 1 Charging,
test soak
Charging CD Type 1
EAC test
Charging
EAC
3.2.3. The driver-selectable mode shall be set as described in the following test
sequences (Option 1 to Option 4).
3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test
(Option 1)
The test sequence according to Option 1, described in paragraphs 3.2.4.1. to
3.2.4.7. inclusive of this annex, as well as the corresponding REESS state of
charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this annex.
The vehicle shall be prepared according to the procedures in paragraph 2.2. of
3.2.4.2. Test conditions
3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the
charging requirements as described in paragraph 2.2.3. of Appendix 4 to this
annex and with the vehicle operated in charge-depleting operating condition as
3.2.4.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charge-
depleting Type 1 test shall be selected according to paragraph 2. of Appendix 6
to this annex.
3.2.4.3. Charge-depleting Type 1 test procedure
3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a number of
consecutive cycles, each followed by a soak period of no more than 30 minutes
until charge-sustaining operating condition is achieved.
3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain
shall be deactivated and the REESS shall not be recharged from an external
electric energy source. The instrumentation for measuring the electric
412
Annex B8
current of all REESSs and for determining the electric voltage of all
REESSs according to Appendix 3 of this annex shall not be turned off
between test cycle phases. In the case of ampere-hour meter measurement,
the integration shall remain active throughout the entire test until the test
is concluded.
Restarting after soak, the vehicle shall be operated in the driver-selectable
mode according to paragraph 3.2.4.2.2. of this annex.
3.2.4.3.3. In deviation from paragraph 5.3.1. of Annex B5 and additional to
paragraph 5.3.1.2. of Annex B5, analysers may be calibrated and zero-
checked before and after the charge-depleting Type 1 test.
3.2.4.4. End of the charge-depleting Type 1 test
The end of the charge-depleting Type 1 test is considered to have been reached
when the break-off criterion according to paragraph 3.2.4.5. of this annex is
reached for the first time. The number of applicable WLTP test cycles up to
and including the one where the break-off criterion was reached for the first
time is set to n+1.
The applicable WLTP test cycle n is defined as the transition cycle.
The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.
For vehicles without a charge-sustaining capability over the complete
applicable WLTP test cycle, the end of the charge-depleting Type 1 test is
reached by an indication on a standard on-board instrument panel to stop
the vehicle, or when the vehicle deviates from the prescribed speed trace
tolerance for 4 consecutive seconds or more. The accelerator control shall
be deactivated and the vehicle shall be braked to standstill within
60 seconds.
3.2.4.5. Break-off criterion
3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable
WLTP test cycle shall be evaluated.
3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when
the relative electric energy change REECi, as calculated using the following
equation, is less than 0.04.
|∆EREESS,i |
REECi =
1
Ecycle ×
3600
where:
REECi is the relative electric energy change of the applicable test cycle
considered i of the charge-depleting Type 1 test;
∆EREESS,i is the change of electric energy of all REESSs for the considered
charge-depleting Type 1 test cycle i calculated according to
paragraph 4.3. of this annex, Wh;
Ecycle is the cycle energy demand of the considered applicable WLTP
test cycle calculated according to paragraph 5. of Annex B7,
Ws;
i is the index number for the considered applicable WLTP test
cycle;
1
is a conversion factor to Wh for the cycle energy demand.
3600
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Annex B8
3.2.4.6. REESS charging and measuring the recharged electric energy

3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the
applicable WLTP test cycle n+1 in which the break-off criterion for the charge-
depleting Type 1 test is reached for the first time.
The REESS is fully charged when the end-of-charge criterion, as defined in
paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.
3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle
charger and the mains, shall measure the recharged electric energy E AC
delivered from the mains, as well as its duration. Electric energy measurement
may be stopped when the end-of-charge criterion, as defined in
3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting
Type 1 test shall fulfil the applicable criteria emission limits according to
3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test
(Option 2)
The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to
3.2.5.3.3. inclusive of this annex, as well as the corresponding REESS state of
3.2.5.1. Preconditioning and soaking
The vehicle shall be prepared according to the procedures in paragraph 2.1. of
3.2.5.2. Test conditions
3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining
operating condition as defined in paragraph 3.3.6. of this Regulation.
3.2.5.2.2. Selection of a driver-selectable mode
sustaining Type 1 test shall be selected according to paragraph 3. of
3.2.5.3. Type 1 test procedure
3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in
Annex B6.
3.2.5.3.2. If required, CO2 mass emission shall be corrected according to Appendix 2 to
this annex.
3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this annex shall fulfil the
applicable criteria emission limits according to paragraph 1.2. of Annex B6.
3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test
(Option 3)
The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to
3.2.6.3. inclusive of this annex, as well as the corresponding REESS state of
3.2.6.1. For the charge-depleting Type 1 test, the procedure described in
paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this
annex shall be followed.
3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test described in
paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex shall be followed.
Paragraphs 2.1.1. and 2.1.2. of Appendix 4 to this annex shall not apply.
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Annex B8

3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the
conclusion of the charge-sustaining Type 1 test.
The REESS is fully charged when the end-of-charge criterion as defined in
paragraph 2.2.3.2. of Appendix 4 to this annex is reached.
3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy E AC delivered from the
mains, as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex is reached.
3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test
(Option 4)
The test sequence according to Option 4, described in paragraphs 3.2.7.1. and
3.2.7.2. of this annex, as well as the corresponding REESS state of charge
profile, are shown in Figure A8.App1/4 of Appendix 1 to this annex.
3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in
paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex, as well as
paragraph 3.2.6.3.1. of this annex, shall be followed.
3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test described in
paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this annex shall be followed.
3.3. NOVC-HEVs
The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this
annex, as well as the corresponding REESS state of charge profile, are shown
in Figure A8.App1/5 of Appendix 1 to this annex.
3.3.1. Preconditioning and soaking
3.3.1.1. Vehicles shall be preconditioned according to paragraph 2.6. of Annex B6.
In addition to the requirements of paragraph 2.6. of Annex B6, the level of the
state of charge of the traction REESS for the charge-sustaining test may be set
according to the manufacturer’s recommendation before preconditioning in
order to achieve a test under charge-sustaining operating condition.
3.3.1.2. Vehicles shall be soaked according to paragraph 2.7. of Annex B6.
3.3.2. Test conditions
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined
in paragraph 3.3.6. of this Regulation.
3.3.2.2. Selection of a driver-selectable mode
3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in
Annex B6.
3.3.3.2. If required, the CO2 mass emission shall be corrected according to Appendix 2
to this annex.
3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable criteria emission
limits according to paragraph 1.2. of Annex B6.
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Annex B8
3.4. PEVs
The test procedure to determine the pure electric range and electric energy
consumption shall be selected according to the estimated pure electric range
(PER) of the test vehicle from Table A8/3. In the case that the interpolation
method is applied, the applicable test procedure shall be selected according to
the PER of vehicle H within the specific interpolation family.
Table A8/3
Procedures to determine pure electric range and electric energy consumption (as
applicable)
Applicable test cycle The estimated PER is… Applicable test procedure
Consecutive cycle Type 1

…less than the length of 3
test procedure (according to
Test cycle according applicable WLTP test
paragraph 3.4.4.1. of this
to paragraph 1.4.2.1. cycles.
annex).
of this annex
including the Shortened Type 1 test
… equal to or greater than
extra high phase. procedure (according to
the length of 3 applicable
WLTP test cycles.
annex).
…less than the length of 4
Test cycle according applicable WLTP test
to paragraph 1.4.2.1. cycles.
annex).
of this annex
excluding the Shortened Type 1 test
…equal to or greater than
extra high phase. procedure (according to
the length of 4 applicable
WLTP test cycles.
annex).
City cycle according …not available over the
to paragraph 1.4.2.2. applicable WLTP test
of this annex. cycle.
annex).
The manufacturer shall give evidence to the responsible authority concerning

the estimated pure electric range (PER) prior to the test. In the case that the
interpolation method is applied, the applicable test procedure shall be
determined based on the estimated PER of vehicle H of the interpolation
family. The PER determined by the applied test procedure shall confirm that
the correct test procedure was applied.
The test sequence for the consecutive cycle Type 1 test procedure, as described
in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this annex, as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/6
of Appendix 1 to this annex.
The test sequence for the shortened Type 1 test procedure, as described in
paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this annex as well as the corresponding
REESS state of charge profile, are shown in Figure A8.App1/7 in Appendix 1
to this annex.
3.4.2. Preconditioning
The vehicle shall be prepared according to the procedures in paragraph 3. of
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Annex B8
3.4.3. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test shall
be selected according to paragraph 4. of Appendix 6 to this annex.
3.4.4. PEV Type 1 test procedures
3.4.4.1. Consecutive cycle Type 1 test procedure
3.4.4.1.1. Speed trace and breaks
The test shall be performed by driving consecutive applicable test cycles until
the break-off criterion according to paragraph 3.4.4.1.3. of this annex is
reached.
Breaks for the driver and/or operator are permitted only between test cycles
and with a maximum total break time of 10 minutes. During the break, the
powertrain shall be switched off.
3.4.4.1.2. REESS current and voltage measurement
From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs shall be measured according to Appendix 3 to
this annex and the electric voltage shall be determined according to
3.4.4.1.3. Break-off criterion
The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more. The accelerator control shall be deactivated.
The vehicle shall be braked to standstill within 60 seconds.
3.4.4.2. Shortened Type 1 test procedure
3.4.4.2.1. Speed trace
The shortened Type 1 test procedure consists of two dynamic segments (DS1
and DS2 ) combined with two constant speed segments (CSSM and CSSE ) as
shown in Figure A8/2.
Figure A8/2
Shortened Type 1 test procedure speed trace
The dynamic segments DS1 and DS2 are used to calculate the energy
consumption of the phase considered, the applicable WLTP city cycle and the
The constant speed segments CSSM and CSSE are intended to reduce test
duration by depleting the REESS more rapidly than the consecutive cycle
Type 1 test procedure.
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Annex B8
3.4.4.2.1.1. Dynamic segments

Each dynamic segment DS1 and DS2 consists of an applicable WLTP test cycle
according to paragraph 1.4.2.1. of this annex followed by an applicable WLTP
city test cycle according to paragraph 1.4.2.2. of this annex.
3.4.4.2.1.2. Constant speed segment
The constant speeds during segments CSSM and CSSE shall be identical. If the
interpolation method is applied, the same constant speed shall be applied
within the interpolation family.
(a) Speed specification
The minimum speed of the constant speed segments shall be 100 km/h.
If the extra high phase (Extra High3) is excluded (as applicable), the
minimum speed of the constant speed segments shall be set to 80 km/h.
At the request of manufacturer and with approval of the responsible
authority, a higher constant speed in the constant speed segments may
be selected.
The acceleration to the constant speed level shall be smooth and
accomplished within 1 minute after completion of the dynamic
segments and, in the case of a break according to Table A8/4, after
initiating the powertrain start procedure.
The deceleration from the constant speed level shall be smooth and
accomplished within 1 minute after completion of the constant speed
segments.
If the maximum speed of the vehicle is lower than the required
minimum speed for the constant speed segments according to the speed
specification of this paragraph, the required speed in the constant speed
segments shall be equal to the maximum speed of the vehicle.
(b) Distance determination of CSSE and CSSM
The length of the constant speed segment CSSE shall be determined
based on the percentage of the usable REESS energy UBESTP according
to paragraph 4.4.2.1. of this annex. The remaining energy in the traction
REESS after dynamic speed segment DS2 shall be equal to or less than
10 per cent of UBESTP . The manufacturer shall provide evidence to the
responsible authority after the test that this requirement is fulfilled.
The length dCSSM of constant speed segment CSSM may be calculated
dCSSM = PER est − dDS1 − dDS2 − dCSSE
where:
dCSSM is the length of constant speed segment CSSM, km;
PER est is the estimated pure electric range of the considered PEV,
km;
dDS1 is the length of dynamic speed segment 1, km;
dDS2 is the length of dynamic speed segment 2, km;
dCSSE is the length of constant speed segment CSSE , km.
3.4.4.2.1.3. Breaks
Breaks for the driver and/or operator are permitted only in the constant speed
segments as prescribed in Table A8/4.
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Annex B8
Table A8/4
Breaks for the driver and/or test operator
Distance driven in constant speed segment CSSM

(km) Maximum total break (min)
Up to 100 10
Up to 150 20
Up to 200 30
Up to 300 60
More than 300 Shall be based on the manufacturer’s recommendation
Note: During a break, the powertrain shall be switched off.
3.4.4.2.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs and the electric voltage of all REESSs shall be
determined according to Appendix 3 to this annex.
3.4.4.2.3. Break-off criterion
The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more in the second constant speed segment CSSE . The
accelerator control shall be deactivated. The vehicle shall be braked to a
standstill within 60 seconds.
3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this annex for
the consecutive cycle Type 1 test procedure and in paragraph 3.4.4.2.3. of this
annex for the shortened Type 1 test procedure, the vehicle shall be connected
to the mains within 120 minutes.
The REESS is fully charged when the end-of-charge criterion, as defined in
3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy E AC delivered from the
mains as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex, is reached.
3.5. NOVC-FCHVs
The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this
annex, as well as the corresponding REESS state of charge profile, is shown in
Figure A8.App1/5 in Appendix 1 to this annex.
3.5.1. Preconditioning and soaking
Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this
annex.
3.5.2. Test conditions
3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as
3.5.2.2. Selection of a driver-selectable mode
419
Annex B8

3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure described in
Annex B6 and fuel consumption calculated according to Appendix 7 to this
annex.
3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to
this annex.
4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel
cell vehicles
4.1. Calculations of gaseous emission compounds, particulate matter emission and
particle number emission
4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate
matter emission and particle number emission for OVC-HEVs and NOVC-
HEVs
The charge-sustaining particulate matter emission PMCS shall be calculated
according to paragraph 3.3. of Annex B7.
The charge-sustaining particle number emission PNCS shall be calculated
according to paragraph 4. of Annex B7.
4.1.1.1. Stepwise procedure for calculating the final test results of the charge-
sustaining Type 1 test for NOVC-HEVs and OVC-HEVs
c complete applicable test cycle;
p every applicable cycle phase; for the purpose of EAERcity calculation
(as applicable), p shall represent the city driving cycle;
i applicable criteria emission component (except CO2);
CS charge-sustaining;
CO2 CO2 mass emission.
420
Annex B8
Table A8/5
Calculation of final charge-sustaining gaseous emission and fuel efficiency values (FE
applicable for Level 1B only)
1 Annex B6 Raw test results Charge-sustaining mass Mi,CS,p,1 , g/km;

emissions MCO2,CS,p,1 , g/km.
Paragraphs 3. to 3.2.2. inclusive of
Annex B7.
2 Output step 1 Mi,CS,p,1 , g/km; Calculation of combined charge- Mi,CS,c,2 , g/km;
MCO2,CS,p,1 , g/km. sustaining cycle values: MCO2,CS,c,2 , g/km.
∑p Mi,CS,p,1 × dp
Mi,CS,c,2 =
∑p dp
∑p MCO2,CS,p,1 × dp
MCO2,CS,c,2 =
∑p dp
where:
Mi,CS,c,2 is the charge-sustaining
mass emission result over the
total cycle;
MCO2,CS,c,2 is the charge-
sustaining CO2 mass emission
result over the total cycle;
dp are the driven distances of the
cycle phases p.
3 Output step 1 MCO2,CS,p,1 , g/km; REESS electric energy change MCO2,CS,p,3 , g/km;
correction MCO2,CS,c,3 , g/km.
Output step 2 MCO2,CS,c,2 , g/km. Paragraphs 4.1.1.2. to 4.1.1.5.

inclusive of this annex.
4a Output step 2 Mi,CS,c,2 , g/km; Charge-sustaining mass emission Mi,CS,c,4a , g/km;
correction for all vehicles MCO2,CS,c,4a , g/km.
equipped with periodically
regenerating systems K i according
MCO2,CS,c,3 , g/km. to Annex B6, Appendix 1.
Output step 3
Mi,CS,c,4a = K i × Mi,CS,c,2
or
Mi,CS,c,4a = K i + Mi,CS,c,2
and
MCO2,CS,c,4a = K CO2,Ki
× MCO2,CS,c,3
or
MCO2,CS,c,4a = K CO2,Ki
+ MCO2,CS,c,3
Additive offset or multiplicative
factor to be used according to Ki
determination.
Mi,CS,c,4a = Mi,CS,c,2
MCO2,CS,c,4a = MCO2,CS,c,3
421
Annex B8
4b Output step 3 MCO2,CS,p,3 , g/km; If Ki is applicable, align CO2 MCO2,CS,p,4 , g/km.

MCO2,CS,c,3 , g/km; phase values to combined cycle
value:
Output step MCO2,CS,c,4a , g/km. MCO2,CS,p,4 = MCO2,CS,p,3 × AFKi

4a for every cycle phase p;
where:
MCO2,CS,c,4
AFKi =
MCO2,CS,c,3
MCO2,CS,p,4 = MCO2,CS,p,3
4c Output step Mi,CS,c,4a, g/km; In the case these values are used for Mi,CS,c,4c;
4a MCO2,CS,c,4a, g/km. the purpose of conformity of MCO2,CS,c,4c
production, the criteria emission
values and CO2 mass emission
values shall be multiplied with the
run-in factor RI determined
according to paragraph 8.2.4. of
this Regulation:
Mi,CS,c4c = RIC (j) × Mi,CS,c,4a
MCO2,CS,c,4c = RICO2 (j) x MCO2,CS,c,4a
In the case these values are not
used for the purpose of conformity
of production:
Mi,c,4c = Mi,c,4a
MCO2,,4c = MCO2,c,4a
Calculate fuel efficiency FEc,4c, km/l;
(FEc,4c_temp) according to paragraph
6.14.1. of Annex B6.
In the case this value is used for the
purpose of conformity of
production, the fuel efficiency
value shall be multiplied with the
run in factor determined according
to paragraph 8.2.4. of this
Regulation:
FEc,4c = RIFE (j) x FEc,4c_temp
In the case these values are not
used for the purpose of conformity
of production:
FEc,4c = FEc,4c_temp
5 Output step MCO2,CS,p,4 , g/km; For Level 1A: MCO2,CS,c,5 , g/km;
4b and 4c MCO2,CS,c,4c , g/km; MCO2,CS,p,5 , g/km.
Result of a ATCT correction of MCO2,CS,c,4c
single test. and MCO2,CS,p,4 in accordance with
paragraph 3.8.2. of Annex B6a.
For Level 1B:
MCO2,c,5 = MCO2,c,4c
MCO2,p,5 = MCO2,p,4
422
Annex B8

Mi,CS,c,4c , g/km; Apply deterioration factors Mi,CS,c,5 , g/km;
FEc,4c, km/l; calculated in accordance with
Annex C4 to the criteria emissions FEc,5, km/l;
values.
In the case these values are used
for the purpose of conformity of
production, the further steps (6 to
9) are not required and the output
of this step is the final result.
6 For Level 1A For every test: Averaging of tests and declared Mi,CS,c,6 , g/km;
Output step 5 Mi,CS,c,5 , g/km; value according to paragraphs MCO2,CS,c,6 , g/km;
Mi,CS results 1.2. to 1.2.3. inclusive of
MCO2,CS,c,5 , g/km; MCO2,CS,p,6 , g/km;
of a Type 1 MCO2,CS,p,5 , g/km. Annex B6. MCO2,CS,c,declared ,
test for a test
vehicle. g/km.
For Level 1B FEc,5, km/l; Averaging of tests and declared FEc,declared, km/l
Output step 5 value. MCO2,c,declared, g/km.
Paragraphs 1.2. to 1.2.3. inclusive
of Annex B6.
The conversion from FEc,declared to
MCO2,c,declared, shall be performed
for the applicable cycle. For that
purpose, the criteria emission
over the complete cycle shall be
used.
7 For Level MCO2,CS,c,6 , g/km; Alignment of phase values. MCO2,CS,c,7 , g/km;
1A: MCO2,CS,p,6 , g/km; Paragraph 1.2.4. of Annex B6, MCO2,CS,p,7 , g/km.
MCO2,CS
Output step 6 MCO2,CS,c,declared ,
results of a and:
g/km. MCO2,CS,c,7 = MCO2,CS,c,declared
Type 1 test
for a test
For Level MCO2,CS,c,5, g/km; Alignment of phase values. MCO2,CS,p,7, g/km.
vehicle.
1B: MCO2,CS,p,5, g/km; Paragraph 1.2.4. of Annex B6.
Output step 5
MCO2,CS,c,declared,
Output step 6
g/km.
For Level 1A Output step 6 For each of the test If in addition to a test vehicle H a Mi,CS,c , g/km;
only vehicles H and L test vehicle L and, if applicable MCO2,CS,c , g/km;
and, if applicable, vehicle M was also tested, the MCO2,CS,p , g/km;
8 vehicle M: resulting criteria emission value
Interpo- Mi,CS,c,6 , g/km; shall be the highest of the two or,
lation family if applicable, three values and
result. referred to as Mi,CS,c
In the case of the combined

THC+NOx emissions, the highest
Final criteria
emission value of the sum referring to
result. either the vehicle H or vehicle L
or, if applicable, vehicle M is to
If the be declared.
interpolation
423
Annex B8
method is not Output step 7 For each of the test Otherwise, if no vehicle L or if
applied, step vehicles H and L applicable vehicle M was tested,
No. 9 is not and, if applicable, Mi,CS,c = Mi,CS,c,6
required and vehicle M:
the output of MCO2,CS,c,7 , g/km; In the case that the interpolation
this step is MCO2,CS,p,7 , g/km. method is applied, intermediate
the final CO2 rounding shall be applied
result. according to paragraph 6.1.8. of
this Regulation:
CO2 values derived in step 7 of
this table shall be rounded to two
places of decimal. Also, the
output for CO2 is available for
vehicles H and vehicle L and, if
applicable, for vehicle M.
In the case that the interpolation
method is not applied, final
rounding shall be applied
this Regulation:
CO2 values derived in step 7 of
this table shall be rounded to the
For Level 1A Output step 8 MCO2,CS,c , g/km; CO2 mass emission calculation MCO2,CS,c,ind , g/km;
only MCO2,CS,p , g/km; according to paragraph 4.5.4.1. of MCO2,CS,p,ind ,
this annex for individual vehicles g/km.
9 in an interpolation family.
Result of an Final rounding of individual
individual vehicle CO2 values shall be
vehicle. performed according to paragraph
Final CO2 6.1.8. of this Regulation.
result. CO2 values shall be rounded to
Output is available for each
individual vehicle.
4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to
this annex was not applied, the following charge-sustaining CO2 mass emission
shall be used:
MCO2,CS = MCO2,CS,nb
where:
MCO2,CS is the charge-sustaining CO2 mass emission of the charge-
sustaining Type 1 test according to Table A8/5, step No. 3,
g/km;
MCO2,CS,nb is the non-balanced charge-sustaining CO2 mass emission of the
charge-sustaining Type 1 test, not corrected for the energy
balance, determined according to Table A8/5, step No. 2, g/km.
4.1.1.3. If the correction of the charge-sustaining CO2 mass emission is required according
to paragraph 1.1.3. of Appendix 2 to this annex or in the case that the correction
according to paragraph 1.1.4. of Appendix 2 to this annex was applied, the CO2
424
Annex B8
mass emission correction coefficient shall be determined according to paragraph 2.

of Appendix 2 to this annex. The corrected charge-sustaining CO2 mass emission
shall be determined using the following equation:
MCO2,CS = MCO2,CS,nb − K CO2 × ECDC,CS
where:
MCO2,CS is the charge-sustaining CO2 mass emission of the charge-
sustaining Type 1 test according to Table A8/5, step No. 3, g/km;
MCO2,CS,nb is the non-balanced CO2 mass emission of the charge-sustaining
Type 1 test, not corrected for the energy balance, determined
according to Table A8/5, step No. 2, g/km;
ECDC,CS is the electric energy consumption of the charge-sustaining
Type 1 test according to paragraph 4.3. of this annex, Wh/km;
K CO2 is the CO2 mass emission correction coefficient according to
paragraph 2.3.2. of Appendix 2 to this annex, (g/km)/(Wh/km).
4.1.1.4. In the case that phase-specific CO2 mass emission correction coefficients have
not been determined, the phase-specific CO2 mass emission shall be calculated
MCO2,CS,p = MCO2,CS,nb,p − K CO2 × ECDC,CS,p
where:
MCO2,CS,p is the charge-sustaining CO2 mass emission of phase p of the
charge-sustaining Type 1 test according to Table A8/5, step No. 3,
g/km;
MCO2,CS,nb,p is the non-balanced CO2 mass emission of phase p of the charge-
sustaining Type 1 test, not corrected for the energy balance,
determined according to Table A8/5, step No. 1, g/km;
ECDC,CS,p is the electric energy consumption of phase p of the charge-
sustaining Type 1 test according to paragraph 4.3. of this annex,
Wh/km;
K CO2 is the CO2 mass emission correction coefficient according to
paragraph 2.3.2. of Appendix 2 to this annex, (g/km)/(Wh/km).
4.1.1.5. In the case that phase-specific CO2 mass emission correction coefficients have
been determined, the phase-specific CO2 mass emission shall be calculated
MCO2,CS,p = MCO2,CS,nb,p − K CO2,p × ECDC,CS,p
where:
MCO2,CS,p is the charge-sustaining CO2 mass emission of phase p of the
charge-sustaining Type 1 test according to Table A8/5, step
No. 3, g/km;
MCO2,CS,nb,p is the non-balanced CO2 mass emission of phase p of the charge-
determined according to Table A8/5, step No. 1, g/km;
sustaining Type 1 test, determined according to paragraph 4.3.
of this annex, Wh/km;
K CO2,p is the CO2 mass emission correction coefficient according to
paragraph 2.3.2.2. of Appendix 2 to this annex,
(g/km)/(Wh/km);
425
Annex B8
p is the index of the individual phase within the applicable WLTP

test cycle.
4.1.2. Charge-depleting CO2 mass emission for OVC-HEVs
For Level 1A:
The utility factor-weighted charge-depleting CO2 mass emission MCO2,CD shall
be calculated using the following equation:
∑kj=1(UFj × MCO2,CD,j )
MCO2,CD =
∑kj=1 UFj
For Level 1B
The charge-depleting CO2 mass emission MCO2,CD shall be calculated using the
following equation:
∑kj=1( MCO2,CD,j × dj )
MCO2,CD =
∑kj=1 dj
where:
MCO2,CD is the utility factor-weighted charge-depleting CO2 mass
emission, g/km;
MCO2,CD,j is the CO2 mass emission determined according to
paragraph 3.2.1. of Annex B7 of phase j of the charge-depleting
Type 1 test, g/km;
UFj is the utility factor of phase j according to Appendix 5 to this
annex;
j is the index number of the considered phase;
k is the number of phases driven up to the end of the transition
cycle according to paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L, nveh_L .
If the transition cycle number driven by vehicle H, nvehH , and, if applicable, by an
individual vehicle within the vehicle interpolation family, nvehind , is lower than
the transition cycle number driven by vehicle L, nveh_L , the confirmation cycle of
vehicle H and, if applicable, an individual vehicle shall be included in the
calculation. The CO2 mass emission of each phase of the confirmation cycle shall
be subsequently corrected to an electric energy consumption of zero
(ECDC,CD,j = 0) by using the CO2 correction coefficient according to Appendix 2
to this annex.
4.1.3. This paragraph is applicable for Level 1A only:
Utility factor-weighted mass emissions of gaseous compounds, particulate
matter emission and particle number emission for OVC-HEVs
4.1.3.1. The utility factor-weighted mass emission of gaseous compounds
k k
Mi,weighted = ∑(UFj × Mi,CD,j ) + (1 − ∑ UFj ) × Mi,CS

j=1 j=1
where:
Mi,weighted is the utility factor-weighted mass emission compound i, g/km;
i is the index of the considered gaseous emission compound
(except CO2);
426
Annex B8

annex;
Mi,CD,j is the mass emission of the gaseous emission compound i
determined according to paragraph 3.2.1. of Annex B7 of phase
j of the charge-depleting Type 1 test, g/km;
Mi,CS is the charge-sustaining mass emission of gaseous emission
compound i for the charge-sustaining Type 1 test according to
Table A8/5, step No. 6, g/km;
k is the number of phases driven until the end of the transition
For calculating the utility-factor weighted CO2 mass emission the following
equation shall be used:
𝑘 𝑘
MCO2,weighted = (∑ 𝑈𝐹𝑗 ) × MCO2,CD,declared + (1 − (∑ 𝑈𝐹𝑗 ) ) × MCO2,CS,declared

𝑗=1 𝑗=1
𝑎𝑣𝑒 𝑎𝑣𝑒
where:
MCO2,weighted is the utility-factor weighted charge-depleting CO2 mass
emission, g/km.
MCO2,CD,declared is the declared charge-depleting CO2 mass emission
according to Table A8/8, step no. 14, g/km.
MCO2,CS,declared is the declared charge-sustaining CO2 mass emission
according to Table A8/5, step no. 7, g/km.
(∑𝑘𝑗=1 𝑈𝐹𝑗 ) is the average of the sum of utility factors of each charge-
𝑎𝑣𝑒
depleting test.
k is the number of phases driven until the end of the
transition cycle according to paragraph 3.2.4.4. of this
annex.
In the case that the interpolation method is applied for CO2, k shall be the
number of phases driven up to the end of the transition cycle of vehicle L
nveh_L . for the application of both equations of this paragraph.
If the transition cycle number driven by vehicle H, nvehH , and, if applicable, by an
individual vehicle within the vehicle interpolation family nvehind is lower than the
transition cycle number driven by vehicle L, nveh_L , the confirmation cycle of
vehicle H and, if applicable, an individual vehicle shall be included in the
calculation. The CO2 mass emission of each phase of the confirmation cycle shall
then be corrected to an electric energy consumption of zero (ECDC,CD,j = 0) by
using the CO2 correction coefficient according to Appendix 2 to this annex.
4.1.3.2. The utility factor-weighted particle number emission shall be calculated using
k k
PN weighted = ∑(UFj × PNCD,j ) + (1 − ∑ UFj ) × PN CS

j=1 j=1
where:
PN weighted is the utility factor-weighted particle number emission, particles
per kilometre;
427
Annex B8

annex;
PNCD,j is the particle number emission during phase j determined
according to paragraph 4. of Annex B7 for the charge-depleting
Type 1 test, particles per kilometre;
PNCS is the particle number emission determined according to
paragraph 4.1.1. of this annex for the charge-sustaining Type 1
test, particles per kilometre;
k is the number of phases driven until the end of transition cycle n
according to paragraph 3.2.4.4. of this annex.
4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated
nc nc
PM weighted = ∑(UFc × PMCD,c ) + (1 − ∑ UFc ) × PM CS

c=1 c=1
where:
PMweighted is the utility factor-weighted particulate matter emission,
mg/km;
UFc is the utility factor of cycle c according to Appendix 5 to this
annex;
PMCD,c is the charge-depleting particulate matter emission during
cycle c determined according to paragraph 3.3. of Annex B7 for
the charge-depleting Type 1 test, mg/km;
PM CS is the particulate matter emission of the charge-sustaining
Type 1 test according to paragraph 4.1.1. of this annex, mg/km;
c is the index number of the cycle considered;
nc is the number of applicable WLTP test cycles driven until the
end of the transition cycle n according to paragraph 3.2.4.4. of
this annex.
4.2. Calculation of fuel consumption and fuel efficiency
4.2.1. Charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs,
OVC-FCHVs, NOVC-HEVs and NOVC-FCHVs
4.2.1.1. The charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs
and NOVC-HEVs shall be calculated stepwise according to Table A8/6.
428
Annex B8
Table A8/6
Calculation of final charge-sustaining fuel consumption and fuel efficiency for OVC-
HEVs, NOVC-HEVs (FE applicable for Level 1B only)
1 Output step 6, Mi,CS,c,6 , g/km; Calculation of fuel FCCS,c,1, l/100 km;

MCO2,CS,c,6 , g/km; consumption FCCS,c according FECS,c,1, km/l;
Table A8/5 to paragraph 6. of Annex B7
FECS,declared, km/l;
based on MCO2,CS,C,7 and FCCS,p,1 , l/100 km.
Output step 7, MCO2,CS,c,7 , g/km; conversion to fuel efficiency FECS,p,1 km/l
MCO2,CS,p,7 , g/km. FECS,c. for phase value
Table A8/5
FECS,c, = FECS,declared,
The calculation of fuel
consumption shall be
performed separately for the
applicable cycle and its
phases.
For that purpose:
(a) the applicable phase or
cycle CO2 values shall be
used;
(b) the criteria emission over
the complete cycle shall be
used.
2 Output step 1 FCCS,c,1, l/100 For FC and FE, the values FCCS,c , l/100 km;
km; derived in step No. 1 of this FCCS,p , l/100 km;
Interpolatio table shall be used.
FCCS,p,1 , l/100 FECS,c, km/l.
n family
result. km; In the case that the FECS,p, km/l.
FECS,c,1, km/l. interpolation method is
If the FECS,p,1 , km/l applied, intermediate rounding
interpolatio shall be applied according to
n method is paragraph 6.1.8. of this
not applied, Regulation.
step No. 3
is not FC and FE values shall be
required rounded to three places of
and the decimal.
output of Output is available for
this step is vehicles H and vehicle L and,
the final if applicable, for vehicle M.
result.
In the case that the
interpolation method is not
applied, final rounding shall
be applied according to
paragraph 6.1.8. of this
Regulation.
FC and FE values shall be
rounded to first place of
decimal.
3 Output step 2 FCCS,c , l/100 km; Fuel consumption calculation FCCS,c,ind , l/100
FCCS,p , l/100 km; according to km;
Result of paragraph 4.5.5.1.1. of this
FECS,c, km/l. FCCS,p,ind , l/100
an annex for individual vehicles
individual FECS,p, km/l. km;
in an interpolation family.
vehicle.
429
Annex B8
Final FC Fuel efficiency calculation FECS,c,ind, km/l.

and FE according to FECS,p,ind, km/l.
result. paragraph 4.5.5.1.2. of this
annex for individual vehicles
in an interpolation family.
Final rounding of individual
vehicle values shall be
performed according to
Regulation.
FC and FE values shall be
rounded to the first place of
decimal.
individual vehicle.
4.2.1.2. Charge-sustaining fuel consumption and fuel efficiency for NOVC-FCHVs

and OVC-FCHVs
4.2.1.2.1. Stepwise procedure for calculating the final test fuel consumption and fuel
efficiency results of the charge-sustaining Type 1 test for NOVC-FCHVs and
OVC-FCHVs
CS charge-sustaining
430
Annex B8
Table A8/7
Calculation of final charge-sustaining fuel consumption and fuel efficiency for NOVC-
FCHVs and OVC-FCHVs (FE applicable for Level 1B only)
Level 1A – all the calculations in this table shall be for the complete cycle only
Level 1B - all the calculations in this table shall be for the complete cycle and also for individual phases;
1 Appendix 7 to Non-balanced Charge-sustaining fuel FCCS,p,1 , kg/100

this annex. charge-sustaining consumption FCCS,c,1 km;
fuel consumption according to FCCS,c,1, kg/100
paragraph 2.2.6. of km.
FCCS,nb, kg/100km Appendix 7 to this annex.
The calculation of fuel
consumption shall be
performed separately for the
applicable cycle and its
phases.
For that purpose, the
applicable phase or cycle FC
values shall be used;
Phase-specific values
according to
paragraph 2.2.7. of
Appendix 7 to this annex).
2 Output step 1 FCCS,p,1 , kg/100 REESS electric energy FCCS,c,2, kg/100
km; change correction. km;
FCCS,c,1, kg/100 km.
Paragraphs 4.2.1.2.2. to For Level 1B
4.2.1.2.5. (where applicable)
inclusive of this annex. FCCS,p,2 , kg/100
km;
3 Output step 2 FCCS,p,2 , kg/100 FCCS,p,3 = FCCS,p,2 FCCS,p,3 , kg/100

km; FCCS,c,3 = FCCS,c,2 km;
Result of a single
FCCS,c,2, kg/100 km. FCCS,c,3, kg/100
test. For Level 1B km. FECS,p,3 ,
Conversion of fuel km/kg. FECS,c,3,
consumption FC into fuel km/kg.
efficiency FE
4 Output step 3 For every test: Averaging of tests and FCCS,p,4 , kg/100
FCCS,p,3 , kg/100 declared value according to km;
km; paragraphs 1.2. to 1.2.3. FCCS,c,4, kg/100
FCCS,c,3, kg/100 km. inclusive of Annex B6. km. FECS,p,4 ,
FECS,p,3 , km/kg. km/kg. FECS,c,4,
FECS,c,3, km/kg. km/kg.
5 Output step 4 FCCS,p,4 , kg/100 Alignment of phase values. FCCS,p,5 , kg/100
km; Paragraph 1.2.4. of Annex km;
Interpolation B6,
FCCS,c,4, kg/100 km; FCCS,c,5, kg/100
family result.
FCCS,c,declared , and: km
If the kg/100 km. FCCS,c,5 = FCCS,c,declared FECS,p,5, km/kg.
interpolation FECS,c,5, km/kg.
method is not FECS,p,4 , km/kg. FECS,c,5 = FECS,c,declared
applied, step No. FECS,c,4, km/kg;
6 is not required FC and FE values shall be
rounded according to
431
Annex B8
and the output of FECS,c,declared , km/ paragraph 6.1.8. of this

this step is the kg. Regulation to the second
final result. place of decimal.
FCCS results of a In the case that the

Type 1 test for a interpolation method is not
test vehicle. applied, final rounding shall
be applied according to
Regulation to the first place
of decimal.
6 Output step 5 Fuel consumption
FCCS,c,5, kg/100 km; calculation according to FCCS,c,ind , kg/100
Result of an paragraph 4.5.5.1.3. of this km;
individual annex for individual vehicles
vehicle. in an interpolation family.
Final FC result. Final rounding of individual
vehicle values shall be
performed according to
Regulation.
FC values shall be rounded
to the first place of decimal.
individual vehicle.
4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to
this annex was not applied, the following charge-sustaining fuel consumption
shall be used:
FCCS = FCCS,nb
where:
FCCS is the charge-sustaining fuel consumption of the charge-
kg/100 km;
FCCS,nb is the non-balanced charge-sustaining fuel consumption of the
balance, according to Table A8/7, step No. 1, kg/100 km.
4.2.1.2.3. If the correction of the fuel consumption is required according to
paragraph 1.1.3. of Appendix 2 to this annex or in the case that the correction
according to paragraph 1.1.4. of Appendix 2 to this annex was applied, the fuel
consumption correction coefficient shall be determined according to
paragraph 2. of Appendix 2 to this annex. The corrected charge-sustaining fuel
consumption shall be determined using the following equation:
FCCS = FCCS,nb − K fuel,FCHV × ECDC,CS
where:
FCCS is the charge-sustaining fuel consumption of the charge-
kg/100 km;
FCCS,nb is the non-balanced fuel consumption of the charge-sustaining
Type 1 test, not corrected for the energy balance, according to
Table A8/7, step No. 1, kg/100 km;
432
Annex B8
ECDC,CS is the electric energy consumption of the charge-sustaining

K fuel,FCHV is the fuel consumption correction coefficient according to
paragraph 2.3.1. of Appendix 2 to this annex,
(kg/100 km)/(Wh/km).
4.2.1.2.4. This paragraph is only applicable for Level 1B;
In the case that phase-specific fuel consumption correction coefficients have
not been determined, the phase-specific fuel consumption shall be calculated
FCCS,p = FCCS,nb,p − K fuel,FCHV × ECDC,CS,p
where:
FCCS,p is the charge-sustaining fuel consumption of phase p of the
No. 2, kg/100 km;
FCCS,nb,p is the non-balanced fuel consumption of phase p of the charge-
according to Table A8/7, step No. 1, kg/100 km;
K fuel,FCHV is the fuel consumption correction coefficient according to
paragraph 2.3.1. of Appendix 2 to this annex,
(kg/100 km)/(Wh/km);
test cycle.
4.2.1.2.5. This paragraph is only applicable for Level 1B;
In the case that phase-specific fuel consumption correction coefficients have
been determined, the phase-specific fuel consumption shall be calculated using
FCCS,p = FCCS,nb,p − K fuel,FCHV,p × ECDC,CS,p
where:
FCCS,p is the charge-sustaining fuel consumption of phase p of the
No. 2, kg/100 km;
FCCS,nb,p is the non-balanced fuel consumption of phase p of the charge-
according to Table A8/7, step No. 1, kg/100 km;
K fuel,FCHV,p is the fuel consumption correction coefficient for the correction
of the phase p according to paragraph 2.3.1.2. of Appendix 2 to
this annex, (kg/100 km)/(Wh/km);
test cycle.
4.2.2. The charge-depleting fuel consumption for OVC-HEVs and OVC-FCHVs
For Level 1A:
433
Annex B8
The utility factor-weighted charge-depleting fuel consumption FCCD shall be

∑kj=1(UFj × FCCD,j )
FCCD =
∑kj=1 UFj
where:
FCCD is the utility factor weighted charge-depleting fuel consumption,
l/100 km in the case of OVC-HEVs and kg/100km in the case of
OVC-FCHVs;
FCCD,j is the fuel consumption for phase j of the charge-depleting
Type 1 test, determined according to paragraph 6. of Annex B7,
l/100 km in the case of OVC-HEVs and kg/100km in the case of
OVC-FCHVs;
annex;
j is the index number for the considered phase;
phases driven up to the end of the transition cycle of vehicle L nveh_L .
If the transition cycle number driven by vehicle H, nvehH , and, if applicable,
by an individual vehicle within the vehicle interpolation family, nvehind , is
lower than the transition cycle number driven by vehicle L nveh_L the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall
be included in the calculation.
The fuel consumption of each phase of the confirmation cycle shall be
calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of zero, ECDC,CD,j =
0, by using the CO2 mass correction coefficient (KCO2) according to
For Level 1B
The charge-depleting fuel efficiency FECD shall be calculated using the
following equation:
R CDA
FECD =
1 k
∑n−1
c=1 dc × FE + dn × CD
CD,c FE CD,n
where:
FECD is the charge-depleting fuel efficiency, km/l;
R CDA actual charge-depleting range defined in paragraph 4.4.5. of this
annex, km;
FECD,c is the fuel efficiency for cycle c of the charge-depleting Type 1
test, determined according to paragraph 6. of Annex B7, km/l;
c is the index number for the considered cycle;
n is the number of applicable WLTP test cycles driven up to the
end of the transition cycle according to paragraph 3.2.4.4. of this
annex
dc is the distance driven in the applicable WLTP test cycle c of the
charge-depleting Type 1 test, km;
434
Annex B8
dn is the distance driven in the applicable WLTP test cycle n of the

𝑀𝐶𝑂2,𝐶𝑆−𝑀𝐶𝑂2,𝐶𝐷,𝑛,
k CD kcd =
𝑀𝐶𝑂2,𝐶𝑆−𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒,𝑛−1
4.2.3. This paragraph is applicable only for Level 1A

Utility factor-weighted fuel consumption for OVC-HEVs and OVC-FCHVs
The utility factor-weighted fuel consumption for OVC-HEVs from the charge-
depleting and charge-sustaining Type 1 test shall be calculated using the
following equation:
k k
MCO2,CD,declared
FCweighted = ∑(UFj × FCCD,j ) × + (1 − ∑ UFj ) × FC CS
MCO2,CD,ave
j=1 j=1
where:
FCweighted is the utility factor-weighted fuel consumption, l/100 km;
annex;
FCCD,j is the fuel consumption of phase j of the charge-depleting Type 1
test, determined according to paragraph 6. of Annex B7,
l/100 km;
according to Table A8/8, step no. 14, g/km;
MCO2,CD,ave is the average charge-depleting CO2 mass emission according to
Table A8/8, step no. 13, g/km;
FC CS is the fuel consumption determined according to Table A8/6,
step No. 1, l/100 km;
The utility factor-weighted fuel consumption for OVC-FCHVs from the
charge-depleting and charge-sustaining Type 1 test shall be calculated using
k k
FCCD,declared
FCweighted = ∑(UFj × FCCD,j ) × + (1 − ∑ UFj ) × FC CS
FCCD,ave
j=1 j=1
where:
FCweighted is the utility factor-weighted fuel consumption, kg/100km;
annex;
FCCD,j is the fuel consumption of phase j of the charge-depleting Type 1
test, determined according to paragraph 6. of Annex B7,
kg/100km;
FCCD,declared is the declared charge-depleting fuel consumption according to
Table A8/9a, step no. 11, kg/100km;
FCCD,ave is the average charge-depleting CO2 mass emission according to
Table A8/9a, step no. 10, kg/100km;
435
Annex B8
FC CS is the fuel consumption determined according to Table A8/7,

step No. 1, kg/100km;
phases driven up to the end of the transition cycle of vehicle L nveh_L .
If the transition cycle number driven by vehicle H, nvehH , and, if applicable,
by an individual vehicle within the vehicle interpolation family nvehind is lower
than the transition cycle number driven by vehicle L, nveh_L , the confirmation
cycle of vehicle H and, if applicable, an individual vehicle shall be included in
the calculation.
The fuel consumption of each phase of the confirmation cycle shall be
calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of
zero ECDC,CD,j = 0 by using the CO2 mass correction coefficient (KCO2)
according to Appendix 2 to this annex.
4.3. Calculation of electric energy consumption
For the determination of the electric energy consumption based on the current
and voltage determined according to Appendix 3 to this annex, the following
equations shall be used:
ΔEREESS,j
ECDC,j =
dj
where:
ECDC,j is the electric energy consumption over the considered period j
based on the REESS depletion, Wh/km;
∆EREESS,j is the electric energy change of all REESSs during the
considered period j, Wh;
dj is the distance driven in the considered period j, km;
and
n
∆EREESS,j = ∑ ∆EREESS,j,i
i=1
where:
∆EREESS,j,i is the electric energy change of REESS i during the considered
period j, Wh;
and
tend
1
∆EREESS,j,i = × ∫ U(t)REESS,j,i × I(t)j,i dt
3600
t0
where:
U(t)REESS,j,i is the voltage of REESS i during the considered period j
determined according to Appendix 3 to this annex, V;
t0 is the time at the beginning of the considered period j, s;
t end is the time at the end of the considered period j, s;
I(t)j,i is the electric current of REESS i during the considered period j
determined according to Appendix 3 to this annex, A;
436
Annex B8
i is the index number of the considered REESS;

n is the total number of REESS;
j is the index for the considered period, where a period can be any
combination of phases or cycles;
1
is the conversion factor from Ws to Wh.
3600

Utility factor-weighted charge-depleting electric energy consumption based on
the recharged electric energy from the mains for OVC-HEVs
The utility factor-weighted charge-depleting electric energy consumption
based on the recharged electric energy from the mains shall be calculated using
∑k
j=1(UFj × ECAC,CD,j )
ECAC,CD =
∑k
j=1 UFj
where:
ECAC,CD is the utility factor-weighted charge-depleting electric energy
consumption based on the recharged electric energy from the
mains, Wh/km;
annex;
ECAC,CD,j is the electric energy consumption based on the recharged
electric energy from the mains of phase j, Wh/km;
and
EAC
ECAC,CD,j = ECDC,CD,j × k
∑j=1 ∆EREESS,j
where:
ECDC,CD,j is the electric energy consumption based on the REESS

depletion of phase j of the charge-depleting Type 1 test
according to paragraph 4.3. of this annex, Wh/km;
EAC is the recharged electric energy from the mains determined

according to paragraph 3.2.4.6. of this annex, Wh;
∆EREESS,j is the electric energy change of all REESSs of phase j according

to paragraph 4.3. of this annex, Wh;

In the case that the interpolation method is applied, k is the

number of phases driven up to the end of the transition cycle of
L,nveh_L.
Utility factor-weighted electric energy consumption based on the recharged

electric energy from the mains for OVC-HEVs and OVC-FCHVs
The utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains shall be calculated using the
following equation:
437
Annex B8
ECAC,weighted = (∑kj=1 UFj ) × ECAC,CD,declared
where:
ECAC,weighted is the utility factor-weighted electric energy consumption

based on the recharged electric energy from the
mains, Wh/km;
UFj is the utility factor of phase j according to Appendix 5 to

this annex;
ECAC,CD,declared is the declared charge-depleting electric energy

consumption based on the recharged electric energy from
the mains for OVC-HEVs according to Table A8/8, step
14 and for OVC-FCHVs according to Table A8/9a,
step 11, Wh/km;
k is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.
In the case that the interpolation method is applied, k is

the number of phases driven up to the end of the transition
cycle of vehicle L, nveh_L.
4.3.3. Electric energy consumption for OVC-HEVs and OVC-FCHVs (as applicable)
4.3.3.1. Determination of cycle-specific electric energy consumption
The electric energy consumption based on the recharged electric energy from
the mains and the equivalent all-electric range shall be calculated using the
following equation:
EAC
EC =
EAER
where:
EC is the electric energy consumption of the applicable WLTP test

cycle based on the recharged electric energy from the mains and
the equivalent all-electric range, Wh/km;
EAC is the recharged electric energy from the mains according to

paragraph 3.2.4.6. of this annex, Wh;
EAER is the equivalent all-electric range for OVC-HEVs according to

paragraph 4.4.4.1. of this annex and for OVC-FCHVs according
to paragraph 4.4.6.1. of this annex, km.
4.3.3.2. Determination of phase-specific electric energy consumption
The phase-specific electric energy consumption based on the recharged electric
energy from the mains and the phase-specific equivalent all-electric range shall
EAC
ECp =
EAERp
where:
ECp is the phase-specific electric energy consumption based on the
recharged electric energy from the mains and the equivalent all-
electric range, Wh/km;
438
Annex B8

EAER p is the phase-specific equivalent all-electric range according to
paragraph 4.4.4.2. of this annex, km.
4.3.4. Electric energy consumption of PEVs
4.3.4.1. The electric energy consumption determined in this paragraph shall be
calculated only if the vehicle was able to follow the applicable test cycle within
the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6
during the entire considered period.
4.3.4.2. Electric energy consumption determination of the applicable WLTP test cycle
The electric energy consumption of the applicable WLTP test cycle based on
the recharged electric energy from the mains and the pure electric range shall
EAC
ECWLTC =
PERWLTC
where:
ECWLTC is the electric energy consumption of the applicable WLTP test
cycle based on the recharged electric energy from the mains and
the pure electric range for the applicable WLTP test cycle,
Wh/km;
PER WLTC is the pure electric range for the applicable WLTP test cycle as
calculated according to paragraph 4.4.2.1.1. or
paragraph 4.4.2.2.1. of this annex, depending on the PEV test
procedure used, km.
4.3.4.3. This paragraph is only applicable to Level 1A;
Electric energy consumption determination of the applicable WLTP city test
cycle
The electric energy consumption of the applicable WLTP city test cycle based
on the recharged electric energy from the mains and the pure electric range for
the applicable WLTP city test cycle shall be calculated using the following
equation:
EAC
ECcity =
PER city
where:
ECcity is the electric energy consumption of the applicable WLTP city
test cycle based on the recharged electric energy from the mains
and the pure electric range for the applicable WLTP city test
cycle, Wh/km;
PER city is the pure electric range for the applicable WLTP city test cycle
as calculated according to paragraph 4.4.2.1.2. or
paragraph 4.4.2.2.2. of this annex, depending on the PEV test
procedure used, km.
4.3.4.4. Electric energy consumption determination of the phase-specific values
The electric energy consumption of each individual phase based on the
recharged electric energy from the mains and the phase-specific pure electric
range shall be calculated using the following equation:
439
Annex B8
EAC
ECp =
PER p
where:
ECp is the electric energy consumption of each individual phase p
based on the recharged electric energy from the mains and the
phase-specific pure electric range, Wh/km
PER p is the phase-specific pure electric range as calculated according
to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. of this annex,
depending on the PEV test procedure used, km.
4.4. Calculation of electric ranges
For Level 1B
The calculation of EAERp, where p is representing the city driving cycle, shall
be excluded.
4.4.1. All-electric ranges AER and AER city for OVC-HEVs and OVC-FCHVs (as
applicable)
4.4.1.1. All-electric range AER
The all-electric range AER for OVC-HEVs shall be determined from the
charge-depleting Type 1 test described in paragraph 3.2.4.3. of this annex as
part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of
this annex as part of the Option 3 test sequence by driving the applicable
WLTP test cycle according to paragraph 1.4.2.1. of this annex. The AER is
defined as the distance driven from the beginning of the charge-depleting
Type 1 test to the point in time where the combustion engine or fuel cell in the
case of OVC-FCHVs starts consuming fuel.
4.4.1.2. All-electric range city AER city
This paragraph is only applicable to Level 1A;
4.4.1.2.1. The all-electric range city AER city for OVC-HEVs or OVC-FCHVs shall be
determined from the charge-depleting Type 1 test described in
paragraphs 3.2.4.1., 3.2.4.2. and 3.2.4.3. of this annex as part of the Option 1
test sequence by driving the applicable WLTP city test cycle according to
paragraph 1.4.2.2. of this annex. The AER city is defined as the distance driven
from the beginning of the charge-depleting Type 1 test to the point in time
where the combustion engine or fuel cell in the case of OVC-FCHVs starts
consuming fuel.
The point in time where the combustion engine or fuel cell in the case of OVC-
FCHVs starts consuming fuel shall be considered as the break-off criterion and
shall replace the break-off criterion described in paragraph 3.2.4.4.
4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this annex, the all-electric range
city AER city may be determined from the charge-depleting Type 1 test
described in paragraph 3.2.4.3. of this annex by driving the applicable WLTP
test cycles according to paragraph 1.4.2.1. of this annex. In that case, the
charge-depleting Type 1 test by driving the applicable WLTP city test cycle
shall be omitted and the all-electric range city AER city shall be calculated using
UBEcity
AER city =
ECDC,city
where:
440
Annex B8
AERcity is the all-electric range city, km;

UBEcity is the usable REESS energy determined from the beginning of
the charge-depleting Type 1 test described in paragraph 3.2.4.3.
of this annex by driving applicable WLTP test cycles until the
point in time when the combustion engine starts consuming fuel,
Wh;
ECDC,city is the weighted electric energy consumption of the pure
electrically driven applicable WLTP city test cycles of the
charge-depleting Type 1 test described in paragraph 3.2.4.3. of
this annex by driving applicable WLTP test cycle(s), Wh/km;
and
k+1
UBEcity = ∑ ∆EREESS,j
j=1
where:
∆EREESS,j is the electric energy change of all REESSs during phase j, Wh;
k+1 is the number of the phases driven from the beginning of the test
until the point in time when the combustion engine starts
consuming fuel;
and
ncity,pe
ECDC,city = ∑ ECDC,city,j × K city,j
j=1
where:
ECDC,city,j is the electric energy consumption for the jth pure electrically
driven WLTP city test cycle of the charge-depleting Type 1 test
according to paragraph 3.2.4.3. of this annex by driving
applicable WLTP test cycles, Wh/km;
K city,j is the weighting factor for the jth pure electrically driven
applicable WLTP city test cycle of the charge-depleting Type 1
test according to paragraph 3.2.4.3. of this annex by driving
applicable WLTP test cycles;
j is the index number of the pure electrically driven applicable
WLTP city test cycle considered;
ncity,pe is the number of pure electrically driven applicable WLTP city
test cycles;
and
∆EREESS,city,1
K city,1 =
UBEcity
where:
∆EREESS,city,1 is the electric energy change of all REESSs during the first
applicable WLTP city test cycle of the charge-depleting
Type 1 test, Wh;
and
1−Kcity,1
K city,j = for j = 2 to ncity,pe .
ncity,pe −1
441
Annex B8
4.4.2. Pure electric range for PEVs

The ranges determined in this paragraph shall only be calculated if the vehicle
was able to follow the applicable WLTP test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire
considered period.
4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 test
procedure is applied
4.4.2.1.1. The pure electric range for the applicable WLTP test cycle PERWLTC for PEVs
shall be calculated from the shortened Type 1 test as described in
paragraph 3.4.4.2. of this annex using the following equations:
UBESTP
PER WLTC =
ECDC,WLTC
where:
PERWLTC is the pure electric range for the applicable WLTC test cycle
for PEVs, km;
UBESTP is the usable REESS energy determined from the beginning of
the shortened Type 1 test procedure until the break-off criterion
as defined in paragraph 3.4.4.2.3. of this annex is reached, Wh;
ECDC,WLTC is the weighted electric energy consumption for the applicable
WLTP test cycle of the shortened Type 1 test procedure Type 1
test, Wh/km;
and
UBESTP = ∆EREESS,DS1 + ∆EREESS,DS2 + ∆EREESS,CSSM + ∆EREESS,CCSE
where:
∆EREESS,DS1 is the electric energy change of all REESSs during DS 1 of the
shortened Type 1 test procedure, Wh;
∆EREESS,DS2 is the electric energy change of all REESSs during DS2 of the
∆EREESS,CSSM is the electric energy change of all REESSs during CSSM of the
∆EREESS,CSSE is the electric energy change of all REESSs during CSSE of the
and
2
ECDC,WLTC = ∑ ECDC,WLTC,j × K WLTC,j
j=1
where:
ECDC,WLTC,j is the electric energy consumption for the applicable WLTP test
cycle of DSj of the shortened Type 1 test procedure according to
paragraph 4.3. of this annex, Wh/km;
K WLTC,j is the weighting factor for the applicable WLTP test cycle of DSj
of the shortened Type 1 test procedure;
and:
∆EREESS,WLTC,1
K WLTC,1 = and K WLTC,2 = 1 − K WLTC,1
UBESTP
where:
442
Annex B8
K WLTC,j is the weighting factor for the applicable WLTP test cycle of
DSj of the shortened Type 1 test procedure;
∆EREESS,WLTC,1 is the electric energy change of all REESSs during the
applicable WLTP test cycle from DS1 of the shortened
Type 1 test procedure, Wh.
4.4.2.1.2. Pure Electric Range city (PERcity)
The pure electric range for the applicable WLTP city test cycle PER city for
PEVs shall be calculated from the shortened Type 1 test procedure as described
in paragraph 3.4.4.2. of this annex using the following equations:
UBESTP
PER city =
ECDC,city
where:
PERcity is the pure electric range for the applicable WLTP city test cycle
for PEVs, km;
UBESTP is the usable REESS energy according to paragraph 4.4.2.1.1. of
this annex, Wh;
ECDC,city is the weighted electric energy consumption for the applicable
WLTP city test cycle of DS1 and DS2 of the shortened Type 1
test procedure, Wh/km;
and
4
ECDC,city = ∑ ECDC,city,j × K city,j
j=1
where:
ECDC,city,j is the electric energy consumption for the applicable WLTP city
test cycle where the first applicable WLTP city test cycle of DS1
is indicated as j = 1, the second applicable WLTP city test cycle
of DS1 is indicated as j = 2, the first applicable WLTP city test
cycle of DS2 is indicated as j = 3 and the second applicable
WLTP city test cycle of DS2 is indicated as j = 4 of the shortened
Type 1 test procedure according to paragraph 4.3. of this annex,
Wh/km;
K city,j is the weighting factor for the applicable WLTP city test cycle
where the first applicable WLTP city test cycle of DS1 is
indicated as j = 1, the second applicable WLTP city test cycle of
DS1 is indicated as j = 2, the first applicable WLTP city test
cycle of DS2 is indicated as j = 3 and the second applicable
WLTP city test cycle of DS2 is indicated as j = 4,
and
∆EREESS,city,1 1 − K city,1
K city,1 = and K city,j = for j = 2 … 4
UBESTP 3
where:
∆EREESS,city,1 is the energy change of all REESSs during the first applicable
WLTP city test cycle of DS1 of the shortened Type 1 test
procedure, Wh.
4.4.2.1.3. The phase-specific pure electric range PERp for PEVs shall be calculated from
the Type 1 test as described in paragraph 3.4.4.2. of this annex by using the
UBESTP
PER p =
ECDC,p
443
Annex B8
where:
PERp is the phase-specific pure electric range for PEVs, km;
UBESTP is the usable REESS energy according to paragraph 4.4.2.1.1. of
this annex, Wh;
ECDC,p is the weighted electric energy consumption for each individual
phase of DS1 and DS2 of the shortened Type 1 test procedure,
Wh/km;
In the case that phase p = low and phase p = medium, the following equations
shall be used:
4
ECDC,p = ∑ ECDC,p,j × K p,j
j=1
where:
ECDC,p,j is the electric energy consumption for phase p where the first
phase p of DS1 is indicated as j = 1, the second phase p of DS1
is indicated as j = 2, the first phase p of DS2 is indicated as j = 3
and the second phase p of DS2 is indicated as j = 4 of the
shortened Type 1 test procedure according to paragraph 4.3. of
this annex, Wh/km;
K p,j is the weighting factor for phase p where the first phase p of DS1
is indicated as j = 1, the second phase p of DS1 is indicated as
j = 2, the first phase p of DS2 is indicated as j = 3, and the second
phase p of DS2 is indicated as j = 4 of the shortened Type 1 test
procedure;
and
∆EREESS,p,1 1 − K p,1
K p,1 = and K p,j = for j = 2 … 4
UBESTP 3
where:
∆EREESS,p,1 is the energy change of all REESSs during the first phase p
of DS1 of the shortened Type 1 test procedure, Wh.
In the case that phase p = high and phase p = extra high, the following
equations shall be used:
2
ECDC,p = ∑ ECDC,p,j × K p,j
j=1
where:
ECDC,p,j is the electric energy consumption for phase p of DSj of the
shortened Type 1 test procedure according to paragraph 4.3. of
this annex, Wh/km;
K p,j is the weighting factor for phase p of DSj of the shortened Type 1
test procedure
and
∆EREESS,p,1
K p,1 = and K p,2 = 1 − K p,1
UBESTP
where:
∆EREESS,p,1 is the electric energy change of all REESSs during the first
phase p of DS1 of the shortened Type 1 test procedure, Wh.
4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type 1
test procedure is applied
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Annex B8
4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PERWLTP for PEVs
shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of
this annex using the following equations:
UBECCP
PER WLTC =
ECDC,WLTC
where:
UBECCP is the usable REESS energy determined from the beginning of
the consecutive cycle Type 1 test procedure until the break-off
criterion according to paragraph 3.4.4.1.3. of this annex is
reached, Wh;
ECDC,WLTC is the electric energy consumption for the applicable WLTP test
cycle determined from completely driven applicable WLTP test
cycles of the consecutive cycle Type 1 test procedure, Wh/km;
and
UBECCP = ∑kj=1 ∆EREESS,j
where:
∆EREESS,j is the electric energy change of all REESSs during phase j of the
consecutive cycle Type 1 test procedure, Wh;
j is the index number of the phase;
k is the number of phases driven from the beginning up to and
including the phase where the break-off criterion is reached;
and:
nWLTC
ECDC,WLTC = ∑ ECDC,WLTC,j × K WLTC,j
j=1
where:
ECDC,WLTC,j is the electric energy consumption for the applicable WLTP test
cycle j of the consecutive cycle Type 1 test procedure according
to paragraph 4.3. of this annex, Wh/km;
K WLTC,j is the weighting factor for the applicable WLTP test cycle j of
the consecutive cycle Type 1 test procedure;
j is the index number of the applicable WLTP test cycle;
nWLTC is the whole number of complete applicable WLTP test cycles
driven;
and
∆EREESS,WLTC,1 1 − K WLTC,1
K WLTC,1 = and K WLTC,j = for j = 2 … nWLTC
UBECCP nWLTC − 1
where:
∆EREESS,WLTC,1 is the electric energy change of all REESSs during the
first applicable WLTP test cycle of the consecutive
Type 1 test cycle procedure, Wh.
4.4.2.2.2. Pure Electric Range city (PERcity)
The pure electric range for the WLTP city test cycle PERcity for PEVs shall be
calculated from the Type 1 test as described in paragraph 3.4.4.1. of this annex
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Annex B8
UBECCP
PER city =
ECDC,city
where:
PERcity is the pure electric range for the WLTP city test cycle for PEVs,
km;
UBECCP is the usable REESS energy according to paragraph 4.4.2.2.1. of
this annex, Wh;
ECDC,city is the electric energy consumption for the applicable WLTP city
test cycle determined from completely driven applicable WLTP
city test cycles of the consecutive cycle Type 1 test procedure,
Wh/km;
and
ncity
ECDC,city = ∑j=1 ECDC,city,j × K city,j
where:
ECDC,city,j is the electric energy consumption for the applicable WLTP city
test cycle j of the consecutive cycle Type 1 test procedure
according to paragraph 4.3. of this annex, Wh/km;
K city,j is the weighting factor for the applicable WLTP city test cycle j
of the consecutive cycle Type 1 test procedure;
j is the index number of the applicable WLTP city test cycle;
ncity is the whole number of complete applicable WLTP city test
cycles driven;
and
∆EREESS,city,1 1 − K city,1
K city,1 = and K city,j = for j = 2 … ncity
UBECCP ncity − 1
where:
∆EREESS,city,1 is the electric energy change of all REESSs during the first
applicable WLTP city test cycle of the consecutive cycle
Type 1 test procedure, Wh.
4.4.2.2.3. The phase-specific pure electric range PERp for PEVs shall be calculated from
the Type 1 test as described in paragraph 3.4.4.1. of this annex using the
UBECCP
PER p =
ECDC,p
where:
PERp is the phase-specific pure electric range for PEVs, km;
UBECCP is the usable REESS energy according to paragraph 4.4.2.2.1. of
this annex, Wh;
ECDC,p is the electric energy consumption for the considered phase p
determined from completely driven phases p of the consecutive
cycle Type 1 test procedure, Wh/km;
and
p n
ECDC,p = ∑j=1 ECDC,p,j × K p,j
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Annex B8
where:
ECDC,p,j is the jth electric energy consumption for the considered phase p
of the consecutive cycle Type 1 test procedure according to
paragraph 4.3. of this annex, Wh/km;
K p,j is the jth weighting factor for the considered phase p of the
consecutive cycle Type 1 test procedure;
j is the index number of the considered phase p;
np is the whole number of complete WLTC phases p driven;
and
∆EREESS,p,1 1 − K p,1
K p,1 = and K p,j = for j = 2 … np
UBECCP np − 1
where:
∆EREESS,p,1 is the electric energy change of all REESSs during the first
driven phase p during the consecutive cycle Type 1 test
procedure, Wh.
4.4.3. Charge-depleting cycle range for OVC-HEVs
The charge-depleting cycle range RCDC shall be determined from the charge-
depleting Type 1 test described in paragraph 3.2.4.3. of this annex as part of
the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this annex
as part of the Option 3 test sequence. The R CDC is the distance driven from the
beginning of the charge-depleting Type 1 test to the end of the transition cycle
4.4.4. Equivalent all-electric range for OVC-HEVs
4.4.4.1. Determination of cycle-specific equivalent all-electric range
The cycle-specific equivalent all-electric range shall be calculated using the
following equation:
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
MCO2,CS,declared − MCO2,CD,avg ×
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
EAER = ( ) × R CDC
MCO2,CS,declared
where:
EAER is the cycle-specific equivalent all-electric range, km;
MCO2,CS,declared is the declared charge-sustaining CO2 mass emission
MCO2,CD,avg is the arithmetic average charge-depleting CO2 mass
emission according to the equation below, g/km;
MCO2,CD,ave is the average charge-depleting CO2 mass emission
R CDC is the charge-depleting cycle range according to
paragraph 4.4.2. of this annex, km;
and
∑k
j=1(MCO2,CD,j ×dj )
MCO2,CD,avg =
∑k
j=1 dj
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Annex B8
where:
MCO2,CD,avg is the arithmetic average charge-depleting CO2 mass emission,
g/km. In the case of more than one charge-depleting test, the
additional average of each test shall be calculated;
MCO2,CD,j is the CO2 mass emission determined according to
paragraph 3.2.1. of Annex B7 of phase j of the charge-depleting
Type 1 test, g/km;
dj is the distance driven in phase j of the charge-depleting Type 1
test, km;
cycle n according to paragraph 3.2.4.4. of this annex.
4.4.4.2. Determination of the phase-specific equivalent all-electric range
The phase-specific equivalent all-electric range shall be calculated using the
following equation:
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
MCO2,CS,p − MCO2,CD,avg,p × ∑kj=1 ∆EREESS,j
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
EAER p = ( )×
MCO2,CS,p ECDC,CD,p
where:
EAER p is the phase-specific equivalent all-electric range for the
considered phase p, km;
MCO2,CS,p is the phase-specific CO2 mass emission from the charge-
sustaining Type 1 test for the considered phase p
MCO2,CD,ave is the average charge-depleting CO2 mass emission
∆EREESS,j are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;
ECDC,CD,p is the electric energy consumption over the considered
phase p based on the REESS depletion, Wh/km;
transition cycle n according to paragraph 3.2.4.4 of this
annex;
and
∑nc=1
c
(MCO2,CD,p,c × dp,c )
MCO2,CD,avg,p =
∑nc=1
c
dp,c
where:
MCO2,CD,avg,p is the arithmetic average charge-depleting CO2 mass
emission for the considered phase p, g/km. In the case of
more than one charge-depleting test, the additional
average of each test shall be calculated;
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Annex B8
MCO2,CD,p,c is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type 1 test, g/km;
dp,c is the distance driven in the considered phase p of cycle c
of the charge-depleting Type 1 test, km;
c is the index number of the considered applicable WLTP
test cycle;
p is the index of the individual phase within the applicable
WLTP test cycle;
nc is the number of applicable WLTP test cycles driven up
to the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex;
and:
∑nc=1
c
ECDC,CD,p,c × dp,c
ECDC,CD,p =
∑nc=1
c
dp,c
where:
ECDC,CD,p is the electric energy consumption of the considered phase p
based on the REESS depletion of the charge-depleting Type 1
test, Wh/km. In the case of more than one charge-depleting test,
the additional average of each test shall be calculated;
ECDC,CD,p,c is the electric energy consumption of the considered phase p of
cycle c based on the REESS depletion of the charge-depleting
dp,c is the distance driven in the considered phase p of cycle c of the
c is the index number of the considered applicable WLTP test
cycle;
test cycle;
nc is the number of applicable WLTP test cycles driven up to the
this annex.
For Level 1A;
The considered phase shall be the low phase, medium phase, high phase, extra
high phase, and the city driving cycle.
For Level 1B;
The considered phase shall be the low phase, medium phase and high phase.
4.4.5. Actual charge-depleting range for OVC-HEVs
The actual charge-depleting range shall be calculated using the following
equation:
n−1
MCO2,CS − MCO2,n,cycle
R CDA = ∑ dc + ( ) × dn
MCO2,CS − MCO2,CD,avg,n−1
c=1
where:
R CDA is the actual charge-depleting range, km;
MCO2,CS is the charge-sustaining CO2 mass emission according to
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Annex B8
MCO2,n,cycle is the CO2 mass emission of the applicable WLTP test

cycle n of the charge-depleting Type 1 test, g/km;
MCO2,CD,avg,n−1 is the arithmetic average CO2 mass emission of the charge-
depleting Type 1 test from the beginning up to and including
the applicable WLTP test cycle
(n-1), g/km;
dc is the distance driven in the applicable WLTP test cycle c of
the charge-depleting Type 1 test, km;
dn is the distance driven in the applicable WLTP test cycle n of
cycle;
n is the number of applicable WLTP test cycles driven
including the transition cycle according to paragraph 3.2.4.4.
of this annex;
and:
∑n−1
c=1 (MCO2,CD,c × dc )
MCO2,CD,avg,n−1 =
∑n−1
c=1 dc
where:
MCO2,CD,avg,n−1 is the arithmetic average CO2 mass emission of the charge-
depleting Type 1 test from the beginning up to and including
the applicable WLTP test cycle (n-1), g/km;
MCO2,CD,c is the CO2 mass emission determined according to
paragraph 3.2.1. of Annex B7 of the applicable WLTP test
cycle c of the charge-depleting Type 1 test, g/km;
cycle;
of this annex.
4.4.6. This paragraph is applicable only for Level 1A;
Equivalent all-electric range for OVC-FCHVs
4.4.6.1. Determination of cycle-specific equivalent all-electric range
The cycle-specific equivalent all-electric range shall be calculated using the
following equation:
𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶 CS,declared − FC CD,avg 𝑥
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
EAER = ( ) × R CDC
FC CS,declared
where:
EAER is the cycle-specific equivalent all-electric range, km;
FCCS,declared is the declared charge-sustaining fuel consumption according to
Table A8/7 Step 5, kg/100km;
𝐹𝐶CD,avg is the arithmetic average charge-depleting fuel consumption
according to the equation below, kg/100km;
FCCD,declared is the declared charge-sustaining fuel consumption according to
Table A8/9a Step 11, kg/100km;
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Annex B8
𝐹𝐶CD,ave is the arithmetic average charge-depleting fuel consumption

according to the equation below, kg/100km;
R CDC is the charge-depleting cycle range according to paragraph 4.4.2.

of this annex, km;
and
∑kj=1(FCCD,j × dj )
𝐹𝐶 CD,avg =
∑kj=1 dj
where:
FC CD,avg is the arithmetic average charge-depleting fuel
consumption, kg/100 km. In the case of more than one charge-
depleting test, the additional average of each test shall be
calculated;
FCCD,j is the fuel consumption of phase j of the charge-depleting
Type 1 test, kg/100km;
dj is the distance driven in phase j of the charge-depleting Type 1
test, km;
cycle n according to paragraph 3.2.4.4. of this annex.
4.4.6.2. Determination of the phase-specific equivalent all-electric range for OVC-
FCHV
The phase-specific equivalent all-electric range shall be calculated using the
following equation:
𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶CS,p − FCCD,avg,p × ∑kj=1 ∆EREESS,j
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
EAER p = ( )×
FCCS,p ECDC,CD,p
where:
EAER p is the phase-specific equivalent all-electric range for the
considered phase p, km;
FCCS,p is the phase-specific fuel consumption from the charge-
sustaining Type 1 test for the considered phase p
according to Table A8/7, step No. 5, kg/100km;
FCCD,declared is the declared charge-depleting fuel consumption
according to Table A8/9a, step no. 11, kg/100km;
FCCD,ave is the average charge-depleting fuel consumption
according to Table A8/9a, step no. 10, kg/100km;
∆EREESS,j are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;
ECDC,CD,p is the electric energy consumption over the considered
phase p based on the REESS depletion, Wh/km;
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Annex B8

transition cycle n according to paragraph 3.2.4.4 of this
annex;
and
∑nc=1
c
(FCCD,p,c × dp,c )
FCCD,avg,p =
∑nc=1
c
dp,c
where:
FCCD,avg,p is the arithmetic average charge-depleting fuel
consumption for the considered phase p, g/km. In the
case of more than one charge-depleting test, the
additional average of each test shall be calculated,
kg/100km;
FCCD,p,c is the fuel consumption determined according to
paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type 1 test, kg/100km;
dp,c is the distance driven in the considered phase p of cycle c
test cycle;
p is the index of the individual phase within the applicable
WLTP test cycle;
nc is the number of applicable WLTP test cycles driven up
to the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex;
and:
∑nc=1
c
ECDC,CD,p,c × dp,c
ECDC,CD,p =
∑nc=1
c
dp,c
where:
ECDC,CD,p is the electric energy consumption of the considered phase p
based on the REESS depletion of the charge-depleting Type 1
test, Wh/km. In the case of more than one charge-depleting test,
the additional average of each test shall be calculated;
ECDC,CD,p,c is the electric energy consumption of the considered phase p of
cycle c based on the REESS depletion of the charge-depleting
dp,c is the distance driven in the considered phase p of cycle c of the
cycle;
test cycle;
nc is the number of applicable WLTP test cycles driven up to the
this annex.
For Level 1A;
The considered phase shall be the low phase, medium phase, high phase, extra
high phase, and the city driving cycle.
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Annex B8
4.4.7. This paragraph is applicable only for Level 1A;

Actual charge-depleting range for OVC-FCHVs
The actual charge-depleting range shall be calculated using the following
equation:
n−1
𝐹𝐶 CS − FCn,cycle
R CDA = ∑ dc + ( ) × dn
𝐹𝐶 CS − FCCD,avg,n−1
c=1
where:
R CDA is the actual charge-depleting range, km;
FC CS is the charge-sustaining fuel consumption according to
Table A8/7, step no. 5, kg/100km;
FCn,cycle is the fuel consumption of the applicable WLTP test cycle n
of the charge-depleting Type 1 test, kg/100km;
𝐹𝐶CD,avg,n−1 is the arithmetic average fuel consumption of the charge-
depleting Type 1 test from the beginning up to and
including the applicable WLTP test cycle (n-1), kg/100km;
dn is the distance driven in the applicable WLTP test cycle n of
cycle;
of this annex;
and
∑n−1
c=1 (FCCD,c ×dc )
where FCCD,avg,n−1 = ∑n−1
c=1 dc
𝐹𝐶CD,avg,n−1 is the arithmetic average fuel consumption of the charge-

depleting Type 1 test from the beginning up to and
including the applicable WLTP test cycle (n-1), kg/100
km;
FCCD,c is the fuel consumption of the applicable WLTP test
cycle c of the charge-depleting Type 1 test, kg/100km;
dc is the distance driven in the applicable WLTP test cycle c
test cycle;
including the transition cycle according to
4.5. Interpolation of individual vehicle values
4.5.1. Interpolation range
4.5.1.1. Interpolation range for NOVC- HEVs and OVC-HEVs
4.5.1.1.1. The interpolation method shall only be used if the difference in charge-
sustaining CO2 over the applicable cycle resulting from step 8 of Table A8/5
in Annex B8 between test vehicles L and H is between a minimum of 5 g/km
and a maximum defined in paragraph 4.5.1.1.2. of this annex.
4.5.1.1.2. The maximum difference in charge-sustaining CO2 allowed over the applicable
cycle resulting from the calculation of the charge-sustaining CO2 mass
emission MCO2,CS from step 8 in Table A8/5 of Annex B8 between test vehicles
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Annex B8
L and H shall be 20 per cent of the charge-sustaining CO2 emissions from

vehicle H plus 5 g/km, but shall be at least 15 g/km and not exceed 20 g/km.
See Figure A8/3. This restriction does not apply for the application of a road
load matrix family or when the calculation of the road load of vehicles L and
H is based on the default road load.
Figure A8/3
Interpolation range between vehicle H and vehicle L applied to EVs
4.5.1.1.3. The allowed interpolation range defined in paragraph 4.5.1.1.2. of this annex
may be increased by 10 g/km charge-sustaining CO2 if a vehicle M is tested
within that family and the conditions according to paragraph 4.5.1.1.5. of this
annex are fulfilled. This increase is allowed only once within an interpolation
family. See Figure A8/4.
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Annex B8
Figure A8/4
Interpolation range for EVs with vehicle M
4.5.1.1.4. At the request of the manufacturer and with approval of the responsible
authority, the application of the interpolation method on individual vehicle
values within a family may be extended if the maximum extrapolation of an
individual vehicle (Step 9 in Table A8/5) is not more than 3 g/km above the
charge-sustaining CO2 mass emission of vehicle H (Step 8 in Table A8/5)
and/or is not more than 3 g/km below the charge-sustaining CO2 mass emission
of vehicle L (Step 8 in Table A8/5). This extrapolation is valid only within the
absolute boundaries of the interpolation range specified in this paragraph.
For the application of a road load matrix family, or when the calculation of the
road load of vehicles L and H is based on the default road load, extrapolation
is not permitted.
4.5.1.1.5. Vehicle M
Vehicle M is a vehicle within the interpolation family between vehicles L and
H with a cycle energy demand which is preferably closest to the average of
vehicles L and H.
The limits of the selection of vehicle M (see Figure A8/5) are such that neither
the difference in CO2 mass emission between vehicles H and M nor the
difference in charge-sustaining CO2 mass emission between vehicles M and L
is higher than the allowed charge-sustaining CO2 range according to
paragraph 4.5.1.1.2. of this annex. The defined road load coefficients and the
defined test mass shall be recorded.
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Annex B8
Figure A8/5
Limits for the selection of vehicle M
The linearity of charge-sustaining CO2 mass emission for vehicle M shall be

verified against the linearly interpolated charge-sustaining CO2 mass emission
between vehicle L and H over the 3-phase and/or 4-phase cycle, as applicable,
by using the corrected measured values referring to step 6 M CO2,CS,c,6 of
Table A8/5 of this annex.
The linearity criterion for vehicle M shall be considered fulfilled if the charge-
sustaining CO2 mass emission of vehicle M over the applicable WLTC minus
the charge-sustaining CO2 mass emission derived by interpolation is less than
2 g/km or 3 per cent of the interpolated value, whichever value is less, but at
least 1 g/km. See Figure A8/6.
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Annex B8
Figure A8/6
Linearity criterion for vehicle M
If the linearity criterion is fulfilled, the interpolation method shall be applicable

for all individual vehicle values between vehicles L and H within the
interpolation family.
If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between
vehicles M and H. In such a case, the final values of e.g. the charge-sustaining
CO2 mass emissions of vehicle M shall be determined according to the same
process as for vehicles L or H. See Table A8/5, Table A8/6, Table A8/8 and
Table A8/9.
For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the interpolation
method on individual OVC-HEV and NOVC-HEV values, shall be substituted
by the corresponding parameter of vehicle M.
For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L that is necessary for the application of the
interpolation method on individual OVC-HEV and NOVC-HEV values shall
be substituted by the corresponding parameter of vehicle M.
4.5.2. Calculation of energy demand per period
The energy demand Ek,p and distance driven dc,p per period p applicable for
individual vehicles in the interpolation family shall be calculated according to
the procedure in paragraph 5. of Annex B7, for the sets k of road load
coefficients and masses according to paragraph 3.2.3.2.3. of Annex B7.
4.5.3. Calculation of the interpolation coefficient for individual vehicles K ind,p
The interpolation coefficient K ind,p per period shall be calculated for each
considered period p using the following equation:
E3,p −E1,p
K ind,p =
E2,p −E1,p
where:
K ind,p is the interpolation coefficient for the considered individual
vehicle for period p;
E1,p is the energy demand for the considered period for vehicle L
according to paragraph 5. of Annex B7, Ws;
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Annex B8
E2,p is the energy demand for the considered period for vehicle H
according to paragraph 5. of Annex B7, Ws;
E3,p is the energy demand for the considered period for the individual
vehicle according to paragraph 5. of Annex B7, Ws;
p is the index of the individual period within the applicable test
cycle.
In the case that the considered period p is the applicable WLTP test cycle,
K ind,p is named K ind .
4.5.4. This paragraph is applicable only for Level 1A:
Interpolation of the CO2 mass emission for individual vehicles
4.5.4.1. Individual charge-sustaining CO2 mass emission for OVC-HEVs and NOVC-
HEVs
The charge-sustaining CO2 mass emission for an individual vehicle shall be
MCO2−ind,CS,p = MCO2−L,CS,p + K ind,p × (MCO2−H,CS,p − MCO2−L,CS,p )
where:
MCO2−ind,CS,p is the charge-sustaining CO2 mass emission for an individual
vehicle of the considered period p according to Table A8/5, step
No. 9, g/km;
MCO2−L,CS,p is the charge-sustaining CO2 mass emission for vehicle L of the
considered period p according to Table A8/5, step No. 8, g/km;
MCO2−H,CS,p is the charge-sustaining CO2 mass emission for vehicle H of the
considered period p according to Table A8/5, step No. 8, g/km;
p is the index of the individual period within the applicable WLTP
test cycle.
The considered periods shall be the low phase, medium phase, high phase,
extra high phase and the applicable WLTP test cycle.
4.5.4.2. Individual utility factor-weighted charge-depleting CO2 mass emission for
OVC-HEVs
The utility factor-weighted charge-depleting CO2 mass emission for an
MCO2−ind,CD = MCO2−L,CD + K ind × (MCO2−H,CD − MCO2−L,CD )
where:
MCO2−ind,CD is the utility factor-weighted charge-depleting CO2 mass
emission for an individual vehicle, g/km;
MCO2−L,CD is the utility factor-weighted charge-depleting CO2 mass
emission for vehicle L, g/km;
MCO2−H,CD is the utility factor-weighted charge-depleting CO2 mass
emission for vehicle H, g/km;
K ind is the interpolation coefficient for the considered individual
vehicle for the applicable WLTP test cycle.
4.5.4.3. Individual utility factor-weighted CO2 mass emission for OVC-HEVs
The utility factor-weighted CO2 mass emission for an individual vehicle shall
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Annex B8
MCO2−ind,weighted = MCO2−L,weighted + K ind × (MCO2−H,weighted − MCO2−L,weighted )

where:
MCO2−ind,weighted is the utility factor-weighted CO2 mass emission for an
individual vehicle, g/km;
MCO2−L,weighted is the utility factor-weighted CO2 mass emission for
vehicle L, g/km;
MCO2−H,weighted is the utility factor-weighted CO2 mass emission for
vehicle H, g/km;
K ind is the interpolation coefficient for the considered
individual vehicle for the applicable WLTP test cycle.
4.5.5. Interpolation of the fuel consumption and fuel efficiency for individual
vehicles
4.5.5.1. Individual charge-sustaining fuel consumption and fuel efficiency for OVC-
HEVs, NOVC-HEVs, NOVC-FCHVs and OVC-FCHVs
4.5.5.1.1. This paragraph is only applicable for Level 1A:
Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-
HEVs
The charge-sustaining fuel consumption for an individual vehicle shall be
FCind,CS,p = FCL,CS,p + K ind,p × (FCH,CS,p − FCL,CS,p )
where:
FCind,CS,p is the charge-sustaining fuel consumption for an
individual vehicle of the considered period p according
to Table A8/6, step No. 3, l/100 km;
FCL,CS,p is the charge-sustaining fuel consumption for vehicle L
of the considered period p according to Table A8/6, step
No. 2, l/100 km;
FCH,CS,p is the charge-sustaining fuel consumption for vehicle H
No. 2, l/100 km;
K ind,p is the interpolation coefficient for the considered
individual vehicle for period p;
p is the index of the individual period within the applicable
WLTP test cycle.
extra high phase, and the applicable WLTP test cycle.
4.5.5.1.2. This paragraph is only applicable for Level 1B:
Individual charge-sustaining fuel efficiency for OVC-HEVs and NOVC-HEVs
The charge-sustaining fuel efficiency for an individual vehicle shall be
1
FEind,CS,p =
1/FEL,CS,p + K ind,p × (1/FEH,CS,p − 1/FEL,CS,p )
where:
459
Annex B8
FEind,CS,p is the charge-sustaining fuel consumption for an

to Table A8/6, step No. 3, km/l;
FEL,CS,p is the charge-sustaining fuel consumption for vehicle L
No. 2, km/l;
FEH,CS,p is the charge-sustaining fuel consumption for vehicle H
No. 2, km/l;
WLTP test cycle.
The considered periods shall be the low phase, medium phase, high phase and
the applicable WLTP test cycle.
4.5.5.1.3. This paragraph is only applicable for Level 1A:
Individual charge-sustaining fuel consumption for OVC-FCHVs and NOVC-
FCHVs
The charge-sustaining fuel consumption for an individual vehicle shall be
FCind,CS,p = FCL,CS,p + K ind,p × (FCH,CS,p − FCL,CS,p )
where:
FCind,CS,p is the charge-sustaining fuel consumption for an
to Table A8/7, step No. 6, kg/100km;
FCL,CS,p is the charge-sustaining fuel consumption for vehicle L
No. 5, kg/100km;
FCH,CS,p is the charge-sustaining fuel consumption for vehicle H
No. 5, kg/100km;
WLTP test cycle.
extra high phase, and the applicable WLTP test cycle.
4.5.5.2. Individual charge depleting fuel consumption for OVC-HEVs and OVC-
FCHVs
For Level 1A
The utility factor-weighted charge-depleting fuel consumption for an
FCind,CD = FCL,CD + K ind × (FCH,CD − FCL,CD )
where:
460
Annex B8
FCind,CD is the utility factor-weighted charge-depleting fuel consumption

for an individual vehicle, l/100 km in the case of OVC-HEVs
and kg/100km in the case of OVC-FCHVs;
FCL,CD is the utility factor-weighted charge-depleting fuel consumption
for vehicle L, l/100 km in the case of OVC-HEVs and kg/100km
in the case of OVC-FCHVs;
FCH,CD is the utility factor-weighted charge-depleting fuel consumption
for vehicle H, l/100 km in the case of OVC-HEVs and kg/100km
in the case of OVC-FCHVs;
For Level 1B
The charge-depleting fuel efficiency for an individual vehicle shall be
1
FEind,CD =
1/FEL,CD + K ind,p × (1/FEH,CD − 1/FEL,CD )
where:
FEind,CD is the charge-depleting fuel efficiency for an individual vehicle,
km/l;
FEL,CD is the charge-depleting fuel efficiency for vehicle L, km/l;
FEH,CD is the charge-depleting fuel efficiency for vehicle H, km/l;
4.5.5.3. This paragraph is applicable only for Level 1A;
Individual utility factor-weighted fuel consumption for OVC-HEVs and OVC-
FCHVs
The utility factor-weighted fuel consumption for an individual vehicle shall be
FCind,weighted = FCL,weighted + K ind × (FCH,weighted − FCL,weighted )
where:
FCind,weighted is the utility factor-weighted fuel consumption for an
individual vehicle, l/100 km in the case of OVC-HEVs
and kg/100km in the case of OVC-FCHVs;
FCL,weighted is the utility factor-weighted fuel consumption for
vehicle L, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;
FCH,weighted is the utility factor-weighted fuel consumption for
vehicle H, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;
4.5.6. Interpolation of electric energy consumption for individual vehicles
4.5.6.1. This paragraph is applicable only for Level 1A
Individual utility factor-weighted charge-depleting electric energy
consumption based on the recharged electric energy from the mains for OVC-
HEVs and OVC-FCHVs
461
Annex B8
The utility factor-weighted charge-depleting electric energy consumption

based on the recharged electric energy from for an individual vehicle shall be
ECAC−ind,CD = ECAC−L,CD + K ind × (ECAC−H,CD − ECAC−L,CD )
where:
ECAC−ind,CD is the utility factor-weighted charge-depleting electric energy
mains for an individual vehicle, Wh/km;
ECAC−L,CD is the utility factor-weighted charge-depleting electric energy
mains for vehicle L, Wh/km;
ECAC−H,CD is the utility factor-weighted charge-depleting electric energy
mains for vehicle H, Wh/km;
4.5.6.2. This paragraph is applicable only for Level 1A;
Individual utility factor-weighted electric energy consumption based on the
recharged electric energy from the mains for OVC-HEVs and OVC-FCHVs
The utility factor-weighted electric energy consumption based on the
recharged electric energy from the mains for an individual vehicle shall be
ECAC−ind,weighted = ECAC−L,weighted + K ind × (ECAC−H,weighted − ECAC−L,weighted )
where:
ECAC−ind,weighted is the utility factor weighted electric energy consumption
based on the recharged electric energy from the mains for
an individual vehicle, Wh/km;
ECAC−L,weighted is the utility factor weighted electric energy consumption
vehicle L, Wh/km;
ECAC−H,weighted is the utility factor weighted electric energy consumption
vehicle H, Wh/km;
4.5.6.3. Individual electric energy consumption for OVC-HEVs OVC-FCHVs and
PEVs
The electric energy consumption for an individual vehicle according to
paragraph 4.3.3. of this annex in the case of OVC-HEVs and according to
paragraph 4.3.4. of this annex in the case of PEVs shall be calculated using the
following equation:
ECind,p = ECL,p + K ind,p × (ECH,p − ECL,p )
where:
ECind,p is the electric energy consumption for an individual vehicle for
the considered period p, Wh/km;
ECL,p is the electric energy consumption for vehicle L for the
considered period p, Wh/km;
462
Annex B8
ECH,p is the electric energy consumption for vehicle H for the

considered period p, Wh/km;
cycle.
For Level 1A;
extra high phase, the applicable WLTP city test cycle and the applicable WLTP
test cycle.
For Level 1B;
The considered periods shall be the low phase, medium phase, high phase and
the applicable WLTP test cycle.
4.5.7. Interpolation of electric ranges for individual vehicles
4.5.7.1. Individual all-electric range for OVC-HEVs and OVC-FCHVs
If the following criterion
AERL AERH
| − | ≤ 0.1
RCDA,L RCDA,H
where:
AER L is the all-electric range of vehicle L for the applicable WLTP test
cycle, km;
AER H is the all-electric range of vehicle H for the applicable WLTP
test cycle, km;
R CDA,L is the actual charge-depleting range of vehicle L, km;
R CDA,H is the actual charge-depleting range of vehicle H, km;
is fulfilled, the all-electric range for an individual vehicle shall be calculated
AER ind,p = AER L,p + K ind,p × (AER H,p − AER L,p )
where:
AER ind,p is the all-electric range for an individual vehicle for the
considered period p, km;
AER L,p is the all-electric range for vehicle L for the considered period p,
km;
AER H,p is the all-electric range for vehicle H for the considered period p,
km;
cycle.
For Level 1A
The considered periods shall be the applicable WLTP city test cycle and the
For Level 1B
The considered periods shall be the applicable WLTP test cycle.
463
Annex B8
If the criterion defined in this paragraph is not fulfilled, the AER determined
for vehicle H is applicable to all vehicles within the interpolation family.
4.5.7.2. Individual pure electric range for PEVs
The pure electric range for an individual vehicle shall be calculated using the
following equation:
PER ind,p = PER L,p + K ind,p × (PER H,p − PER L,p )
where:
PER ind,p is the pure electric range for an individual vehicle for the
PER L,p is the pure electric range for vehicle L for the considered
period p, km;
PER H,p is the pure electric range for vehicle H for the considered
period p, km;
cycle.
For Level 1A;
test cycle.
For Level 1B;
4.5.7.3. Individual equivalent all-electric range for OVC-HEVs and OVC-FCHVs
The equivalent all-electric range for an individual vehicle shall be calculated
EAER ind,p = EAER L,p + K ind,p × (EAER H,p − EAER L,p )
where:
EAER ind,p is the equivalent all-electric range for an individual vehicle for
the considered period p, km;
EAER L,p is the equivalent all-electric range for vehicle L for the
EAER H,p is the equivalent all-electric range for vehicle H for the
cycle.
For Level 1A;
test cycle.
For Level 1B;
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Annex B8
4.5.8. Adjustment of values

The individual EAER value determined in accordance with paragraph 4.5.7.3.
of this annex may be decreased by the manufacturer. In such cases:
The EAER phase values shall be decreased by the ratio of the decreased EAER
value divided by the calculated EAER value. This shall not compensate for
technical elements that would effectively require a vehicle to be excluded from
the interpolation family.
4.6. Stepwise procedure for calculating the final test results of OVC-HEVs
In addition to the stepwise procedure for calculating the final charge-sustaining
test results for gaseous emission compounds according to paragraph 4.1.1.1. of
this annex and for fuel consumption and fuel efficiency according to
paragraph 4.2.1.1. of this annex, paragraphs 4.6.1. and 4.6.2. of this annex
describe the stepwise calculation of the final charge-depleting as well as the
final charge-sustaining and charge-depleting weighted test results.
4.6.1. Stepwise procedure for calculating the final test results of the charge-depleting
Type 1 test for OVC-HEVs
For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:
i applicable criteria emission component;
CO2 CO2 mass emission.
Table A8/8
Calculation of final charge-depleting values (FE applicable for Level 1B only)
Step no. Source Input Process Output
1 Annex B8 Charge-depleting test Results measured according to ΔEREESS,j, Wh;

results Appendix 3 to this annex, pre- dj, km;
calculated according to paragraph
4.3. of this annex.
Recharged electric energy according

to paragraph 3.2.4.6. of this annex. EAC, Wh;
Cycle energy according to paragraph

5. of Annex B7. Ecycle, Ws;
CO2 mass emission according to

paragraph 3.2.1. of Annex B7. MCO2,CD,j, g/km;
Mass of gaseous emission compound

i according to paragraph 4.1.3.1.. of Mi,CD,j, g/km;
Annex B8.
465
Annex B8
All-electric range determined

according to paragraph 4.4.1.1. of
this annex. AER, km;
CO2 mass emission KCO2 correction

coefficient might be necessary
according to Appendix 2 to this
annex.
KCO2,
Output is available for each test. (g/km)/(Wh/km).

method is applied, the output (except
of KCO2) is available for vehicle H, L
and, if applicable, M.
For Level 1A Usable battery energy according to UBEcity, Wh;
Annex B8 paragraph 4.4.1.2.2. of this annex.
AERcity, km.
In the case that the applicable WLTC
city test cycle was driven: all-
electric range city according to
Particle number emissions (if PNCD,j, particles per

applicable) according to paragraph 4. kilometer;
of Annex B7.
Particulate matter emissions PMCD,c, mg/km;

according to paragraph 4. of
Annex B7.
2 Output step 1 ΔEREESS,j, Wh; Calculation of relative electric REECi.

Ecycle, Ws. energy change for each cycle
according to paragraph 3.2.4.5.2. of
this annex.
Output is available for each test and

each applicable WLTP test cycle.

method is applied, the output is
available for vehicle H, L and, if
applicable, M.
3 Output step 2 REECi. Determination of the transition and nveh;
confirmation cycle according to
In the case that more than one

charge-depleting test is available for
one vehicle, for the purpose of
averaging, each test shall have the
same transition cycle number nveh.
RCDC; km.
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Annex B8
Determination of the charge-

depleting cycle range according to
Output is available for each test.

applicable, M.
4 Output step 3 nveh; In the case that the interpolation nveh,L;
method is used, the transition cycle nveh,H;
shall be determined for vehicle H, L
and, if applicable, M. if applicable
Check whether the interpolation nveh,M.
criterion according to
paragraph 6.3.2.2. (d) of this
Regulation is fulfilled.
For Level 1A Output step 1 Mi,CD,j, g/km; Calculation of combined values for Mi,CD,c, g/km;
5 PMCD,c, mg/km; emissions for nveh cycles; in the case PMCD,c, mg/km;
PNCD,j, particles per of interpolation for nveh,L cycles for PNCD,c, particles per
kilometer. each vehicle. kilometer.

applicable, M.
For Level 1A Output step 5 Mi,CD,c, g/km; Emission averaging of tests for each Mi,CD,c,ave, g/km;
6 PMCD,c, mg/km; applicable WLTP test cycle within PMCD,c,ave, mg/km;
PNCD,c, particles per the charge-depleting Type 1 test and PNCD,c,ave, particles per
kilometer. check with the limits according to kilometer.
Table A6/2 of Annex B6.
For Level 1A Output step 1 ΔEREESS,j, Wh; In the case that AERcity is derived AERcity, km;
7 dj, km; from the Type 1 test by driving the AERcity,ave, km.
UBEcity, Wh. applicable WLTP test cycles, the
value shall be calculated according
to paragraph 4.4.1.2.2. of this annex.
In the case of more than one test,

ncity,pe shall be equal for each test.
Output available for each test.
Averaging of AERcity.

applicable, M.
For Level 1A Output step 1 dj, km; Phase-specific and cycle-specific UF UFphase,j;
8 calculation. UFcycle,c.
Output step 3 nveh;
Output step 4 nveh,L;
467
Annex B8

applicable, M.
For Level 1A Output step 1 ΔEREESS,j, Wh; Calculation of the electric energy ECAC,CD, Wh/km;
9 dj, km; consumption based on the recharged
EAC, Wh; energy according. to
paragraphs 4.3.1. of this annex.
Output step 3 nveh;
In the case of interpolation, nveh,L
Output step 4 nveh,L; cycles shall be used. Therefore, due
to the required correction of the CO2
Output step 8 UFphase,j; mass emission, the electric energy
consumption of the confirmation
cycle and its phases shall be set to
zero.

applicable, M.
10 Output step 1 MCO2,CD,j, g/km; Calculation of the charge-depleting MCO2,CD, g/km;
KCO2, CO2 mass emission according to
(g/km)/(Wh/km); paragraph 4.1.2. of this annex.
ΔEREESS,j, Wh;
dj, km; In the case that the interpolation
nveh; method is applied, nveh,L cycles shall
nveh,L; be used. With reference to
UFphase,j. paragraph 4.1.2. of this annex, the
confirmation cycle shall be corrected
Output step 3 dj, km; according to Appendix 2 to this
annex.
Output step 4 nveh;
UFphase,j. In the case that the interpolation
applicable, M.
11 Output step 1 MCO2,CD,j, g/km; Calculation of the charge-depleting For Level 1A,
Mi,CD,j, g/km; fuel consumption and fuel efficiency FCCD,j, l/100 km;
KCO2, according to paragraph 4.2.2. of this FCCD, l/100 km.
(g/km)/(Wh/km). annex.
nveh; For Level 1B,
nveh,L; In the case that the interpolation FECD, km/l.
UFphase,j; method is applied, nveh,L cycles shall
be used. With reference to
Output step 3 nveh; paragraph 4.1.2. of this annex,
MCO2,CD,j of the confirmation cycle
Output step 4 nveh,L; shall be corrected according to
Output step 8 UFphase,j; For Level 1A, the phase-specific fuel
consumption FCCD,j shall be
calculated using the corrected CO2
468
Annex B8
mass emission according to


applicable, M.
12 Output step 1 ΔEREESS,j, Wh; If applicable, calculation of the ECDC,CD,first, Wh/km
dj, km; electric energy consumption from
the first applicable WLTP test cycle
as described in Appendix 8,
Paragraph 2.1. to this annex.

applicable, M.
13 Output step 9 ECAC,CD, Wh/km; Averaging of tests for each vehicle. If applicable:
ECDC,CD,first,ave, Wh/km
Output step 10 MCO2,CD, g/km; In the case that the interpolation
method is applied, the output is For Level 1A,
Output step 11 FCCD, l/100 km; available for each vehicle H, L and, ECAC,CD,ave, Wh/km;
FECD, km/l. if applicable, M. MCO2,CD,ave, g/km;
Output step 12 If applicable: FCCD,ave, l/100 km;
ECDC,CD,first, Wh/km.
For Level 1B,
FECD,ave, km/l.
14 Output step 13 ECAC,CD,ave, Wh/km; Declaration of charge-depleting For Level 1A,

MCO2,CD,ave, g/km. electric energy consumption, fuel ECAC,CD,declared, Wh/km;
FECD,ave, km/l. efficiency and CO2 mass emission ECAC,weighted, Wh/km;
for each vehicle. MCO2,CD,declared, g/km.
Calculation of ECAC,weighted according For Level 1B,

to paragraph 4.3.2. of this annex. FECD,declared, km/l.

available for each vehicle H, L and,
if applicable, M.
15 Output step 13 ECAC,CD,ave, Wh/km; If applicable: ECDC,CD,COP, Wh/km;
Adjustment of electric energy
If applicable: consumption for the purpose of COP
ECDC,CD,first,ave, as decribed in Appendix 8,
Wh/km; paragraph 2.1. to this annex.
Output step 14 ECAC,CD,declared, In the case that the interpolation

Wh/km; method is applied, the output is
if applicable, M.
469
Annex B8
16 Output step 15 If applicable: In the case that the interpolation If applicable:

ECDC,CD,COP, Wh/km; method is applied, intermediate ECDC,CD,COP,final, Wh/km;
Interpolation rounding shall be performed
family result. Output step 14 ECAC,CD,declared, according to paragraph 6.1.8. of this For Level 1A,
Wh/km; Regulation: ECAC,CD,final, Wh/km;
If the ECAC,weighted, Wh/km; MCO2,CD,final, g/km;
interpola-tion FECD,declared, km/l. MCO2,CD shall be rounded to the ECAC,weighted,final, Wh/km;
method is not Output step 13 MCO2,CD,declared, g/km; second place of decimal. FCCD,final, l/100 km;
applied, step FCCD,ave, l/100 km;
No. 17 is not ECAC,CD,final and ECAC,weighted,final shall For Level 1B,
required and be rounded to the first place of FECD,final, km/l;
the output of decimal.
this step is
the final If applicable:
result. ECDC,CD,COP shall be rounded to the
first place of decimal.
FCCD and FECD shall be rounded to

the third place of decimal.
Output is available for vehicles H

and for vehicle L and, if applicable,
for vehicle M.
In case that the interpolation method

is not applied, final rounding shall be
applied according to paragraph 6.1.8.
of this Regulation:
ECAC,CD , ECAC,weighted and MCO2,CD

shall be rounded to the nearest whole
number.
If applicable:
ECDC,CD,COP shall be rounded to the
FCCD and FECD shall be rounded to

the first place of decimal.
17 Output step 16 If applicable: Interpolation of individual values If applicable:
ECDC,CD,COP,final, based on input from vehicles H and ECDC,CD,COP,ind, Wh/km;
Wh/km; L and, if applicable, vehicle M.
Result of an
For Level 1A,
individual
ECAC,CD,final, Wh/km; Final rounding of individual vehicle ECAC,CD,ind, Wh/km;
vehicle.
MCO2,CD,final, g/km; values shall be performed according MCO2,CD,ind, g/km;
Final test ECAC,weighted,final, to paragraph 6.1.8. of this ECAC,weighted,ind, Wh/km;
result. Wh/km; Regulation. FCCD,ind, l/100 km;
FCCD,final, l/100 km;
FECD,final, km/l; For Level 1B,
ECAC,CD , ECAC,weighted and MCO2,CD FECD,ind, km/l;
shall be rounded to the nearest whole
number.
If applicable:
ECDC,CD,COP shall be rounded to the
470
Annex B8
FCCD shall be rounded to the first

place of decimal.

individual vehicle.
4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type 1 test for OVC-HEVs
c considered period is the complete applicable test cycle;
i applicable criteria emission component (except for CO2);
j index for the considered period;
CD charge-depleting;
CO2 CO2 mass emission;
REESS Rechargeable Electric Energy Storage System.
Table A8/9
Calculation of final charge-depleting and charge-sustaining weighted values (FE applicable for Level 1B only)
1 Output step 1, Mi,CD,j, g/km; Input from CD and CS post MCO2,CD,j, g/km;
Table A8/8 PNCD,j, particles per processing. AER, km;
kilometer; EAC, Wh;
PMCD,c, mg/km; MCO2,CS,declared, g/km;
MCO2,CD,j, g/km; MCO2,CD,declared, g/km;
ΔEREESS,j, Wh; MCO2,CD,ave, g/km;
dj, km;
AER, km; For Level 1A
EAC, Wh; Mi,CD,j, g/km;
PNCD,j, particles per
Output step 7, AERcity,ave, km; kilometer;
Table A8/8 PMCD,c, mg/km;
ΔEREESS,j, Wh;
Output step 3, nveh; dj, km;
Table A8/8 RCDC, km; AERcity,ave, km;
nveh;
RCDC, km;
Output step 4, nveh,L;
nveh,L;
Table A8/8 nveh,H;
nveh,H;
UFphase,j;
Output step 8, UFphase,j; UFcycle,c;
Table A8/8 UFcycle,c; Mi,CS,c,6, g/km;
MCO2,CS,p
471
Annex B8
Output step 6, Mi,CS,c,6, g/km;

Table A8/5
Output step 7, MCO2,CS,declared, g/km;

Table A8/5 MCO2,CS,p Output in the case of CD is available
for each CD test. Output in the case KCO2,
Output step MCO2,CD,declared, g/km; of CS is available once due to CS (g/km)/(Wh/km).
14, Table test averaged values.
A8/8
Output step MCO2,CD,ave, g/km; method is applied, the output (except
13, Table of KCO2) is available for vehicle H, L
A8/8 and, if applicable, M.
KCO2,
CO2 mass emission correction
(g/km)/(Wh/km).
coefficient KCO2 might be necessary
annex.
For Level 1A Output step 1 Mi,CD,j, g/km; Calculation of weighted emission Mi,weighted, g/km;
2 PNCD,j, particles per (except MCO2,weighted) compounds PNweighted, particles per
kilometer; according to paragraphs 4.1.3.1. to kilometer;
PMCD,c, mg/km; 4.1.3.3. inclusive of this annex. PMweighted, mg/km;
nveh;
nveh,L; Remark:
UFphase,j; Mi,CS,c,6 includes PNCS,c and PMCS,c.
UFcycle,c;
Mi,CS,c,6, g/km; Output is available for each CD test.

available for each vehicle L, H and,
if applicable, M.
3 Output step 1 MCO2,CD,j, g/km; Calculation of equivalent all-electric EAER, km;
ΔEREESS,j, Wh; range according to paragraphs EAERp, km;
dj, km; 4.4.4.1. and 4.4.4.2. of this annex, RCDA, km.
nveh; and actual charge-depleting range
RCDC, km according to paragraph 4.4.5. of this
MCO2,CS,declared, g/km; annex.
MCO2,CS,p
Output is available for each CD test.
RCDA shall be rounded according to

paragraph 6.1.8. of this Regulation to

if applicable, M.
472
Annex B8
4 Output step 1 AER, km; Output is available for each CD test. AER-interpolation
availability.
Output step 3 RCDA, km. In the case that the interpolation
method is applied, check the
availability of AER interpolation
between vehicle H, L and, if
applicable, M according to
If the interpolation method is used,

each test shall fulfil the requirement.
5 Output step 1 AER, km. Averaging AER and AER AERave, km;
declaration. For Level 1A
Interpolation The declared AER shall be rounded AERdec, km.
family result. according to paragraph 6.1.8. of this
Regulation to the number of decimal
If the
places specified in Table A6/1 of
interpolation
Annex B6.
method is not
applied, step
No. 9 is not
method is applied and the AER
required and
interpolation availability criterion is
the output of
fulfilled, AER shall be rounded
this step is the
final result.
Regulation to the first place of
decimal.
The output is available for each

vehicles H and L and, if applicable,
for vehicle M.
If the case that the interpolation

method is applied but the criterion is
not fulfilled, AER of vehicle H shall
be applied for the whole
interpolation family and shall be
rounded according to paragraph
6.1.8. of this Regulation to the

method is not applied, AER shall be
473
Annex B8
For Level 1A, Output step 1 Mi,CD,j, g/km; Calculation of weighted CO2 mass MCO2,weighted, g/km;
6 MCO2,CD,j, g/km; emission and fuel consumption FCweighted, l/100 km;
nveh; according to paragraphs 4.1.3.1. and
nveh,L; 4.2.3. of this annex.
UFphase,j;
Mi,CS,c,6, g/km; Output is available for each CD test.
MCO2,CS,declared, g/km.
MCO2,CD,declared, g/km; In the case that the interpolation
MCO2,CD,ave, g/km; method is applied, nveh,L cycles shall
be used. With reference to paragraph
4.1.2. of this annex, MCO2,CD,j of the
annex.

available for each vehicle H, vehicle
L and, if applicable, vehicle M.
7 Output step 1 EAC, Wh; Calculation of the electric energy EC, Wh/km;
consumption based in EAER ECp, Wh/km;
Output step 3 EAER, km; according to paragraphs 4.3.3.1. and
EAERp, km; 4.3.3.2. of this annex.

8 Output step 1 AERcity, ave, km; For Level 1B For Level 1B
Averaging EC and EC declaration. ECdec, Wh/km;
Interpolation Output step 6 MCO2,weighted, g/km; 𝐸𝐶𝑑𝑒𝑐 ECp,final, Wh/km;
𝐸𝐶𝑝,𝑓𝑖𝑛𝑎𝑙 = 𝐸𝐶𝑝,𝑎𝑣𝑒 ×
family result. FCweighted, l/100 km; 𝐸𝐶𝑎𝑣𝑒 EAERfinal, km;
If the
interpolation Output step 7 EC, Wh/km; For Level 1A
method is not ECp, Wh/km; For Level 1A and Level 1B AERcity,final, km;
applied, step Averaging and intermediate rounding MCO2,weighted,final, g/km;
No. 9 is not Output step 3 EAER, km; according to paragraph 6.1.8. of this FCweighted,final, l/100 km;
required and EAERp, km; Regulation. ECfinal, Wh/km;
the output of ECp,final, Wh/km;
474
Annex B8
this step is the Output step 5 AERdec, km; In the case that the interpolation EAERfinal, km;
final result. AERave, km.. method is applied, intermediate EAERp,final, km.
rounding shall be performed
Regulation.
𝐴𝐸𝑅𝑐𝑖𝑡𝑦,𝑓𝑖𝑛𝑎𝑙 = 𝐴𝐸𝑅𝑐𝑖𝑡𝑦,𝑎𝑣𝑒
𝐴𝐸𝑅𝑑𝑒𝑐
×
𝐴𝐸𝑅𝑎𝑣𝑒
AERcity,ave, EAER and EAERp shall

be rounded to the first place of
decimal.
MCO2,weighted shall be rounded to the

second place of decimal.
FCweighted shall be rounded to the

third place of decimal.
EC and ECp shall be rounded to the


vehicle H, vehicle L and, if
applicable, vehicle M.

is not applied, final rounding of the
test results shall be applied according
Regulation.

be rounded to the nearest whole
number.
MCO2,weighted shall be rounded to the

FCweighted shall be rounded to the first

place of decimal.

475
Annex B8
9 Output step 5 AERdec, km; Interpolation of individual values ECind, Wh/km;

based on input from vehicle low, ECp,ind, Wh/km;
Result of an Output step 8 AERcity,final, km; medium and high according to EAERind, km;
individual MCO2,weighted,final, paragraph 4.5. of this annex, and
vehicle. g/km; final rounding according to For Level 1A,
Final test FCweighted,final, paragraph 6.1.8. of this Regulation. AERind, km;
result. l/100 km; AERcity,ind, km;
ECfinal, Wh/km; AERind,AERcity,ind, EAERind and MCO2,weighted,ind, g/km;
ECp,final, Wh/km; EAERp,ind shall be rounded to the FCweighted,ind, l/100 km;
EAERfinal, km; nearest whole number. EAERp,ind, km.
EAERp,final, km;
MCO2,weighted,ind shall be rounded to the
Output step 4 AER-interpolation nearest whole number.
availability
ECweighted,ind shall be rounded to the
Output step 1 RCDC first place of decimal.
FCweighted,ind shall be rounded to the

ECind and ECp,ind shall be rounded to

Output available for each individual

vehicles.
RCDC shall be rounded according to

paragraph 6.1.8. of this Regulation to RCDC,final
4.6.3. This paragraph is applicable for Level 1A only

Stepwise procedure for calculating the final test results of OVC-FCHVs
This annex describes the stepwise calculation of the final charge-depleting as
well as the final charge-sustaining and charge-depleting weighted test results.
4.6.3.1. Stepwise procedure for calculating the final test results of the charge-depleting
Type 1 test for OVC-FCHVs
The results shall be calculated in the order described in Table A8/9a. All
For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:
476
Annex B8
Table A8/9a
Calculation of final charge-depleting values for OVC-FCHVs
1 Annex B8 Charge-depleting test Results measured according to ΔEREESS,j, Wh;

results Appendix 3 to this annex, pre- dj, km;
calculated according to paragraph
4.3. of this annex.
Usable battery energy according to UBEcity, Wh;

Recharged electric energy according EAC, Wh;

to paragraph 3.2.4.6. of this annex.
Cycle energy according to Ecycle, Ws;

CO2 mass emission according to FCCD,j, kg/100 km;

All-electric range determined AER, km;

this annex.
In the case that the applicable AERcity, km.

WLTC city test cycle was driven:
all- electric range city according to
H2 fuel consumption Kfuel,FCHV Kfuel,FCHV,

correction coefficient might be (kg/100km)/(Wh/100k
necessary according to Appendix 2 m).
to this annex.

method is applied, the output
(except of Kfuel,FCHV) is available for
vehicle H, L and, if applicable, M.
2 Output step 1 ΔEREESS,j, Wh; Calculation of relative electric REECi.
Ecycle, Ws. energy change for each cycle
according to paragraph 3.2.4.5.2. of
this annex.
Output is available for each test and

each applicable WLTP test cycle.

applicable, M.
477
Annex B8
3 Output step 2 REECi. Determination of the transition and nveh;

confirmation cycle according to
In the case that more than one

charge-depleting test is available for
one vehicle, for the purpose of
averaging, each test shall have the
same transition cycle number nveh.
Determination of the charge- RCDC; km.

depleting cycle range according to

applicable, M.
4 Output step 3 nveh; In the case that the interpolation nveh,L;
method is used, the transition cycle nveh,H;
shall be determined for vehicle H, L
and, if applicable, M. if applicable
Check whether the interpolation nveh,M.
criterion according to
paragraph 6.3.2.2. of this Regulation
is fulfilled.
5 Output step 1 ΔEREESS,j, Wh; In the case that AERcity is derived AERcity, km;
dj, km; from the Type 1 test by driving the AERcity,ave, km.
UBEcity, Wh. applicable WLTP test cycles, the
value shall be calculated according
to paragraph 4.4.1.2.2. of this annex.
In the case of more than one test,

ncity,pe shall be equal for each test.
Averaging of AERcity.

applicable, M.
6 Output step 1 dj, km; Phase-specific and cycle-specific UFphase,j;
UF calculation. UFcycle,c.
Output step 3 nveh;
applicable, M.
478
Annex B8
7 Output step 1 ΔEREESS,j, Wh; Calculation of the electric energy ECAC,weighted, Wh/km;
dj, km; consumption based on the recharged ECAC,CD, Wh/km;
EAC, Wh; energy according. to
paragraphs 4.3.1. and 4.3.2. of this
Output step 3 nveh; annex.
Output step 4 nveh,L; In the case of interpolation, nveh,L

cycles shall be used. Therefore, due
Output step 6 UFphase,j; to the required correction of the CO2
mass emission, the electric energy
consumption of the confirmation
cycle and its phases shall be set to
zero.

applicable, M.
8 Output step 1 FCCD,j, l/100 km Calculation of the charge-depleting FCCD, kg/100km;
Kfuel,FCHV, fuel consumption according to
(kg/100km)/(Wh/100 paragraph 4.2.2. of this annex.
km);
Output step 3 ΔEREESS,j, Wh; method is applied, nveh,L cycles shall
be used. With reference to
Output step 4 dj, km; paragraph 4.1.2. of this annex, the
confirmation cycle shall be
Output step 6 nveh; corrected according to Appendix 2
nveh,L; to this annex.
UFphase,j.

applicable, M.
[reserved]
10 Output step 7 ECAC,weighted, Wh/km; Averaging of tests for each vehicle. ECAC,weighted,ave, Wh/km;
ECAC,CD, Wh/km; ECAC,CD,ave, Wh/km;
Output step 8 FCCD, kg/100 km. In the case that the interpolation FCCD,ave, kg/100 km.
if applicable, M.
11 Output step 10 ECAC,CD,ave, Wh/km; Declaration of charge-depleting ECAC,CD,declared, Wh/km;
FCCD,ave, kg/100 km; electric energy consumption and FCCD,declared, kg/100 km;
fuel consumption for each vehicle.

if applicable, M.
[Reserved]
479
Annex B8
13 Output step 11 ECAC,CD,declared, In the case that the interpolation ECAC,CD,final, Wh/km;
Wh/km; method is applied, intermediate ECAC,weighted,final,
Interpolation rounding shall be performed Wh/km;
family result. Output step 10 ECAC,weighted,ave, according to paragraph 6.1.8. of this FCCD,final, l/100 km;
Wh/km; Regulation.
If the interpola- FCCD,ave, kg/100 km;
tion method is MCO2,CD shall be rounded to the
not applied, step second place of decimal.
No. 17 is not
required and the ECAC,CD and ECAC,weighted shall be
output of this rounded to the first place of
step is the final decimal.
result.
Output is available for vehicles H

and for vehicle L and, if applicable,
for vehicle M.

is not applied, final rounding shall
be applied according to paragraph
6.1.8. of this Regulation.
ECAC,CD , ECAC,weighted and MCO2,CD

shall be rounded to the nearest
whole number.
14 Output step 13 ECAC,CD,final, Wh/km; Interpolation of individual values ECAC,CD,ind, Wh/km;

ECAC,weighted,final, based on input from vehicles H and ECAC,weighted,ind, Wh/km;
Result of an Wh/km; L and, if applicable, vehicle M. FCCD,ind, kg/100 km;
individual FCCD,final, kg/100 km;
vehicle. Final rounding of individual vehicle
values shall be performed according
Final test result.
Regulation.
ECAC,CD , ECAC,weighted shall be

rounded to the nearest whole
number.

individual vehicle.
4.6.3.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type 1 test for OVC-FCHVs
The results shall be calculated in the order described in Table A8/9a All
c considered period is the complete applicable test cycle;
480
Annex B8

j index for the considered period;
CD charge-depleting;
REESS Rechargeable Electric Energy Storage System.
Table A8/9b
Calculation of final charge-depleting and charge-sustaining weighted values for OVC-FCHVs
1 Output step 1, FCCD,j, kg/100 km Input from CD and CS FCCD,j, kg/100 km;
Table A8/9a ΔEREESS,j, Wh; postprocessing. ΔEREESS,j, Wh;
dj, km; dj, km;
AER, km; AER, km;
EAC, Wh; Output in the case of CD is available EAC, Wh;
for each CD test. Output in the case AERcity,ave, km;
Output step 5, AERcity,ave, km; of CS is available once due to CS nveh;
Table A8/9a test averaged values. RCDC, km;
nveh,L;
Output step 3, nveh; In the case that the interpolation nveh,H;
Table A8/9a RCDC, km; method is applied, the output (except UFphase,j;
of Kfuel,FCHV) is available for vehicle UFcycle,c;
Output step 4, nveh,L; H, L and, if applicable, M. FCCS,declared, kg/100km;
Table A8/9a nveh,H; FCCS,p, kg/100km;
FCCD,declared, kg/100km;
Output step 6, UFphase,j; FCCD,ave, kg/100km;
Table A8/9a UFcycle,c;
Output step 5 FCCS,declared,

Table A8/7 kg/100km;
FCCS,p, kg/100km;
Output step FCCD,declared,

11, Table kg/100km;
A8/9a
Output step FCCD,ave, kg/100km;

10, Table
A8/9a
Kfuel,FCHV,
Kfuel,FCHV, H2 correction coefficient Kfuel,FCHV (kg/100km)/(Wh/100k
(kg/100km)/(Wh/100 might be necessary according to m).
km). Appendix 2 to this annex.
481
Annex B8
2 Output step 1, FCCD,j, kg/100 km; Calculation of equivalent all-electric EAER, km;
ΔEREESS,j, Wh; range according to paragraphs EAERp, km;
dj, km; 4.4.4.1. and 4.4.4.2. of this annex, RCDA, km.
nveh; and actual charge-depleting range
RCDC, km according to paragraph 4.4.5. of this
annex.
RCDA shall be rounded according to


if applicable, M.
3 Output step 1 AER, km; Output is available for each CD test. AER-interpolation
availability.
Output step 2 RCDA, km. In the case that the interpolation
method is applied, check the
availability of AER interpolation
between vehicle H, L and, if
applicable, M according to
If the interpolation method is used,

each test shall fulfil the requirement.
482
Annex B8
4 Output step 1 AER, km. Averaging AER and AER AERave, km;
declaration. AERdec, km.
Interpolation The declared AER shall be rounded
family result. according to paragraph 6.1.8. of this
Regulation to the number of decimal
If the
places specified in Table A6/1 of
interpolation
Annex B6.
method is not
applied, step
No. 9 is not
method is applied and the AER
required and
interpolation availability criterion is
the output of
fulfilled, AER shall be rounded
this step is the
final result.
Regulation to the first place of
decimal.

vehicles H and L and, if applicable,
for vehicle M.
If the case that the interpolation

method is applied but the criterion is
not fulfilled, AER of vehicle H shall
be applied for the whole
interpolation family and shall be

method is not applied, AER shall be
5 Output step 1 FCCD,j, kg/100 km Calculation of weighted CO2 mass FCweighted, kg/100 km;
nveh; emission and fuel consumption
nveh,L; according to paragraphs 4.1.3.1. and
UFphase,j; 4.2.3. of this annex.
FCCS,declared,
kg/100km; Output is available for each CD test.
FCCD,declared,
kg/100km; In the case that the interpolation
FCCD,ave, kg/100km; method is applied, nveh,L cycles shall
be used. With reference to paragraph
4.1.2. of this annex, MCO2,CD,j of the
annex.

LH and, if applicable, vehicle M.
483
Annex B8
6 Output step 1 EAC, Wh; Calculation of the electric energy EC, Wh/km;
consumption based in EAER ECp, Wh/km;
Output step 2 EAER, km; according to paragraphs 4.3.3.1. and
EAERp, km; 4.3.3.2. of this annex.

7 Output step 1 AERcity, ave, km; Averaging and intermediate rounding AERcity,final, km;
according to paragraph 6.1.8. of this FCweighted,final,
Interpolation Output step 5 FCweighted, Regulation. kg/100 km;
family result. kg/100 km; ECfinal, Wh/km;
In the case that the interpolation ECp,final, Wh/km;
If the Output step 6 EC, Wh/km; method is applied, intermediate EAERfinal, km;
interpolation ECp, Wh/km; rounding shall be performed EAERp,final, km.
method is not according to paragraph 6.1.8. of this
applied, step Output step 3 EAER, km; Regulation.
No. 9 is not EAERp, km.
required and 𝐴𝐸𝑅𝑐𝑖𝑡𝑦,𝑓𝑖𝑛𝑎𝑙 = 𝐴𝐸𝑅𝑐𝑖𝑡𝑦,𝑎𝑣𝑒
the output of Output step 5 AERdec, km; 𝐴𝐸𝑅𝑑𝑒𝑐
×
this step is the AERave, km. 𝐴𝐸𝑅𝑎𝑣𝑒
‘Final result’.
AERcity,final, EAER and EAERp shall
be rounded to the first place of
decimal.



vehicle H, vehicle L and, if
applicable, vehicle M.

test results shall be applied according
Regulation.

be rounded to the nearest whole
number.


484
Annex B8
8 Output step 5 AERdec, km; Interpolation of individual values AERind, km;

based on input from vehicle low, AERcity,ind, km;
Output step 7 AERcity,final, km; medium and high according to FCweighted,ind,
FCweighted,final, paragraph 4.5. of this annex, and kg/100 km;
kg/100 km; final rounding according to ECind, Wh/km;
ECfinal, Wh/km; paragraph 6.1.8. of this Regulation. ECp,ind, Wh/km;
ECp,final, Wh/km; EAERind, km;
EAERfinal, km; AERind,AERcity,ind, EAERind and EAERp,ind, km.
EAERp,final, km; EAERp,ind shall be rounded to the
Output step 4 AER-interpolation
availability. ECweighted,ind shall be rounded to the
Output step 1 RCDC
FCweighted,ind shall be rounded to the
ECind and ECp,ind shall be rounded to

Output available for each individual

vehicles.
RCDC shall be rounded according to RCDC,final

4.7. Stepwise procedure for calculating the final test results of PEVs
The results shall be calculated in the order described in Table A8/10 of the
consecutive cycle procedure and in the order described in Table A8/11 in the
case of the shortened test procedure. All applicable results in the column
"Output" shall be recorded. The column "Process" describes the paragraphs to
be used for calculation or contains additional calculations.
4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of the
consecutive cycles procedure
For the purpose of this table, the following nomenclature within the questions
j index for the considered period.
485
Annex B8
Table A8/10
Calculation of final PEV values determined by application of the consecutive cycle
Type 1 procedure
For Level 1A;
The considered periods shall be the low phase, medium phase, high phase, extra high phase,
the applicable WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B;
The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.
1 Annex B8 Test results Results measured according to ΔEREESS,j, Wh;

Appendix 3 to this annex and pre- dj, km;
calculated according to
Usable battery energy according to UBECCP, Wh;

Recharged electric energy according EAC, Wh.

to paragraph 3.4.4.3. of this annex.
EAC shall be rounded according to

the first place of decimal. In the case
that the interpolation method is
applied, the output is available for
vehicle H and vehicle L.
2 Output step 1 ΔEREESS,j, Wh; Determination of the number of nWLTC;
UBECCP, Wh. completely driven applicable WLTC ncity;
phases and cycles according to nlow;
paragraph 4.4.2.2. of this annex. nmed;
nhigh;
Output available for each test. nexHigh.

available for vehicle H and vehicle L.
3 Output step 1 ΔEREESS,j, Wh; Calculation of weighting factors KWLTC,1
UBECCP, Wh. according to paragraph 4.4.2.2. of KWLTC,2
this annex. KWLTC,3
486
Annex B8
Output step 2 nWLTC; (KWLTC,4)

ncity; Note: The number of weighting Kcity,1
nlow; factors depends on the applicable Kcity,2
nmed; cycle that was used (3- or 4-phase Kcity,3
nhigh; WLTC). In the case of 4-phase (Kcity,4)
nexHigh. WLTCs, the output in brackets might Klow,1
be needed in addition. Klow,2
Klow,3
Output available for each test. (Klow,4)
Kmed,1
In the case that the interpolation Kmed,2
method is applied, the output is Kmed,3
available for vehicle H and vehicle L. (Kmed,4)
Khigh,1
Khigh,2
Khigh,3
(Khigh,4)
KexHigh,1
KexHigh,2
KexHigh,3
(KexHigh,4)
4 Output step 1 ΔEREESS,j, Wh; Calculation of electric energy ECDC,WLTC, Wh/km;
dj, km; consumption at the REESSs ECDC,city, Wh/km;
UBECCP, Wh. according to paragraph 4.4.2.2. of ECDC,low, Wh/km;
this annex. ECDC,med, Wh/km;
Output step 2 nWLTC; ECDC,high, Wh/km;
ncity; Calculation of the electric energy ECDC,exHigh, Wh/km;
nlow; consumption from the first applicable ECDC,first, Wh/km.
nmed; WLTP test cycle ECDC,first as
nhigh; described in Appendix 8, paragraph
nexHigh. 1.1. to this annex.
Output step 3 All weighting Output available for each test.

factors
5 Output step 1 UBECCP, Wh; Calculation of pure electric range PERWLTC, km;
according to paragraph 4.4.2.2. of PERcity, km;
Output step 4 ECDC,WLTC, Wh/km; this annex. PERlow, km;
ECDC,city, Wh/km; PERmed, km;
ECDC,low, Wh/km; Output available for each test. PERhigh, km;
ECDC,med, Wh/km; PERexHigh, km.
ECDC,high, Wh/km; In the case that the interpolation
ECDC,exHigh, Wh/km. method is applied, the output is
6 Output step 1 EAC, Wh; Calculation of electric energy ECWLTC, Wh/km;

consumption at the mains according ECcity, Wh/km;
Output step 5 PERWLTC, km; to paragraph 4.3.4. of this annex. EClow, Wh/km;
PERcity, km; ECmed, Wh/km;
PERlow, km; Output available for each test. EChigh, Wh/km;
PERmed, km; ECexHigh, Wh/km.
PERhigh, km; In the case that the interpolation
PERexHigh, km. method is applied, the output is
487
Annex B8
7 Output step 5 PERWLTC, km; Averaging of tests for all input PERWLTC,dec, km;
PERcity, km; values. PERWLTC,ave, km;
If the PERlow, km; PERcity,ave, km;
interpolation PERmed, km; PERlow,ave, km;
method is not PERhigh, km; Declaration of PERWLTC,dec and PERmed,ave, km;
applied, step PERexHigh, km; ECWLTC,dec based on PERWLTC,ave and PERhigh,ave, km;
No. 10 is not ECWLTC,ave. PERexHigh,ave, km;
required and the Output step 6 ECWLTC, Wh/km;
output of this ECcity, Wh/km; Alignment of PER in case of city, ECWLTC,dec, Wh/km;
step for EClow, Wh/km; low, med, high and exHigh based on ECWLTC,ave, Wh/km;
PERWLTC,dec and ECmed, Wh/km; the ratio between PERWLTC,dec and ECcity,ave, Wh/km;
ECWLTC,dec is EChigh, Wh/km; PERWLTC,ave: EClow,ave, Wh/km;
the final result. ECexHigh, Wh/km. ECmed,ave, Wh/km;
𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 EChigh,ave, Wh/km;
𝐴𝐹𝑃𝐸𝑅 =
Output step 4 ECDC,first, Wh/km. 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 ECexHigh,ave, Wh/km;
ECDC,first,ave, Wh/km.
Alignment of EC in case of city, low,
med, high and exHigh based on the
ratio between ECWLTC,dec and
ECWLTC,ave:
𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒

available for vehicles H and vehicle
L. PERWLTC,dec as well as ECWLTC,dec
shall be rounded according to
the number of places of decimal as
specified in Table A6/1 of Annex B6.

method is not applied, PERWLTC,dec
and ECWLTC,dec shall be rounded
Regulation to the nearest whole
number.
.
8 Output step 7 ECWLTC,dec, Wh/km; Adjustment of the electric energy ECDC,COP, Wh/km.
ECWLTC,ave, Wh/km; consumption for the purpose of COP
ECDC,first,ave, as described in Appendix 8,
Wh/km. paragraph 1.1. to this annex.

488
Annex B8
9 Output step 7 PERcity,ave, km; Intermediate rounding according to PERcity,final, km;

PERlow,ave, km; paragraph 6.1.8. of this Regulation. PERlow,final, km;
If the PERmed,ave, km; PERmed,final, km;
interpolation PERhigh,ave, km; In the case that the interpolation PERhigh,final, km;
method is not PERexHigh,ave, km; method is applied, intermediate PERexHigh,final, km;
applied, step rounding shall be performed
No. 10 is not ECcity,ave, Wh/km; according to paragraph 6.1.8. of this ECcity,final, Wh/km;
required and the EClow,ave, Wh/km; Regulation: EClow,final, Wh/km;
output of this ECmed,ave, Wh/km; ECmed,final, Wh/km;
step is the final EChigh,ave, Wh/km; PERcity and PERp shall be rounded to EChigh,final, Wh/km;
result. ECexHigh,ave, Wh/km; the first place of decimal. ECexHigh,final, Wh/km;
Output step 8 ECDC,COP, Wh/km. ECcity and ECp shall be rounded to the ECDC,COP,final, Wh/km.
ECDC,COP shall be rounded to the first

place of decimal.
The output is available for vehicle H

and vehicle L.

test results according to paragraph
6.1.8. of this Regulation:
PERcity and PERp shall be rounded to

ECcity and ECp shall be rounded to the

ECDC,COP shall be rounded to the

10 Output step 7 PERWLTC,dec, km; Interpolation of individual values PERWLTC,ind, km;
ECWLTC,dec, Wh/km based on input from vehicle H and PERcity,ind, km;
Result of an vehicle L according to paragraph 4.5. PERlow,ind, km;
individual Output step 9 PERcity,final, km; of this annex, and final rounding PERmed,ind, km;
vehicle. PERlow,final, km; according to paragraph 6.1.8. of this PERhigh,ind, km;
Final test result. PERmed,final, km; Regulation. PERexHigh,ind, km;
PERhigh,final, km;
PERexHigh,final, km; PERind, PERcity,ind, and PERp,ind shall ECWLTC,ind, Wh/km;
be rounded to the nearest whole ECcity,ind, Wh/km;
ECcity,final, Wh/km; number. EClow,ind, Wh/km;
EClow,final, Wh/km; ECmed,ind, Wh/km;
ECmed,final, Wh/km; ECind, ECcity and ECp,ind shall be EChigh,ind, Wh/km;
EChigh,final, Wh/km; rounded to the nearest whole number. ECexHigh,ind, Wh/km;
ECexHigh,final,
Wh/km; ECDC,COP,ind shall be rounded to the
ECDC,COP,final, ECDC,COP,ind, Wh/km.
Wh/km. The output is available for each
individual vehicle.
489
Annex B8
4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of the
shortened test procedure
For the purpose of this table, the following nomenclature within the questions
j index for the considered period.
Table A8/11
Calculation of final PEV values determined by application the shortened Type 1 test
procedure
For Level 1A;
The considered periods shall be the low phase, medium phase, high phase, extra high phase,
the applicable WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B;
The considered periods shall be the low phase, medium phase, high phase and the
1 Annex B8 Test results Results measured according to ΔEREESS,j, Wh;

Appendix 3 to this annex, and pre- dj, km;
calculated according to
Usable battery energy according to UBESTP, Wh;

Recharged electric energy EAC, Wh.

this annex.
EAC shall be rounded according to

paragraph 6.1.8. of this Regulation
to the first place of decimal.

available for vehicle H and vehicle
L.
490
Annex B8
2 Output step 1 ΔEREESS,j, Wh; Calculation of weighting factors KWLTC,1

UBESTP, Wh. according to paragraph 4.4.2.1. of KWLTC,2
this annex. Kcity,1
Kcity,2
Output is available for each test. Kcity,3
Kcity,4
In the case that the interpolation Klow,1
method is applied, the output is Klow,2
available for vehicle H and vehicle Klow,3
L. Klow,4
Kmed,1
Kmed,2
Kmed,3
Kmed,4
Khigh,1
Khigh,2
KexHigh,1
KexHigh,2
3 Output step 1 ΔEREESS,j, Wh; Calculation of electric energy ECDC,WLTC,
dj, km; consumption at the REESSs Wh/km;
UBESTP, Wh. according to paragraph 4.4.2.1. of ECDC,city, Wh/km;
this annex. ECDC,low, Wh/km;
Output step 2 All weighting ECDC, med, Wh/km;
Calculation
f of the electric energy ECDC,high, Wh/km;
consumption
a from the first ECDC,exHigh,
applicable
c WLTP test cycle Wh/km;
ECDC,first
t as described in Appendix ECDC,first, Wh/km.
8, paragraph
o 1.1. to this annex.
r
Outputs is available for each test.

L.
4 Output step 1 UBESTP, Wh; Calculation of pure electric range PERWLTC, km;
according to paragraph 4.4.2.1. of PERcity, km;
Output step 3 ECDC,WLTC, this annex. PERlow, km;
Wh/km; PERmed, km;
ECDC,city, Output is available for each test. PERhigh, km;
Wh/km; PERexHigh, km.
ECDC,low, In the case that the interpolation
Wh/km; method is applied, the output is
ECDC, med, available for vehicle H and vehicle
Wh/km; L.
ECDC,high,
Wh/km;
ECDC,exHigh,
Wh/km.
5 Output step 1 EAC, Wh; Calculation of electric energy ECWLTC, Wh/km;

consumption at the mains ECcity, Wh/km;
491
Annex B8
Output step 4 PERWLTC, km; according to paragraph 4.3.4. of EClow, Wh/km;

PERcity, km; this annex. ECmed, Wh/km;
PERlow, km; EChigh, Wh/km;
PERmed, km; Output is available for each test. ECexHigh, Wh/km.
PERhigh, km;
PERexHigh, km. In the case that the interpolation
L.
6 Output step 4 PERWLTC, km; Averaging of tests for all input PERWLTC,dec, km;
PERcity, km; values. PERWLTC,ave, km;
If the PERlow, km; PERcity,ave, km;
interpolation PERmed, km; PERlow,ave, km;
method is PERhigh, km; PERmed,ave, km;
not applied, PERexHigh, km; Declaration of PERWLTC,dec and PERhigh,ave, km;
step No. 9 is ECWLTC,dec based on PERWLTC,ave PERexHigh,ave, km;
not required Output step 5 ECWLTC, Wh/km; and ECWLTC,ave.
and the ECcity, Wh/km; ECWLTC,dec,
output of EClow, Wh/km; Alignment of PER in case of city, Wh/km;
this step for ECmed, Wh/km; low, med, high and exHigh based ECWLTC,ave,
PERWLTC,dec EChigh, Wh/km; on the ratio between PERWLTC,dec Wh/km;
and ECexHigh, Wh/km. and PERWLTC,ave: ECcity,ave, Wh/km;
ECWLTC,dec is EClow,ave, Wh/km;
the final Output step 3 ECDC,first, 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 ECmed,ave, Wh/km;
𝐴𝐹𝑃𝐸𝑅 =
result. Wh/km. 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 EChigh,ave, Wh/km;
ECexHigh,ave,
Alignment of EC in case of city, Wh/km;
low, med, high and exHigh based ECDC,first,ave,
on the ratio between ECWLTC,dec and Wh/km.
ECWLTC,ave:
𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒

L. PERWLTC,dec as well as
ECWLTC,dec shall be rounded
this Regulation to the number of
places of decimal specified in
Table A6/1 of Annex B6.

method is not applied, PERWLTC,dec
and ECWLTC,dec shall be rounded
this Regulation to the nearest whole
number.
492
Annex B8
7 Output step 6 ECWLTC,dec, Adjustment of the electric energy ECDC,COP, Wh/km.

Wh/km; consumption for the purpose of
ECWLTC,ave, COP as described in Appendix 8,
Wh/km; Paragraph 1.1. to this annex.
ECDC,first,ave,
Wh/km. In the case that the interpolation
L.
8 Output step 6 PERcity,ave, km; Intermediate rounding according to PERcity,final, km;
PERlow,ave, km; paragraph 6.1.8. of this Regulation. PERlow,final, km;
Interpolatio PERmed,ave, km; PERmed,final, km;
n family PERhigh,ave, km; In the case that the interpolation PERhigh,final, km;
result. PERexHigh,ave, km; method is applied, intermediate PERexHigh,final, km;
If the rounding shall be performed
interpolation ECcity,ave, according to paragraph 6.1.8. of ECcity,final, Wh/km;
method is Wh/km; this Regulation: EClow,final, Wh/km;
not applied, EClow,ave, ECmed,final,
step No. 9 is Wh/km; PERcity and PERp shall be rounded Wh/km;
not required ECmed,ave, to the first place of decimal. EChigh,final,
and the Wh/km; Wh/km;
output of EChigh,ave, ECcity and ECp shall be rounded to ECexHigh,final,
this step is Wh/km; the first place of decimal. Wh/km;
the final ECexHigh,ave,
result. Wh/km; ECDC,COP,final,
ECDC,COP shall be rounded to the Wh/km.
Output step 7 ECDC,COP, first place of decimal.
Wh/km.
The output is available for vehicle
H and vehicle L.
In case that the interpolation

method is not applied, final
rounding of the test results
this Regulation shall apply:
PERcity and PERp shall be rounded

to the nearest whole number.
ECcity and ECp shall be rounded to

ECDC,COP shall be rounded to the

9 Output step 6 PERWLTC,dec, km; Interpolation of individual values PERWLTC,ind, km;
ECWLTC,dec, based on input from vehicle H and PERcity,ind, km;
Wh/km; vehicle L according to PERlow,ind, km;
paragraph 4.5. of this annex, and PERmed,ind, km;
493
Annex B8
Result of an Output step 8 PERcity,final, km; final rounding according to PERhigh,ind, km;
individual PERlow,final, km; paragraph 6.1.8. of this Regulation. PERexHigh,ind, km;
vehicle. PERmed,final, km;
Final test PERhigh,final, km; PERind, PERcity,ind, and PERp,ind shall ECWLTC,ind,
result. PERexHigh,final, be rounded to the nearest whole Wh/km;
km; number. ECcity,ind, Wh/km;
EClow,ind, Wh/km;
ECcity,final, ECind, ECcity and ECp,ind shall be ECmed,ind, Wh/km;
Wh/km; rounded to the nearest whole EChigh,ind, Wh/km;
EClow,final, number. ECexHigh,ind,
Wh/km; Wh/km;
ECmed,final,
Wh/km; ECDC,COP,ind shall be rounded to the ECDC,COP,ind,
EChigh,final, nearest whole number. Wh/km.
Wh/km;
ECexHigh,final, Output available for each
Wh/km; individual vehicle.
ECDC,COP,final,
Wh/km.
494
REESS state of charge profile

1. Test sequences and REESS profiles: OVC-HEVs and OVC-FCHVs (as
applicable), charge-depleting and charge-sustaining test
1.1. Test sequence OVC-HEVs and OVC-FCHVs according to Option 1
Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test
(Figure A8.App1/1)
Figure A8.App1/1
OVC-HEVs and OVC-FCHVs, charge-depleting Type 1 test
REESS
state of charge
Max.
Soak 120
+ Charge Depleting Cycle Range RCDC min.
Preconditioning REESS charging
REESS Charge Depleting Range RCDA
fully
charged
(recharging energy
Fully Charged
from the main)

ΔE
EAC
First Start of ICE
All Electric Range
Equivalent All Electric Range
applicable test cycle applicable test cycle

n-1
applicable test cycle n applicable test cycle n+1
n-2 (confirmation cycle)
(transition cycle)
Charging CD Type 1 test Charging
Soak time after each driven test cycle during CD

Type 1 test: max. 30min

Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1
test (Figure A8.App1/2).
Figure A8.App1/2
OVC-HEVs and OVC-FCHVs, charge-sustaining Type 1 test
495

Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test
(Figure A8.App1/3).
Figure A8.App1/3
OVC-HEVs and OVC-FCHVs, charge-depleting type 1 test with subsequent charge-
sustaining Type 1 test
REESS
state of charge
Soak
+
REESS Charge Depleting Cycle Range RCDC
REESS Preconditioning charging Charge Depleting Range RCDA
fully
charged
Fully Charged First Start of ICE
All Electric Range Continue at "A" on

next diagram
applicable test cycle applicable test cycle applicable test cycle n applicable test cycle n+1
n-2 n-1 (transition cycle) (confirmation cycle)
Charging CD Type 1 test

REESS
state of charge
Max.
120
CS Type 1 test min.
(recharging energy
from the mains)
ΔE
EAC
Soak
"A"
1 applicable test cycle Charging
(cold)
496

Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test
(Figure A8.App1/4)
Figure A8.App1/4
OVC-HEVs and OVC-FCHVs, charge-sustaining Type 1 test with subsequent charge-
depleting Type 1 test
REESS
state of charge
Preconditioning
CS Type 1 test
Soak "B"
at least 1 applicable test cycle 1 applicable test cycle

(cold)
REESS
state of charge
Max.
Soak 120
+ min.
REESS Charge Depleting Cycle Range RCDC
REESS charging Charge Depleting Range RCDA
fully
charged
(recharging energy
from the main)
Fully Charged
EAC
First Start of ICE ΔE
All Electric Range
"B"
applicable test cycle applicable test cycle n applicable test cycle n+1
applicable test cycle
n-2 (transition cycle) (confirmation cycle)
Charging CD Type 1 test Charging

497
2. Test sequence NOVC-HEVs and NOVC-FCHVs

Charge-sustaining Type 1 test (Figure A8.App1/5)
Figure A8.App1/5
NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test
3. Test sequences PEV

3.1. Consecutive cycles procedure (Figure A8.App1/6)
Figure A8.App1/6
Consecutive cycles test sequence PEV
498
3.2. Shortened test procedure (Figure A8.App1/7)

Figure A8.App1/7
Shortened test procedure test sequence for PEVs
499
REESS energy change-based correction procedure

This Appendix describes the procedure to correct the charge-sustaining Type 1 test CO2 mass
emission for NOVC-HEVs and OVC-HEVs, and the fuel consumption for NOVC-FCHVs
and OVC-FCHVs (if applicable) as a function of the electric energy change of all REESSs.
1.1. Applicability of this appendix
1.1.1. The correction shall be applied on the phase-specific fuel consumptions for
NOVC-FCHVs and OVC-FCHVs of the charge-sustaining Type 1 test, and on
the phase-specific CO2 mass emissions for NOVC-HEVs and OVC-HEVs of
the charge-sustaining Type 1 test.
1.1.2. The application of the correction over the total cycle on the fuel consumption
for NOVC-FCHVs and OVC-FCHVs, on the CO2 mass emission for NOVC-
HEVs and OVC-HEVs is based on the charge-sustaining REESS energy change
∆EREESS,CS of the charge-sustaining Type 1 test and the correction criterion c.
For the calculation of ∆EREESS,CS , paragraph 4.3. of this annex shall be used. The
considered period j used in paragraph 4.3. of this annex is defined by the charge-
sustaining Type 1 test. The correction criterion c shall be determined according
to paragraph 1.2. of this Appendix.
1.1.3. The correction over the total cycle shall be applied on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs
and OVC-HEVs if ∆EREESS,CS is negative which corresponds to REESS
discharging and the correction criterion c calculated in paragraph 1.2. of this
appendix is greater than the applicable threshold according to
Table A8.App2/1.
1.1.4. The correction over the total cycle may be omitted on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs
and OVC-HEVs and uncorrected values may be used if:
(a) ∆EREESS,CS is positive which corresponds to REESS charging and the
correction criterion c calculated in paragraph 1.2. of this appendix is
greater than the applicable threshold according to Table A8.App2/1;
(b) The correction criterion c calculated in paragraph 1.2. of this appendix
is smaller than the applicable threshold according to Table A8.App2/1;
(c) The manufacturer can prove to the responsible authority by
measurement that there is no relation between ∆EREESS,CS and charge-
sustaining CO2 mass emission and ∆EREESS,CS and fuel consumption
respectively.
1.2. The correction criterion c is the ratio between the absolute value of the REESS
electric energy change ∆EREESS,CS and the fuel energy and shall be calculated
as follows:
|∆EREESS,CS |
c=
Efuel,CS
where:
∆EREESS,CS is the charge-sustaining REESS energy change according to
paragraph 1.1.2. of this appendix, Wh;
Efuel,CS is the charge-sustaining energy content of the consumed fuel
according to paragraph 1.2.1. of this appendix in the case of
NOVC-HEVs and OVC-HEVs, and according to
500
paragraph 1.2.2. of this appendix in the case of NOVC-FCHVs

and OVC-FCHVs, Wh.
1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs
The charge-sustaining energy content of the consumed fuel for NOVC-HEVs
and OVC-HEVs shall be calculated using the following equation:
Efuel,CS = 10 × HV × FCCS,nb × dCS
where:
Efuel,CS is the charge-sustaining energy content of the consumed fuel of
the applicable WLTP test cycle of the charge-sustaining Type 1
test, Wh;
HV is the heating value according to Table A6.App2/1, kWh/l;
balance, determined according to paragraph 6. of Annex B7,
using the gaseous emission compound values according to
Table A8/5, step No. 2, l/100 km;
dCS is the distance driven over the corresponding applicable WLTP
test cycle, km;
10 conversion factor to Wh.
1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs and OVC-FCHVs
The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs
and OVC-FCHVs shall be calculated using the following equation:
1
Efuel,CS = × 121 × FCCS,nb × dCS
0.36
where:
Efuel,CS is the charge-sustaining energy content of the consumed fuel of
the applicable WLTP test cycle of the charge-sustaining Type 1
test, Wh;
121 is the lower heating value of hydrogen, MJ/kg;
balance, determined according to Table A8/7, step No. 1,
kg/100 km;
dCS is the distance driven over the corresponding applicable WLTP
test cycle, km;
1
conversion factor to Wh.
0.36
Table A8.App2/1
RCB correction criteria thresholds
Applicable Type 1 Low + Medium + Low + Medium +

test cycle Low + Medium High High + Extra High
Thresholds for 0.015 0.01 0.005

correction
criterion c
501
2. Calculation of correction coefficients

2.1. The CO2 mass emission correction coefficient KCO2, the fuel consumption
correction coefficients Kfuel,FCHV, as well as, if required by the manufacturer,
the phase-specific correction coefficients KCO2,p and Kfuel,FCHV,p shall be
developed based on the applicable charge-sustaining Type 1 test cycles.
In the case that vehicle H was tested for the development of the correction
coefficient for CO2 mass emission for NOVC-HEVs and OVC-HEVs, the
coefficient may be applied to vehicles that fulfil the same interpolation family
criteria.
2.2. The correction coefficients shall be determined from a set of charge-sustaining
Type 1 tests according to paragraph 3. of this appendix. The number of tests
performed by the manufacturer shall be equal to or greater than five.
The manufacturer may request to set the state of charge of the REESS prior to
the test according to the manufacturer’s recommendation and as described in
paragraph 3. of this appendix. This practice shall only be used for the purpose
of achieving a charge-sustaining Type 1 test with opposite sign of the
∆EREESS,CS and with approval of the responsible authority.
The set of measurements shall fulfil the following criteria:
(a) The set shall contain at least one test with ∆EREESS,CS,n ≤ 0 and at least
one test with ∆EREESS,CS,n > 0. ∆EREESS,CS,n is the sum of electric energy
changes of all REESSs of test n calculated according to paragraph 4.3.
of this annex.
(b) The difference in MCO2,CS between the test with the highest negative
electric energy change and the test with the highest positive electric
energy change shall be greater than or equal to 5 g/km. This criterion
shall not be applied for the determination of Kfuel,FCHV.
In the case of the determination of KCO2, the required number of tests
may be reduced to three tests if all of the following criteria are fulfilled
in addition to (a) and (b):
(c) The difference in MCO2,CS between any two adjacent measurements,
related to the electric energy change during the test, shall be less than
or equal to 10 g/km.
(d) In addition to (b), the test with the highest negative electric energy
change and the test with the highest positive electric energy change
shall not be within the region that is defined by:
∆EREESS
−0.01 ≤ ≤ +0.01,
Efuel
where:
Efuel is the energy content of the consumed fuel calculated according
to paragraph 1.2. of this appendix, Wh.
(e) The difference in MCO2,CS between the test with the highest negative
electric energy change and the mid-point, and the difference in MCO2,CS
between the mid-point and the test with the highest positive electric
energy change shall be similar and preferably be within the range
defined by (d). If this requirement is not feasible, the responsible
authority shall decide if a retest is necessary.
The correction coefficients determined by the manufacturer shall be reviewed
and approved by the responsible authority prior to its application.
If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both,
the manufacturer shall provide evidence to the responsible authority as to why
the vehicle is not capable of meeting either or both criteria. If the responsible
502
authority is not satisfied with the evidence, it may require additional tests to be
performed. If the criteria after additional tests are still not fulfilled, the
responsible authority shall determine a conservative correction coefficient,
based on the measurements.
2.3. Calculation of correction coefficients K fuel,FCHV and K CO2
2.3.1. Determination of the fuel consumption correction coefficient K fuel,FCHV
For NOVC-FCHVs and OVC-FCHVs, the fuel consumption correction
coefficient K fuel,FCHV , determined by driving a set of charge-sustaining Type 1
tests, is defined using the following equation:
∑nn=1
CS
((ECDC,CS,n − ECDC,CS,avg ) × (FCCS,nb,n − FCCS,nb,avg ))
K fuel,FCHV =
∑nn=1
CS
(ECDC,CS,n − ECDC,CS,avg )2
where:
K fuel,FCHV is the fuel consumption correction coefficient,
(kg/100 km)/(Wh/km);
ECDC,CS,n is the charge-sustaining electric energy consumption of test n
based on the REESS depletion according to the equation below,
Wh/km
ECDC,CS,avg is the mean charge-sustaining electric energy consumption of
nCS tests based on the REESS depletion according to the
equation below, Wh/km;
FCCS,nb,n is the charge-sustaining fuel consumption of test n, not corrected
for the energy balance, according to Table A8/7, step No. 1,
kg/100 km;
FCCS,nb,avg is the arithmetic average of the charge-sustaining fuel
consumption of nCS tests based on the fuel consumption, not
corrected for the energy balance, according to the equation
below, kg/100 km;
n is the index number of the considered test;
nCS is the total number of tests;
and:
1 nCS
ECDC,CS,avg = × ∑ ECDC,CS,n
nCS n=1
and:
1 nCS
FCCS,nb,avg = × ∑ FCCS,nb,n
nCS n=1
and:
∆EREESS,CS,n
ECDC,CS,n =
dCS,n
where:
∆EREESS,CS,n is the charge-sustaining REESS electric energy change of test n
according to paragraph 1.1.2. of this appendix, Wh;
dCS,n is the distance driven over the corresponding charge-sustaining
Type 1 test n, km.
The fuel consumption correction coefficient shall be rounded according to
paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the fuel consumption correction coefficient shall be evaluated
503
2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was
developed from tests over the whole applicable WLTP test cycle for the
correction of each individual phase.
2.3.1.2. Additional to the requirements of paragraph 2.2. of this appendix, at the
manufacturer’s request and upon approval of the responsible authority,
separate fuel consumption correction coefficients K fuel,FCHV,p for each
individual phase may be developed. In this case, the same criteria as described
in paragraph 2.2. of this appendix shall be fulfilled in each individual phase
and the procedure described in paragraph 2.3.1. of this appendix shall be
applied for each individual phase to determine each phase specific correction
coefficient.
2.3.2. Determination of CO2 mass emission correction coefficient KCO2
For OVC-HEVs and NOVC-HEVs, the CO2 mass emission correction
coefficient K CO2 , determined by driving a set of charge-sustaining Type 1 tests,
is defined by the following equation:
∑nn=1
CS
((ECDC,CS,n − ECDC,CS,avg ) × (MCO2,CS,nb,n − MCO2,CS,nb,avg ))
K CO2 = 2
∑nn=1
CS
(ECDC,CS,n − ECDC,CS,avg )
where:
K CO2 is the CO2 mass emission correction coefficient,
(g/km)/(Wh/km);
ECDC,CS,n is the charge-sustaining electric energy consumption of
test n based on the REESS depletion according to
paragraph 2.3.1. of this appendix, Wh/km;
ECDC,CS,avg is the arithmetic average of the charge-sustaining electric
energy consumption of nCS tests based on the REESS
depletion according to paragraph 2.3.1. of this appendix,
Wh/km;
MCO2,CS,nb,n is the charge-sustaining CO2 mass emission of test n, not
corrected for the energy balance, calculated according
MCO2,CS,nb,avg is the arithmetic average of the charge-sustaining CO2
mass emission of nCS tests based on the CO2 mass
emission, not corrected for the energy balance, according
to the equation below, g/km;
n is the index number of the considered test;
nCS is the total number of tests;
and:
1 nCS
MCO2,CS,nb,avg = × ∑ MCO2,CS,nb,n
nCS n=1
The CO2 mass emission correction coefficient shall be rounded according to

paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the CO2 mass emission correction coefficient shall be evaluated
2.3.2.1. It is permitted to apply the CO2 mass emission correction coefficient developed
from tests over the whole applicable WLTP test cycle for the correction of each
individual phase.
2.3.2.2. Additional to the requirements of paragraph 2.2. of this appendix, at the request
of the manufacturer and upon approval of the responsible authority, separate
CO2 mass emission correction coefficients K CO2,p for each individual phase
504
may be developed. In this case, the same criteria as described in paragraph 2.2.
of this appendix shall be fulfilled in each individual phase and the procedure
described in paragraph 2.3.2. of this appendix shall be applied for each
individual phase to determine phase-specific correction coefficients.
3. Test procedure for the determination of the correction coefficients
3.1. OVC-HEVs and OVC-FCHVs
For OVC-HEVs and OVC-FCHVs, one of the following test sequences
according to Figure A8.App2/1 shall be used to measure all values that are
necessary for the determination of the correction coefficients according to
paragraph 2. of this appendix.
Figure A8.App2/1
OVC-HEV and OVC-FCHV test sequences
3.1.1. Option 1 test sequence

Preconditioning and soaking shall be conducted according to paragraph 2.1. of
3.1.1.2. REESS adjustment
Prior to the test procedure according to paragraph 3.1.1.3. of this appendix, the
manufacturer may adjust the REESS. The manufacturer shall provide evidence
that the requirements for the beginning of the test according to
paragraph 3.1.1.3. of this appendix are fulfilled.
3.1.1.3. Test procedure
3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be
selected according to paragraph 3. of Appendix 6 to this annex.
3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of
this annex shall be driven.
3.1.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according
to the Type 1 test procedure described in Annex B6.
505
3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination
of the correction coefficients, the test may be followed by a number of
consecutive sequences required according to paragraph 2.2. of this appendix
consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this
appendix.
The test vehicle shall be preconditioned according to paragraph 2.1.1. or
paragraph 2.1.2. of Appendix 4 to this annex.
After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to
this annex shall be omitted and a break, during which the REESS is permitted
to be adjusted, shall be set to a maximum duration of 60 minutes. A similar
break shall be applied in advance of each test. Immediately after the end of this
break, the requirements of paragraph 3.1.2.3. of this appendix shall be applied.
Upon request of the manufacturer, an additional warm-up procedure may be
conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure
shall be applied repeatedly within the test sequence.
3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test may be followed by a
number of consecutive sequences required according to paragraph 2.2. of this
appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this appendix.
3.2. NOVC-HEVs and NOVC-FCHVs
For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences
according to Figure A8.App2/2 shall be used to measure all values that are
necessary for the determination of the correction coefficients according to
506
Figure A8.App2/2
NOVC-HEV and NOVC-FCHV test sequences
Option 1 test sequence Option 2 test sequence
(paragraph 3.2.1. of this appendix) (paragraph 3.2.2. of this appendix)
Preconditioning and soaking Preconditioning
Optional:
REESS adjustment
REESS adjustment within a

similar break of max. 60min
Applicable WLTP test cycle Applicable WLTP test cycle

The test vehicle shall be preconditioned and soaked according to
Prior to the test procedure, according to paragraph 3.2.1.3. of this appendix,
the manufacturer may adjust the REESS. The manufacturer shall provide
evidence that the requirements for the beginning of the test according to
paragraph 3.2.1.3. of this appendix are fulfilled.
3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of
to the charge-sustaining Type 1 test procedure described in Annex B6.
3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test can be followed by a
appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of
this appendix.
The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this
annex.
After preconditioning, the soaking according to paragraph 3.3.1.2. of this
annex shall be omitted and a break, during which the REESS is permitted to
be adjusted, shall be set to a maximum duration of 60 minutes. A similar break
507
shall be applied in advance of each test. Immediately after the end of this break,
the requirements of paragraph 3.2.2.3. of this appendix shall be applied.
Upon request of the manufacturer, an additional warm-up procedure may be
conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure
shall be applied repeatedly within the test sequence.
3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test can be followed by a
appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this appendix.
508
Determination of REESS current and REESS voltage for

NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC-
FCHVs (as applicable)
1. Introduction
1.1. This appendix defines the method and required instrumentation to determine
the REESS current and the REESS voltage of NOVC-HEVs, OVC-HEVs,
OVC-FCHVs, PEVs and NOVC-FCHVs.
1.2. Measurement of REESS current and REESS voltage shall start at the same time
as the test starts and shall end immediately after the vehicle has finished the
test.
1.3. The REESS current and the REESS voltage of each phase shall be determined.
1.4. A list of the instrumentation used by the manufacturer to measure REESS
voltage and current (including instrument manufacturer, model number, serial
number, last calibration dates (where applicable)) during:
(a) The Type 1 test according to paragraph 3 of this annex;
(b) The procedure to determine the correction coefficients according to
Appendix 2 of this annex (where applicable);
(c) For Level 1A;
The Ambient Temperature Correction Test (ATCT) as specified in
Annex B6a
shall be provided to the responsible authority.
2. REESS current
REESS depletion is considered as a negative current.
2.1. External REESS current measurement
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or
closed type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1 of this annex. The current transducer(s)
shall be capable of handling the peak currents at engine starts and temperature
conditions at the point of measurement.
In order to have an accurate measurement, zero adjustment and degaussing
shall be performed before the test according to the instrument manufacturer's
instructions.
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.
In case of shielded wires, appropriate methods shall be applied in accordance
In order to easily measure the REESS current using external measuring
equipment, the manufacturer should provide appropriate, safe and accessible
connection points in the vehicle. If that is not feasible, the manufacturer is
obliged to support the responsible authority in connecting a current transducer
to one of the cables directly connected to the REESS in the manner described
above in this paragraph.
509
2.1.3. The current transducer output shall be sampled with a minimum frequency of
20 Hz. The measured current shall be integrated over time, yielding the
measured value of Q, expressed in ampere-hours Ah. The integration may be
done in the current measurement system.
2.2. Vehicle on-board REESS current data
As an alternative to paragraph 2.1. of this appendix, the manufacturer may use
on-board REESS current measurement data. The accuracy of these data shall
be demonstrated to the responsible authority.
3. REESS voltage
3.1. External REESS voltage measurement
During the tests described in paragraph 3. of this annex, the REESS voltage
shall be measured with the equipment and accuracy requirements specified in
paragraph 1.1. of this annex. To measure the REESS voltage using external
measuring equipment, the manufacturers shall support the responsible
authority by providing REESS voltage measurement points and safety
instructions.
3.2. Nominal REESS voltage
For NOVC-HEVs, NOVC-FCHVs, OVC-HEVs and OVC-FCHVs, instead of
using the measured REESS voltage according to paragraph 3.1. of this
appendix, the nominal voltage of the REESS determined according to
IEC 60050-482 may be used.
3.3. Vehicle on-board REESS voltage data
As an alternative to paragraphs 3.1. and 3.2. of this appendix, the manufacturer
may use the on-board voltage measurement data. The accuracy of these data
shall be demonstrated to the responsible authority.
3.4. Restrictions in the application of instantaneous voltage
In the following situations, the application of the instantaneous voltage
according to paragraphs 3.1. and 3.3. of this appendix is prohibited and the
nominal REESS voltage determined according to the standard referenced in
paragraph 3.2. of this appendix shall be used:
(a) During the development of the REESS energy change-based correction
factor defined in Appendix 2 to this annex;
(b) For the calculation of charge-sustaining CO2 mass emission for OVC-
HEVs and NOVC-HEVs as described in paragraphs 4.1.1.3. to 4.1.1.5.
inclusive of this annex;
(c) For the calculation of charge-sustaining fuel consumption for NOVC-
FCHVs and OVC-FCHVs as described in paragraphs 4.2.1.2.3. to
4.2.1.2.5. inclusive of this annex.
510
Preconditioning, soaking and REESS charging conditions of

PEVs, OVC-HEVs and OVC-FCHVs (as applicable)
1. This appendix describes the test procedure for REESS and combustion engine
preconditioning in preparation for:
(a) Electric range, charge-depleting and charge-sustaining measurements
when testing OVC-HEVs and OVC-FCHVs; and
(b) Electric range measurements as well as electric energy consumption
measurements when testing PEVs.
2. OVC-HEV and OVC-FCHV preconditioning and soaking
2.1. Preconditioning and soaking when the test procedure starts with a charge-
sustaining test
2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at
least one applicable WLTP test cycle. During each driven preconditioning
cycle, the charging balance of the REESS shall be determined. The
preconditioning shall be stopped at the end of the applicable WLTP test cycle
during which the break-off criterion is fulfilled according to paragraph 3.2.4.5.
of this annex.
2.1.2. As an alternative to paragraph 2.1.1. of this appendix, at the request of the
manufacturer and upon approval of the responsible authority, the state of
charge of the REESS for the charge-sustaining Type 1 test may be set
according to the manufacturer’s recommendation in order to achieve a test
under charge-sustaining operating condition.
In such a case, a preconditioning procedure, such as that applicable to pure ICE
vehicles as described in paragraph 2.6. of Annex B6, shall be applied.
2.1.3. Soaking of the vehicle shall be performed according to paragraph 2.7. of
Annex B6.
2.2. Preconditioning and soaking when the test procedure starts with a charge-
depleting test
2.2.1. OVC-HEVs and OVC-FCHVs shall be driven over at least one applicable
WLTP test cycle. During each driven preconditioning cycle, the charging
balance of the REESS shall be determined. The preconditioning shall be
stopped at the end of the applicable WLTP test cycle during which the break-
off criterion is fulfilled according to paragraph 3.2.4.5. of this annex.
2.2.2. Soaking of the vehicle shall be performed according to paragraph 2.7. of
Annex B6. Forced cooling down shall not be applied to vehicles
preconditioned for the Type 1 test. During soak, the REESS shall be charged
using the normal charging procedure as defined in paragraph 2.2.3. of this
appendix.
2.2.3. Application of a normal charge
Normal charging is the transfer of electricity to an electrified vehicle with a
power of less than or equal to 22 kW.
Where there are several possible methods to perform a normal AC charge (e.g.
cable, induction, etc.), the charging procedure via cable shall be used.
Where there are several AC charging power levels available, the highest
normal charging power shall be used. An AC charging power lower than the
highest normal AC charging power may be selected if recommended by the
manufacturer and by approval of the responsible authority.
511
2.2.3.1. The REESS shall be charged at an ambient temperature as specified in

paragraph 2.2.2.2. of Annex B6 with the on-board charger if fitted.
In the following cases, a charger recommended by the manufacturer and using
the charging pattern prescribed for normal charging shall be used if:
(a) No on-board charger is fitted, or
(b) The charging time exceeds the soaking time defined in paragraph 2.7.
of Annex B6.
The procedures in this paragraph exclude all types of special charges that could
be automatically or manually initiated, e.g. equalization charges or servicing
charges. The manufacturer shall declare that, during the test, a special charge
procedure has not occurred.
2.2.3.2. End-of-charge criterion
The end-of-charge criterion is reached when the on-board or external
instruments indicate that the REESS is fully charged. If the charging is
performed during soaking and finished before the minimum required soaking
time as defined in paragraph 2.7. of Annex B6, the vehicle shall stay connected
to the grid at least until the minimum required soaking time is reached.
3. PEV preconditioning and soaking
3.1. Initial charging of the REESS
Initial charging of the REESS consists of discharging the REESS and applying
a normal charge.
3.1.1. Discharging the REESS
The discharge procedure shall be performed according to the manufacturer’s
recommendation. The manufacturer shall guarantee that the REESS is as fully
depleted as is possible by the discharge procedure.
3.1.2. Soaking and application of a normal charge
Soaking of the vehicle shall be performed in accordance with paragraph 2.7.
of Annex B6.
During soak, the REESS shall be charged using the normal charging procedure
as defined in paragraph 2.2.3. of this appendix.
512
Utility factors (UF) for OVC-HEVs and OVC-FCHVs (as

applicable)
1. Each Contracting Party may develop its own UFs.
2. The methodology recommended for the determination of a UF curve based on
driving statistics is described in SAE J2841 (Sept. 2010, Issued 2009-03,
Revised 2010-09).
3. For the calculation of a fractional utility factor UFj for the weighting of
period j, the following equation shall be applied by using the coefficients
from Table A8.App5/1.
dj i j−1
UFj (dj ) = 1 − exp {− (∑ki=1 Ci × ( ) )} − ∑l=1 UFl
dn
where:
UFj utility factor for period j;
dj measured distance driven at the end of period j, km;
Ci ith coefficient (see Table A8.App5/1);
dn normalized distance (see Table A8.App5/1), km;
k number of terms and coefficients in the exponent;
j number of period considered;
i number of considered term/coefficient;
∑j−1
l=1 UFl sum of calculated utility factors up to period (j-1).
Table A8.App5/1
Parameters for the determination of fractional UFs (as applicable)
Parameter Level 1A
dn 800 km
C1 26.25
C2 -38.94
C3 -631.05
C4 5964.83
C5 -25095
C6 60380.2
C7 -87517
C8 75513.8
C9 -35749
C10 7154.94
513
Selection of driver-selectable modes

1. General requirement
1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test
procedure according to paragraphs 2. to 4. inclusive of this appendix which
enables the vehicle to follow the considered test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6. This shall apply to
all vehicle systems with driver-selectable modes including those not solely
specific to the transmission.
1.2. The manufacturer shall provide evidence to the responsible authority
concerning:
(a) The availability of a predominant mode under the considered
conditions;
(b) The maximum speed of the considered vehicle;
and if required:
(c) The best and worst case mode identified by the evidence on the fuel
consumption and, if applicable, on the CO2 mass emission/fuel
consumption in all modes. See paragraph 2.6.6.3. of Annex B6;
(d) The highest electric energy consuming mode;
(e) The cycle energy demand (according to paragraph 5 of Annex B7
where the target speed is replaced by the actual speed).
1.3. Dedicated driver-selectable modes, such as "mountain mode" or "maintenance
mode" which are not intended for normal daily operation but only for special
limited purposes, shall not be considered.
2. OVC-HEVs and OVC-FCHVs (as applicable) equipped with a driver-
selectable mode under charge-depleting operating condition
depleting Type 1 test shall be selected according to the following conditions.
The flow chart in Figure A8.App6/1 illustrates the mode selection according
to this paragraph.
2.1. If there is a predominant mode that enables the vehicle to follow the reference
test cycle under charge-depleting operating condition, this mode shall be
selected.
2.2. If there is no predominant mode or if there is a predominant mode but this
mode does not enable the vehicle to follow the reference test cycle under
charge-depleting operating condition, the mode for the test shall be selected
according to the following conditions:
(a) If there is only one mode which allows the vehicle to follow the
reference test cycle under charge-depleting operating conditions, this
mode shall be selected;
(b) If several modes are capable of following the reference test cycle under
charge-depleting operating conditions and none of those modes is a
configurable start mode, the worst case mode for electric energy
consumption of those modes shall be selected;
(c) If several modes are capable of following the reference test cycle under
charge-depleting operating conditions and at least two of those modes
514
are a configurable start mode, the worst case mode for electric energy
consumption shall be selected from these configurable start modes.
2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9 of Annex B1:
(a) If there is a predominant mode which allows the vehicle to follow the
modified reference test cycle under charge-depleting operating
conditions, this mode shall be selected.
(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle under charge-
depleting operating condition, the worst case mode for electric energy
consumption of those modes shall be selected. In the case that at least
two or more configurable start modes, the worst case mode for electric
energy consumption shall be selected from these configurable start
modes;
(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle under charge-depleting operating condition, the
mode or modes with the highest cycle energy demand shall be identified
and the worst case mode for electric energy consumption shall be
selected.
515
Figure A8.App6/1a and Figure A8.App6/1b

Selection of driver-selectable mode for OVC-HEVs and OVC-FCHVs (as applicable)
under charge-depleting operating condition
516
3. OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC-FCHVs (as applicable)

equipped with a driver- selectable mode under charge-sustaining operating
condition
sustaining Type 1 test shall be selected according to the following conditions.
to this paragraph.
test cycle under charge-sustaining operating condition, this mode shall be
selected.
mode does not enable the vehicle to follow the reference test cycle under
charge-sustaining operating condition, the mode for the test shall be selected
according to the following conditions:
reference test cycle under charge-sustaining operating conditions, this
mode shall be selected;
(b) If several modes are capable of following the reference test cycle under
charge-sustaining operating conditions and none of those modes is a
configurable start mode, the worst case mode for CO 2 emissions and
fuel consumption shall be selected;
(c) If several modes are capable of following the reference test cycle under
charge-sustaining operating conditions and at least two or more of those
modes are a configurable start mode, the worst case mode for CO 2
emissions and fuel consumption shall be selected.
reference test cycle shall be modified according to paragraph 9. of Annex B1:
modified reference test cycle under charge-sustaining operating
condition, this mode shall be selected.
vehicle to follow the modified reference test cycle under charge-
sustaining operating condition, the worst case mode for CO2 emissions
and fuel consumption of these modes shall be selected.
reference test cycle under charge-sustaining operating condition, the
mode or modes with the highest cycle energy demand shall be identified
and the worst case mode for CO2 emissions and fuel consumption of
those modes shall be selected. In the case that at least two or more of
these modes are a configurable start mode, the worst case mode for CO2
emissions and fuel consumption shall be selected from these modes.
517

Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs, OVC-FCHVs
and NOVC- FCHVs under charge-sustaining operating condition
518
4. PEVs equipped with a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test shall
be selected according to the following conditions.
to this paragraph.
test cycle, this mode shall be selected.
mode does not enable the vehicle to follow the reference test cycle, the mode
for the test shall be selected according to the following conditions:
reference test cycle, this mode shall be selected;
(b) If several modes are capable of following the reference test cycle and
none of those modes is a configurable start mode, the worst case mode
for electric energy consumption of those modes shall be selected;
(c) If several modes are capable of following the reference test cycle and
at least two of those modes are a configurable start mode, the worst case
mode for electric energy consumptionshall be selected from these
configurable start modes.
reference test cycle shall be modified according to paragraph 9. of Annex B1.
The resulting test cycle shall be named as the applicable WLTP test cycle:
modified reference test cycle, this mode shall be selected;
vehicle to follow the modified reference test cycle, worst case mode for
electric energy consumption of those modes shall be selected. In the
case that at least two or more configurable start modes, the worst case
mode for electric energy consumption shall be selected from these
configurable start modes;
reference test cycle, the mode or modes with the highest cycle energy
demand shall be identified and the worst case mode for electric energy
consumption shall be selected.
519

Selection of the driver-selectable mode for PEVs
520
Fuel consumption measurement of compressed hydrogen fuel

cell hybrid vehicles
Fuel consumption shall be measured using the gravimetric method in
accordance with paragraph 2. of this appendix.
authority, fuel consumption may be measured using either the pressure method
or the flow method. In this case, the manufacturer shall provide technical
evidence that the method yields equivalent results. The pressure and flow
methods are described in ISO 23828.
2. Gravimetric method
Fuel consumption shall be calculated by measuring the mass of the fuel tank
before and after the test.
2.1. Equipment and setting
2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or
more off-vehicle tanks shall be used to measure the fuel consumption. The off-
vehicle tank(s) shall be connected to the vehicle fuel line between the original
fuel tank and the fuel cell system.
2.1.2. For preconditioning, the originally installed tank or an external source of
hydrogen may be used.
2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended
value.
2.1.4. Difference of the gas supply pressures in lines shall be minimized when the
lines are switched.
In the case that influence of pressure difference is expected, the manufacturer
and the responsible authority shall agree whether correction is necessary or
not.
2.1.5. Balance
2.1.5.1. The balance used for fuel consumption measurement shall meet the
specification of Table A8.App7/1.
Table A8.App7/1
Analytical balance verification criteria
Measurement system Resolution Precision
Balance 0.1 g maximum ±0.02 maximum(a)

(a)
Fuel consumption (REESS charge balance = 0) during the test, in mass, standard
deviation
2.1.5.2. The balance shall be calibrated in accordance with the specifications provided
by the balance manufacturer or at least as often as specified in
Table A8.App7/2.
521
Table A8.App7/2
Instrument calibration intervals
Instrument checks Interval
Precision Yearly and at major maintenance
2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such
as a damping table or a wind barrier, shall be provided.
Figure A8.App7/1
Example of instrumentation
where:
1 is the external fuel supply for preconditioning
2 is the pressure regulator
3 is the original tank
4 is the fuel cell system
5 is the balance
6 is/are off-vehicle tank(s) for fuel consumption measurement
2.2. Test procedure
2.2.1. The mass of the off-vehicle tank shall be measured before the test.
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in
Figure A8.App7/1.
2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.
2.2.4. The off-vehicle tank shall be removed from the line.
2.2.5. The mass of the tank and fuel consumed after the test shall be measured.
2.2.5.1. At the request of the manufacturer and with approval of the responsible
authority, the change in weight of the hydrogen in the auxiliary line between
points 2 and 4 in Figure A8.App7/1 due to changes in temperature and pressure
may be taken into consideration.
2.2.6. The non-balanced charge-sustaining fuel consumption FCCS,nb from the
measured mass before and after the test shall be calculated using the following
equation:
g1 −g2
FCCS,nb = × 100
d
where:
FCCS,nb is the non-balanced charge-sustaining fuel consumption
measured during the test, kg/100 km;
g1 is the mass of the tank at the start of the test, kg;
g2 is the mass of the tank at the end of the test, kg;
522
d is the distance driven during the test, km.

2.2.7. This paragraph is only applicable for Level 1B;
Separate fuel consumption FCCS,nb,p as defined in paragraphs 4.2.1.2.4. and
4.2.1.2.5. of this annex shall be calculated for each individual phase in
accordance with paragraph 2.2. of this appendix. The test procedure shall be
conducted with off-vehicle tanks and connections to the vehicle fuel line which
are individually prepared for each phase.
523
Calculation of additional values required for checking the

Conformity of Production of electric energy consumption of
PEVs and OVC-HEVs
For the conformity of production, specific values are required to be provided,
the calculation of which is described in this appendix.
1. Calculation of electric energy consumption values of PEVs for conformity of
production
1.1. The following value shall be declared and used for verifying the conformity of
production with respect to the electric energy consumption of PEVs:
ECDC−i,COP = ECDC,first,i × AFEC,i
where:
i is representing – in the case the interpolation method is
applied – the index L for vehicle L and the index H for
vehicle H. In the case the interpolation method is not
applied, index i is representing the vehicle tested and
paragraph 1.2. of this appendix shall be omitted.
ECDC−i,COP is the electric energy consumption of vehicle i based on
the REESS depletion of the first applicable WLTC test
cycle provided for the verification during the conformity
of production test procedure;
ECDC,first,i is the electric energy consumption of vehicle i based on
the REESS depletion of the first applicable WLTC test
cycle according to paragraph 4.3. of this annex,
in Wh/km;
AFEC,i is the adjustment factor of vehicle i which compensates
the difference between the charge-depleting electric
energy consumption value declared after having
performed the Type 1 test procedure during type
approval and the measured test result determined during
the conformity of production procedure
and
ECWLTC,declared,i
AFEC,i =
ECWLTC,i
where
ECWLTC,declared,i is the declared electric energy consumption of vehicle i
for PEVs according to paragraph 1.2.3. of Annex B6 .
ECWLTC,i is the measured electric energy consumption of vehicle i
1.1.1. In the case that the interpolation method is applied, the values declared and
used for verifying the conformity of production with respect to the electric
energy consumption of vehicle H and vehicle L shall be the input values for
the interpolation of the individual electric energy consumption values
according to paragraph 1.2. of this appendix.
1.2. Interpolation of the individual electric energy consumption value of PEVs
This paragraph shall only be applied in the case the interpolation method is
applied. The interpolated electric energy consumption value shall be declared
524
and used for verifying the conformity of production with respect to the electric
energy consumption of the individual vehicle:
ECDC−ind,COP = ECDC−L,COP + K ind × (ECDC−H,COP − ECDC−L,COP )
where:
ECDC−ind,COP is the electric energy consumption of an individual
vehicle for the conformity of production, Wh/km;
ECDC−L,COP is the electric energy consumption of vehicle L for the
conformity of production determined according to
paragraph 1.1. of this appendix, Wh/km;
ECDC−H,COP is the electric energy consumption of vehicle H for the
conformity of production determined according to
paragraph 1.1. of this appendix, Wh/km;
individual vehicle for the applicable WLTP test cycle,
according to paragraph 4.5.3. of this annex.
2. Calculation of electric energy consumption values of OVC-HEVs for
conformity of production
This paragraph shall only be applied if there is no engine start in the first cycle
of the charge-depleting Type 1 test during Type Approval. In the case there is
an engine start, this paragraph shall be omitted.
2.1. The following value shall be declared and used for verifying the conformity
of production with respect to electric energy consumption value of OVC-
HEVs:
ECDC,CD−i,COP = ECDC,CD,first,i × AFEC,AC,CD,i
where:
i is representing – in the case the interpolation method is
applied – the index L for vehicle L and the index H for
vehicle H. In the case the interpolation method is not
applied, index i is representing the vehicle tested and
paragraph 2.2. of this appendix shall be omitted.
ECDC,CD−i,COP is the charge-depleting electric energy consumption
based on the REESS depletion of the first applicable
WLTC test cycle of the charge-depleting Type 1 test
provided for the verification during the conformity of
production test procedure;
ECDC,CD,first,i is the charge-depleting electric energy consumption of
vehicle i based on the REESS depletion of the first
applicable WLTC test cycle of the charge-depleting
Type 1 test according to paragraph 4.3. of this
annex, Wh/km;
AFEC,AC,CD,i is the adjustment factor of vehicle i for the charge-
depleting electric energy consumption which
compensates the difference between the value declared
after having performed the Type 1 test procedure during
type approval and the measured test result determined
during the conformity of production procedure.
525
and
For Level 1A
ECAC,CD,declared,i
AFEC,AC,CD,i =
ECAC,CD,i
where
ECAC,CD,declared,i is the declared charge-depleting electric energy
consumption of vehicle i of the charge-depleting Type 1
test according to paragraph 1.2.3. of Annex B6.
ECAC,CD,i is the measured charge-depleting electric energy
consumption of vehicle i of the charge-depleting Type 1
test according to paragraph 4.3.1. of this annex.
For Level 1B
ECdeclared,i
AFEC,AC,CD,i =
ECi
where
ECdeclared,i is the declared electric energy consumption of vehicle i
of the charge-depleting Type 1 test according to
EC,i is the measured electric energy consumption of vehicle i
of the charge-depleting Type 1 test according to
2.1.1. In the case that the interpolation method is applied, the values declared and
used for verifying the conformity of production with respect to the electric
energy consumption of vehicle H and vehicle L shall be the input values for
the interpolation of the individual electric energy consumption values
according to paragraph 2.2. of this appendix.
2.2. Interpolation of the individual charge-depleting electric energy consumption
value
This paragraph shall only be applied in the case the interpolation method is
applied. The interpolated electric energy consumption value shall be declared
and used for verifying the conformity of production with respect to the electric
energy consumption value of the individual vehicle:
ECDC−ind,CD,COP = ECDC−L,CD,COP
+ K ind × (ECDC−H,CD,COP − ECDC−L,CD,COP )
where:
ECDC−ind,CD,COP is the charge-depleting electric energy consumption of an
individual vehicle for the conformity of production,
Wh/km;
ECDC−L,CD,COP is the charge-depleting electric energy consumption of
vehicle L for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;
ECDC−H,CD,COP is the charge-depleting electric energy consumption of
vehicle H for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;
individual vehicle for the applicable WLTP test cycle,
according to paragraph 4.5.3. of this annex.
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Annex B9
Annex B9
Determination of method equivalency

1. General requirement
Upon request of the manufacturer, other measurement methods may be
approved by the responsible authority if they yield equivalent results in
accordance with paragraph 1.1. of this annex. The equivalence of the candidate
method shall be demonstrated to the responsible authority.
1.1. Decision on equivalency
A candidate method shall be considered equivalent if the accuracy and
precision is equal to or better than the reference method.
1.2. Determination of equivalency
The determination of method equivalency shall be based on a correlation study
between the candidate and the reference methods. The methods to be used for
correlation testing shall be subject to approval by the responsible authority.
The basic principle for the determination of accuracy and precision of
candidate and reference methods shall follow the guidelines in ISO 5725 Part 6
Annex 8 "Comparison of alternative Measurement Methods".
1.3. Implementation requirements (RESERVED)
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Annexes Part C
Annexes Part C
Annex C1: [Reserved]
Annex C2: [Reserved]
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Annex C3
Annex C3: Type 4 test
Determination of evaporative emissions from vehicles with

engines fuelled with petrol
Type 4 test procedures and test conditions

1. Introduction
This annex provides the method to determine the levels of evaporative
emission from light-duty vehicles in a repeatable and reproducible manner
designed to be representative of real world vehicle operation..
2. Technical requirements
2.1. The procedure includes the evaporative emissions test and two additional tests,
one for the ageing of carbon canisters, as described in paragraph 5.1. of this
annex, and one for the permeability of the fuel tank system, as described in
paragraph 5.2. of this annex. The evaporative emissions test (Figure C3/4)
determines hydrocarbon evaporative emissions as a consequence of diurnal
temperature fluctuations and hot soaks during parking.
2.2. In the case that the fuel system contains more than one carbon canister, all
references to the term "carbon canister" in this annex will apply to each carbon
canister.
3. Vehicle
The vehicle shall be in good mechanical condition and have been run-in and
driven at least 3,000 km before the test. For the purpose of the determination
of evaporative emissions, the mileage and the age of the vehicle used for
certification shall be recorded. The evaporative emission control system shall
be connected and functioning correctly during the run-in period. The aged
carbon canister shall not be installed during the run-in period.
A carbon canister aged according to the procedure described in paragraphs 5.1.
to 5.1.3.1.3. inclusive of this annex shall not be installed until the start of the
fuel drain and refill procedure specified in paragraph 6.5.1. of this annex.
4. Test equipment, calibration requirements and intervals
Unless stated otherwise in this paragraph, equipment used for testing shall be
calibrated before its initial use and at appropriate service intervals thereafter.
An appropriate service interval shall be either equipment manufacturer
recommendation or according to good engineering practice.
4.1. Chassis dynamometer
The chassis dynamometer shall meet the requirements of paragraphs 2. to 2.4.2.
inclusive of Annex B5.
4.2. Evaporative emission measurement enclosure
The evaporative emission measurement enclosure shall be a gas-tight
rectangular measuring chamber able to contain the vehicle under test. The
vehicle shall be accessible from all sides and the enclosure when sealed shall
be gas-tight in accordance with paragraph 4.2.3.3. of this annex. The inner
surface of the enclosure shall be impermeable and non-reactive to
hydrocarbons. The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the prescribed
temperature versus time profile throughout the test, and an average tolerance
of 1 °C over the duration of the test.
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Annex C3
The control system shall be tuned to provide a smooth temperature pattern that
has a minimum of overshoot, hunting, and instability about the desired long-
term ambient temperature profile. Interior surface temperatures shall not be
less than 5 °C nor more than 55 °C at any time during the diurnal emission test.
Wall design shall be such as to promote good dissipation of heat. Interior
surface temperatures shall not be below 20 °C, nor above 52 °C for the duration
of the hot soak rest.
To accommodate the volume changes due to enclosure temperature changes,
either a variable-volume or fixed-volume enclosure may be used.
4.2.1. Variable-volume enclosure
The variable-volume enclosure expands and contracts in response to the
temperature change of the air mass in the enclosure. Two potential means of
accommodating the internal volume changes are movable panel(s), or a
bellows design, in which an impermeable bag or bags inside the enclosure
expand(s) and contracts(s) in response to internal pressure changes by
exchanging air from outside the enclosure. Any design for volume
accommodation shall maintain the integrity of the enclosure as specified in
paragraph 4.2.3. of this annex over the specified temperature range.
Any method of volume accommodation shall limit the differential between the
enclosure internal pressure and the barometric pressure to a maximum value
of 0.5 kPa.
The enclosure shall be capable of latching to a fixed volume. A variable
volume enclosure shall be capable of accommodating a +7 per cent change
from its "nominal volume" (see paragraph 4.2.3.1.1. of this annex), taking into
account temperature and barometric pressure variation during testing.
4.2.2. Fixed-volume enclosure
The fixed-volume enclosure shall be constructed with rigid panels that
maintain a fixed enclosure volume, and meet the requirements below.
4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air
at a low, constant rate from the enclosure throughout the test. An inlet flow
stream may provide make-up air to balance the outgoing flow with incoming
ambient air. Inlet air shall be filtered with activated carbon to provide a
relatively constant hydrocarbon level. Any method of volume accommodation
shall maintain the differential between the enclosure internal pressure and the
barometric pressure between 0 and -0.5 kPa.
4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the
inlet and outlet flow streams with a resolution of 0.01 gram. A bag sampling
system may be used to collect a proportional sample of the air withdrawn from
and admitted to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analysed using an on-line FID analyser and integrated
with the flow measurements to provide a continuous record of the mass
hydrocarbon removal.
4.2.3. Calibration of the enclosure
4.2.3.1. Initial determination of internal volume of the enclosure
4.2.3.1.1. Before its initial use, the internal volume of the chamber shall be determined
as follows:
The internal dimensions of the chamber are carefully measured, allowing for
any irregularities such as bracing struts. The internal volume of the chamber is
determined from these measurements.
For variable-volume enclosures, the enclosure shall be latched to a fixed
volume when the enclosure is held at an ambient temperature of 30 °C or at the
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Annex C3
choice of the manufacturer 29 °C. This nominal volume shall be repeatable

within 0.5 per cent of the reported value.
4.2.3.1.2. The net internal volume is determined by subtracting 1.42 m 3 from the internal
volume of the chamber. Alternatively the volume of the test vehicle with the
luggage compartment and windows open may be used instead of the 1.42 m3.
4.2.3.1.3. The chamber shall be checked as in paragraph 4.2.3.3. of this annex. If the
propane mass does not correspond to the injected mass to within 2 per cent,
then corrective action is required.
4.2.3.2. Determination of chamber background emissions
This operation determines that the chamber does not contain any materials that
emit significant amounts of hydrocarbons. The check shall be carried out at the
enclosure's introduction to service, after any operations in the enclosure which
may affect background emissions and at a frequency of at least once per year.
4.2.3.2.1. Variable-volume enclosures may be operated in either latched or unlatched
volume configuration, as described in paragraph 4.2.3.1.1. of this annex,
ambient temperatures shall be maintained at 35 °C  2 °C, or at the choice of
the manufacturer 36 °C  2 °C, throughout the 4-hour period mentioned below.
4.2.3.2.2. Fixed volume enclosures shall be operated with the inlet and outlet flow
streams closed. Ambient temperatures shall be maintained at 35 °C  2 °C, or
at the choice of the manufacturer 36 °C  2 °C, throughout the 4-hour period
mentioned below.
4.2.3.2.3. The enclosure may be sealed and the mixing fan operated for a period of up
to 12 hours before the 4-hour background sampling period begins.
4.2.3.2.4. The analyser (if required) shall be calibrated, then zeroed and spanned.
4.2.3.2.5. The enclosure shall be purged until a stable hydrocarbon reading is obtained,
and the mixing fan turned on if not already on.
4.2.3.2.6. The chamber is then sealed and the background hydrocarbon concentration,
temperature and barometric pressure are measured. These are the initial
readings CHCi, Pi, Ti used in the enclosure background calculation.
4.2.3.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a
period of four hours.
4.2.3.2.8. At the end of this time the same analyser is used to measure the hydrocarbon
concentration in the chamber. The temperature and the barometric pressure are
also measured. These are the final readings CHCf, Pf, Tf.
4.2.3.2.9. The change in mass of hydrocarbons in the enclosure shall be calculated over
the time of the test in accordance with paragraph 4.2.3.4. of this annex and
shall not exceed 0.05 g.
4.2.3.3. Calibration and hydrocarbon retention test of the chamber
The calibration and hydrocarbon retention test in the chamber provides a check
on the calculated volume in paragraph 4.2.3.1. of this annex and also measures
any leak rate. The enclosure leak rate shall be determined at the enclosure's
introduction to service, after any operations in the enclosure which may affect
the integrity of the enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without corrective action,
the enclosure leak rate may be determined quarterly thereafter as long as no
corrective action is required.
4.2.3.3.1. The enclosure shall be purged until a stable hydrocarbon concentration is
reached. The mixing fan is turned on, if not already switched on. The
hydrocarbon analyser is zeroed, calibrated if required, and spanned.
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Annex C3
4.2.3.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal

volume position. On fixed-volume enclosures the outlet and inlet flow streams
shall be closed.
4.2.3.3.3. The ambient temperature control system is then turned on (if not already on)
and adjusted for an initial temperature of 35 °C, or at the choice of the
manufacturer 36 °C.
4.2.3.3.4. When the enclosure stabilises at 35 °C  2 °C, or at the choice of the
manufacturer 36 °C  2 °C, the enclosure is sealed and the background
concentration, temperature and barometric pressure measured. These are the
initial readings CHCi, Pi, Ti used in the enclosure calibration.
4.2.3.3.5. A quantity of approximately 4 grams of propane is injected into the enclosure.
The mass of propane shall be measured to an accuracy and precision of 2 per
cent of the measured value.
4.2.3.3.6. The contents of the chamber shall be allowed to mix for five minutes and then
the hydrocarbon concentration, temperature and barometric pressure are
measured. These are the readings CHCf, Pf, Tf for the calibration of the enclosure
as well as the initial readings CHCi, Pi, Ti for the retention check.
4.2.3.3.7. Based on the readings taken according to paragraph 4.2.3.3.4. and 4.2.3.3.6. of
this annex and the formula in paragraph 4.2.3.4. of this annex, the mass of
propane in the enclosure is calculated. This shall be within ±2 per cent of the
mass of propane measured in paragraph 4.2.3.3.5. of this annex.
4.2.3.3.8. For variable-volume enclosures the enclosure shall be unlatched from the
nominal volume configuration. For fixed-volume enclosures, the outlet and
inlet flow streams shall be opened.
4.2.3.3.9. The process is then begun of cycling the ambient temperature from 35 °C to
20 °C and back to 35 °C, or at the choice of the manufacturer 35.6 °C to
22.2 °C and back to 35.6 °C, over a 24-hour period according to the profile, or
the alternative profile, specified in paragraph 6.5.9. of this annex within
15 minutes of sealing the enclosure. (Tolerances as specified in
paragraph 6.5.9.1. of this annex.)
4.2.3.3.10. At the completion of the 24-hour cycling period, the final hydrocarbon
concentration, temperature and barometric pressure are measured and
recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon retention
check.
4.2.3.3.11. Using the formula in paragraph 4.2.3.4. of this annex, the hydrocarbon mass is
then calculated from the readings taken in paragraphs 4.2.3.3.6. and 4.2.3.3.10.
of this annex. The mass may not differ by more than 3 per cent from the
hydrocarbon mass given in paragraph 4.2.3.3.7. of this annex.
4.2.3.4. Calculations
The calculation of net hydrocarbon mass change within the enclosure is used
to determine the chamber's hydrocarbon background and leak rate. Initial and
final readings of hydrocarbon concentration, temperature and barometric
pressure are used in the following formula to calculate the mass change.
The calculation shall be undertaken in accordance in paragraph 7. of this annex,
using the following value for V.
V is the net enclosure volume, m3.
4.3. Analytical systems
The analytical systems shall meet the requirements of paragraphs 4.3.1. to.
4.3.3. of this annex.
Continuous measuring of hydrocarbons is not mandatory unless the fixed
volume type enclosure is used.
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Annex C3
4.3.1. Hydrocarbon analyser

4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector
of the FID type. Sample gas shall be drawn from the mid-point of one side wall
or roof of the chamber and any bypass flow shall be returned to the enclosure,
preferably to a point immediately downstream of the mixing fan.
4.3.1.2. The hydrocarbon analyser shall have a response time to 90 per cent of final
reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of
full scale at zero and at 80  20 per cent of full scale over a 15-minute period
for all operational ranges.
4.3.1.3. The repeatability of the analyser expressed as one standard deviation shall be
better than 1 per cent of full scale deflection at zero and at 80  20 per cent
of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution
over the measurement, calibration and leak checking procedures.
4.3.2. Hydrocarbon analyser data recording system
4.3.2.1. The hydrocarbon analyser shall be fitted with a device to record electrical
signal output either by strip chart recorder or other data processing system at a
frequency of at least once per minute. The recording system shall have
operating characteristics at least equivalent to the signal being recorded and
shall provide a permanent record of results. The record shall show a positive
indication of the beginning and end of the hot soak or diurnal emission test
(including beginning and end of sampling periods along with the time elapsed
between start and completion of each test).
4.3.3. Checking of FID hydrocarbon analyser
4.3.3.1. Detector response optimisation
The FID shall be adjusted as specified by the instrument manufacturer. Propane
in air should be used to optimise the response on the most common operating
range.
4.3.3.2. Calibration of the hydrocarbon analyser
The analyser should be calibrated using propane in air and purified synthetic
air. See paragraph 6.2. of Annex B5 of this Regulation.
Each of the normally used operating ranges are calibrated in accordance with
paragraphs 4.3.3.2.1. to 4.3.3.2.4. of this annex.
4.3.3.2.1. Establish the calibration curve by at least five calibration points spaced as
evenly as possible over the operating range. The nominal concentration of the
calibration gas with the highest concentrations to be at least 80 per cent of the
full scale.
4.3.3.2.2. Calculate the calibration curve by the method of least squares. If the resulting
polynomial degree is greater than 3, then the number of calibration points shall
be at least the number of the polynomial degree plus 2.
4.3.3.2.3. The calibration curve shall not differ by more than 2 per cent from the nominal
value of each calibration gas.
4.3.3.2.4. Using the coefficients of the polynomial derived from paragraph 5 of Annex
B5, a table of indicated reading against true concentration shall be drawn up in
steps of no greater than 1 per cent of full scale. This is to be carried out for
each analyser range calibrated. The table shall also contain other relevant data
such as:
(a) Date of calibration, span and zero potentiometer readings (where
applicable);
(b) Nominal scale;
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Annex C3
(c) Reference data of each calibration gas used;

(d) The actual and indicated value of each calibration gas used together
with the percentage differences;
(e) FID fuel and type;
(f) FID air pressure.
4.3.3.2.5. If it can be shown to the satisfaction of the responsible authority that alternative
technology (e.g. computer, electronically controlled range switch) can give
equivalent accuracy, then those alternatives may be used.
4.4. Temperature recording system
The temperature recording system shall meet the requirements of
paragraphs 4.4.1. to 4.4.5. of this annex.
4.4.1. The temperature in the chamber is recorded at two points by temperature
sensors which are connected so as to show a mean value. The measuring points
are extended approximately 0.1 m into the enclosure from the vertical centre
line of each side wall at a height of 0.9 ± 0.2 m.
4.4.2. The temperatures of the fuel tank(s) are recorded by means of the sensor
positioned in the fuel tank as in paragraph 6.1.1. of this annex in the case of
use of the gasoline canister load option (paragraph 6.5.5.3. of this annex).
4.4.3. Temperatures shall, throughout the evaporative emission measurements, be
recorded or entered into a data processing system at a frequency of at least once
per minute.
4.4.4. The accuracy of the temperature recording system shall be within 1.0 K and
the temperature shall be capable of being resolved to 0.4 K.
4.4.5. The recording or data processing system shall be capable of resolving time to
15 seconds.
4.5. Pressure recording system
The pressure recording system shall meet the requirements of paragraphs 4.5.1.
to 4.5.3.
4.5.1. The difference Δp between barometric pressure within the test area and the
enclosure internal pressure shall, throughout the evaporative emission
measurements, be recorded or entered into a data processing system at a
frequency of at least once per minute.
4.5.2. The accuracy of the pressure recording system shall be within 0.3 kPa and the
pressure shall be capable of being resolved to 0.025 kPa.
4.5.3. The recording or data processing system shall be capable of resolving time
to 15 seconds.
4.6. Fans
The fans shall meet the requirements of paragraphs 4.6.1. and 4.6.2. of this
annex.
4.6.1. By the use of one or more fans or blowers with the Sealed Housing Evaporative
Determination (SHED) door(s) open, it shall be possible to reduce the
hydrocarbons concentration in the chamber to the ambient hydrocarbon level.
4.6.2. The chamber shall have one or more fans or blowers of like capacity 0.1 to
0.5 m3/sec. with which to thoroughly mix the atmosphere in the enclosure. It
shall be possible to attain an even temperature and hydrocarbon concentration
in the chamber during measurements. The vehicle in the enclosure shall not be
subjected to a direct stream of air from the fans or blowers.
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Annex C3
4.7. Calibration gases

The gases shall meet the requirements of paragraphs 4.7.1. and 4.7.2. of this
annex.
4.7.1. The following pure gases shall be available for calibration and operation:
Purified synthetic air: (purity < 1 ppm C1 equivalent,
1 ppm CO,  400 ppm CO2,  0.1 ppm NO);
Oxygen content between 18 and 21 per cent by volume.
Hydrocarbon analyser fuel gas: (40  2 per cent hydrogen, and balance helium
with less than 1 ppm C1 equivalent hydrocarbon, less than 400 ppm CO2),
Propane (C3H8): 99.5 per cent minimum purity.
Butane (C4H10): 98 per cent minimum purity.
Nitrogen (N2): 98 per cent minimum purity.
4.7.2. Calibration and span gases shall be available containing mixtures of propane
(C3H8) and purified synthetic air. The true concentrations of a calibration gas
shall be within 2 per cent of the stated figures. The accuracy of the diluted
gases obtained when using a gas divider shall be to within 2 per cent of the
true value. The concentrations specified in paragraphs 4.2.3. and 4.3.3. of this
annex may also be obtained by the use of a gas divider using synthetic air as
the dilutant gas.
4.8. Carbon canister weighing scale for depressurisation puff loss overflow
measurement
The carbon canister weighing scale shall have an accuracy of ±0.02 g.
4.9. Fuel tank heating (only applicable for gasoline canister load option)
4.9.1. The fuel in the vehicle tank(s) shall be heated by a controllable source of heat;
for example a heating pad of 2,000 W capacity is suitable. The heating system
shall apply heat evenly to the tank walls beneath the level of the fuel so as not
to cause local overheating of the fuel. Heat shall not be applied to the vapour
in the tank above the fuel.
4.9.2. The tank heating device shall make it possible to heat the fuel in the tank evenly
by 14 °C from 16 °C within 60 minutes, with the temperature sensor position
as in paragraph 4.9.3. of this annex. The heating system shall be capable of
controlling the fuel temperature to 1.5 °C of the required temperature during
the tank heating process.
4.9.3. The fuel tank of the vehicle shall, without introducing any leaks, be equipped
with a temperature sensor to enable the temperature to be measured at the mid-
point of the fuel in the fuel tank when filled to 40 per cent of its capacity.
5. Procedure for carbon canister bench ageing and PF determination
5.1. Carbon canister bench ageing
Before performing the hot soak and diurnal losses sequences, the carbon
canister shall be aged according to the procedure described in Figure C3/1.
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Annex C3
Figure C3/1
Carbon canister bench ageing procedure
Test start
Select new carbon canister sample.
50 times
{ 5.1.1. Ageing through exposure to
temperature cycling
5.1.2. Ageing through exposure to vibration
5.1.3. Ageing through exposure to fuel vapour

and determining BWC300
5.1.1. Ageing through exposure to temperature cycling

The carbon canister shall be cycled between temperatures from -15 °C to 60 °C
in a dedicated temperature enclosure with 30 minutes of stabilisation at -15 °C
and 60 °C. Each cycle shall last 210 minutes (see Figure C3/2).
The temperature gradient shall be as close as possible to 1 °C/min. No forced
air flow should pass through the carbon canister.
The cycle shall be repeated 50 times consecutively. In total, this procedure lasts
175 hours.
Figure C3/2
Temperature conditioning cycle
5.1.2. Ageing through exposure to vibration

Following the temperature ageing procedure, the carbon canister shall be
shaken vertically with the carbon canister mounted as per its orientation in the
vehicle with an overall Grms (root mean square acceleration) > 1.5 m/sec2 with
a frequency of 30 ±10 Hz. The test shall last 12 hours.
5.1.3. Ageing through exposure to fuel vapour and determining BWC300
5.1.3.1. Ageing shall consist of repeatedly loading with fuel vapour and purging with
laboratory air.
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Annex C3
5.1.3.1.1. After temperature and vibration ageing, the carbon canister shall be further
aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this
annex and nitrogen or air with a 50 ±15 per cent fuel vapour volume. The fuel
vapour fill rate shall be 60 ±20 g/h.
The carbon canister shall be loaded to 2 gram breakthrough. Alternatively,
loading shall be considered to be completed when the hydrocarbon
concentration level at the vent outlet reaches 3,000 ppm.
5.1.3.1.1.1. The market fuel used for this test shall fulfil the same requirements as a
reference fuel with respect to:
(a) Density at 15 °C;
(b) Vapour pressure;
(c) Distillation (70 °C, 100 °C, 150 °C);
(d) Hydrocarbon analysis (olefins, aromatics, benzene only);
(e) Oxygen content;
(f) Ethanol content.
5.1.3.1.2. The carbon canister shall be purged between 5 and 60 minutes after loading
with 25 ±5 litres per minute of emission laboratory air until 300 bed volume
exchanges are reached.
5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this annex
shall be repeated 300 times after which the carbon canister shall be considered
to be stabilised.
5.1.3.1.4. The procedure to measure the butane working capacity (BWC) with respect to
the evaporative emission family in paragraph 6.6.3. of this Regulation shall
consist of the following.
(a) The stabilised carbon canister shall be loaded to 2 gram breakthrough
and subsequently purged a minimum of 5 times. Loading shall be
performed with a mixture composed of 50 per cent butane and 50 per
cent nitrogen by volume at a rate of 40 grams butane per hour.
(b) Purging shall be performed according to paragraph 5.1.3.1.2. of this
annex.
(c) The BWC shall be recorded after each loading.
(d) BWC300 shall be calculated as the average of the last 5 BWCs.
5.1.3.2. If the aged carbon canister is provided by a supplier, the vehicle manufacturer
shall inform the responsible authority in advance of the ageing process to
enable the witnessing of any part of that process.
5.1.3.3. The manufacturer shall provide the responsible authority a test report including
at least the following elements:
(a) Type of activated carbon;
(b) Loading rate;
(c) Fuel specifications.
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Annex C3
5.2. Determination of the PF of the fuel tank system (see Figure C3/3)
Figure C3/3
Determination of PF
Test start
5.2.1. Fill the tank to 40 ±2 per cent of its nominal capacity

with reference fuel
5.2.1. Soak for 3 weeks at 40 °C ±2 °C
5.2.2. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel
5.2.2. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC3w
5.2.3. Soak for the remaining 17 weeks at 40 °C ±2 °C
5.2.4. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel
5.2.4. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC20w
5.2.5. Permeability Factor = HC20w - HC3w
5.2.1. The fuel tank system representative of a family shall be selected and mounted
on a rig in a similar orientation as in the vehicle. The tank shall be filled to
40 ±2 per cent of its nominal capacity with reference fuel at a temperature of
18 °C ±2 °C. The rig with the fuel tank system shall be placed in a room with
a controlled temperature of 40 °C ±2 °C for 3 weeks.
5.2.2. At the end of the third week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
capacity.
Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over the
first 24-hour period of the procedure described in paragraph 6.5.9. of this
annex. The fuel vapour in the tank shall be vented to the outside of the
enclosure to eliminate the possibility of the tank venting emissions being
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Annex C3
counted as permeation. The HC emissions shall be measured and the value

shall be recorded as HC3W.
5.2.3. The rig with the fuel tank system shall be placed again in a room with a
controlled temperature of 40 °C ±2 °C for the remaining 17 weeks.
5.2.4. At the end of the seventeenth week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
tank capacity.
Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over a
first period of 24 hours of the procedure described according to
paragraph 6.5.9. of this annex. The fuel tank system shall be vented to the
outside of the enclosure to eliminate the possibility of the tank venting
emissions being counted as permeation. The HC emissions shall be measured
and the value shall be recorded in this case as HC20W.
5.2.5. The PF is the difference between HC20W and HC3W in g/24h calculated to 3
significant digits using the following equation:
PF = HC20w − HC3W
5.2.6. If the PF is determined by a supplier, the vehicle manufacturer shall inform the
responsible authority in advance of the determination to allow witness check
in the supplier’s facility.
5.2.7. The manufacturer shall provide the responsible authority with a test report
containing at least the following:
(a) A full description of the fuel tank system tested, including information
on the type of tank tested, whether the tank is metal, monolayer non-
metal or multilayer, and which types of materials are used for the tank
and other parts of the fuel tank system;
(b) The weekly mean temperatures at which the ageing was performed;
(c) The HC measured at week 3 (HC3W);
(d) The HC measured at week 20 (HC20W);
(e) The resulting permeability factor (PF).
5.2.8. As an alternative to paragraphs 5.2.1. to 5.2.7. inclusive of this annex, a
manufacturer using multilayer tanks or metal tanks may choose to use an
Assigned Permeability Factor (APF) instead of performing the complete
measurement procedure mentioned above:
APF multilayer/metal tank = 120 mg /24 h
Where the manufacturer chooses to use an APF, the manufacturer shall provide
the responsible authority with a declaration in which the type of tank is clearly
specified as well as a declaration of the type of materials used.
6. Test procedure for the measurement of hot soak and diurnal losses
6.1. Vehicle preparation
The vehicle shall be prepared in accordance with paragraphs 6.1.1. and 6.1.2.
of this annex. At the request of the manufacturer and with approval of the
responsible authority, non-fuel background emission sources (e.g. paint,
adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer
components) may be reduced to typical vehicle background levels before
testing (e.g. baking of tyres at temperatures of 50 °C or higher for appropriate
periods, baking of the vehicle, draining washer fluid).
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Annex C3
For a sealed fuel tank system, the vehicle carbon canisters shall be installed so
that access to carbon canisters and connection/disconnection of carbon
canisters can be done easily.
6.1.1. The vehicle shall be mechanically prepared before the test as follows:
(a) The exhaust system of the vehicle shall not exhibit any leaks;
(b) The vehicle may be steam-cleaned before the test;
(c) In the case of use of the gasoline canister load option
(paragraph 6.5.5.3. of this annex) the fuel tank of the vehicle shall be
equipped with a temperature sensor to enable the temperature to be
measured at the mid-point of the fuel in the fuel tank when filled to
40 per cent of its capacity;
(d) Additional fittings, adapters of devices may be fitted to the fuel system
in order to allow a complete draining of the fuel tank. For this purpose
it is not necessary to modify the shell of the tank;
(e) The manufacturer may propose a test method in order to take into
account the loss of hydrocarbons by evaporation coming only from the
fuel system of the vehicle.
6.1.2. The vehicle is taken into the test area where the ambient temperature is
between 20 and 30 °C.
6.2. Mode selections and gear shift prescriptions
6.2.1. For vehicles with manual shift transmissions, the gear shift prescriptions
specified in Annex B2 shall apply.
6.2.2. In the case of pure ICE vehicles, the mode shall be selected according to
Annex B6.
6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected
according to Appendix 6 to Annex B8.
6.2.4. Upon request of the responsible authority, the selected mode may be different
from that described in paragraphs 6.2.2. and 6.2.3. of this annex.
6.3. Test conditions
The tests included in this annex shall be performed using the test conditions
specific to interpolation family vehicle H with the highest cycle energy demand
of all the interpolation families included in the evaporative emission family
being considered.
Otherwise, at the request of the responsible authority, any cycle energy
representative of a vehicle in the family may be used for the test.
6.4. Flow of the test procedure
The test procedure for non-sealed and sealed tank systems shall be followed
according to the flow chart described in Figure C3/4.
The sealed fuel tank systems shall be tested with one of 2 options. One option
is to test the vehicle with one continuous procedure. Another option, called the
'stand-alone test procedure', is to test the vehicle with two separate procedures
which will allow repeating the dynamometer test and the diurnal tests without
repeating the tank depressurisation puff loss overflow test and the
depressurisation puff loss measurement.
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Annex C3
Figure C3/4
Test procedure flow charts
Start for: Non-sealed fuel tanks, sealed Start for: Sealed fuel tanks, stand-
fuel tanks continuous and sealed fuel alone hot soak and diurnals
tanks stand-alone puff loss
6.5.1. Fuel drain and refill to 40 % 6.5.1. Fuel drain and refill to 40 %
Start next soak within 5 minutes Start next soak within 5 minutes
6.5.2. Soak for 6 to 36 hours @ 23 °C 6.5.2. Soak for 6 to 36 hours @ 23 °C
6.5.3. Preconditioning drive 6.5.3. Preconditioning drive
Yes Start next fuel drain and refill

Sealed fuel tank system?
within 1 hour
No
Start next fuel drain and refill 6.6.1.2. Fuel drain and refill to 15 % 6.6.1.9. Soak for 6 to 36 hours @ 23 °C
within 1 hour
Start next soak within 5 minutes 6.6.1.5. Load
6.5.4. Fuel drain and refill to 40 % 6.6.1.9.1.
Charge OVC- aged canister to
6 to 36 hours HEV REESS 2g
Start next soak within 5 minutes breakthrough
6.6.1.3. Soak for 6 to 36 hours @
20°C
6.5.5. Soak for 12 to 36 hours @ 23 °C
6.6.1.5. Canister
6.6.1.4. Fuel tank pressure relief purge 85 % fuel
6.5.5.1. Charge 6.5.5.2. Load consumption
OVC-HEV aged canister to 6.6.1.5. Load aged canister to 2 g equivalent
REESS 2g breakthrough
breakthrough
6.6.1.5. Canister purge 85 % fuel 6.7.2.1.3.
consumption equivalent Canister loading
with puff loss
simulated mass
6.6.1.6. Preparation of canister
depressurisation puff loss loading
(11-hour temperature cycle)
Start puff loss

6.6.1.8.
loading within
6.5.6. Dynamometer test Measurement
15 minutes
of puff loss
overflow
Start hot soak test within 7 6.6.1.7.2. Puff
minutes after dynamometer test loss loading
and 2 minutes after engine being
switched off
End of stand-alone puff loss test
6.5.7. Hot soak test: MHS
6.6.1.9. Soak for 6 to 36 hours @ 23 °C
6.6.1.9.1. Charge OVC-HEV
6.5.8. Soak for 6 to 36 hours @ 20 °C
REESS
st 6.6.1.10. Fuel drain and refill to 40
6.5.9. 1 day diurnal: MD1
%
nd
6.5.9. 2 day diurnal: MD2 6.6.1.11. Soak for 6 to 36 hours @
20 °C
7. Calculations
6.6.1.12. Fuel tank depressurisation
with canister disconnected
End
6.5. Continuous test procedure for non-sealed fuel tank systems

6.5.1. Fuel drain and refill
The fuel tank of the vehicle shall be emptied. This shall be done so as not to
abnormally purge or abnormally load the evaporative control devices fitted to
the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The
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Annex C3
fuel tank shall be refilled with reference fuel at a temperature of 18 °C ±2 °C

to 40 ±2 per cent of its nominal capacity.
6.5.2. Soak
Within 5 minutes after completing the fuel drain and refill, the vehicle shall be
soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ±3 °C.
6.5.3. Preconditioning drive
The vehicle shall be placed on a chassis dynamometer and driven over the
following phases of the cycle described in Annex B1:
(a) For Class 1 vehicles:
low, medium, low, low, medium, low
(b) For Class 2 and 3 vehicles: low, medium, high, medium.
For OVC-HEVs, the preconditioning drive shall be performed under the
charge-sustaining operating condition as defined in paragraph 3.3.6. of this
Regulation. Upon the request of responsible authority, any other mode may be
used.
6.5.4. Fuel drain and refill
Within one hour after the preconditioning drive, the fuel tank of the vehicle
shall be emptied. This shall be done so as not to abnormally purge or
abnormally load the evaporative control devices fitted to the vehicle. Removal
of the fuel cap is normally sufficient to achieve this. The fuel tank shall be
refilled with test fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its
nominal capacity.
6.5.5. Soak
Within five minutes of completing fuel drain and refill, the vehicle shall be
parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ±3 °C.
During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2.
of this annex may be performed either in the order of first paragraph 6.5.5.1.
followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by
paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2.
may also be performed simultaneously.
6.5.5.1. REESS charge
For OVC-HEVs, the REESS shall be fully charged according to the charging
requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8.
6.5.5.2. Carbon canister loading
The carbon canister aged according to the sequence described in paragraph 5.1.
to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram breakthrough
according to the procedure described in paragraph 6.5.5.2.1. of this annex.
One of the methods specified in paragraphs 6.5.5.3. and 6.5.5.4. of this annex
shall be used to precondition the evaporative canister. For vehicles with
multiple canisters, each canister shall be preconditioned separately.
6.5.5.2.1. Canister emissions are measured to determine breakthrough.
Breakthrough is here defined as the point at which the cumulative quantity of
hydrocarbons emitted is equal to 2 grams.
6.5.5.2.2. Breakthrough may be verified using the evaporative emission enclosure as
described in paragraphs 6.5.5.3. and 6.5.5.4. of this annex. Alternatively,
breakthrough may be determined using an auxiliary evaporative canister
connected downstream of the vehicle's canister. The auxiliary canister shall be
well purged with dry air prior to loading.
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Annex C3
6.5.5.2.3. The measuring chamber shall be purged for several minutes immediately
before the test until a stable background is obtained. The chamber air mixing
fan(s) shall be switched on at this time.
The hydrocarbon analyser shall be zeroed and spanned immediately before the
test.
6.5.5.3. Canister loading with repeated heat builds to breakthrough
6.5.5.3.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s).
This shall be done so as not to abnormally purge or abnormally load the
evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this.
6.5.5.3.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 10
to 14 °C to 40  2 per cent of the tank's normal volumetric capacity. The fuel
cap(s) of the vehicle shall be fitted at this point.
6.5.5.3.3. Within one hour of being refuelled the vehicle shall be placed, with the engine
shut off, in the evaporative emission enclosure. The fuel tank temperature
sensor is connected to the temperature recording system. A heat source shall
be properly positioned with respect to the fuel tank(s) and connected to the
temperature controller. The heat source is specified in paragraph 4.9. of this
annex. In the case of vehicles fitted with more than one fuel tank, all the tanks
shall be heated in the same way as described below. The temperatures of the
tanks shall be identical to within 1.5 °C.
6.5.5.3.4. The fuel may be artificially heated to the starting diurnal temperature of 20 °C
 1 °C.
6.5.5.3.5. When the fuel temperature reaches at least 19 °C, the following steps shall be
taken immediately: the purge blower shall be turned off; enclosure doors
closed and sealed; and measurement initiated of the hydrocarbon level in the
enclosure.
6.5.5.3.6. When the fuel temperature of the fuel tank reaches 20 °C a linear heat build of
15 °C begins. The fuel shall be heated in such a way that the temperature of
the fuel during the heating conforms to the function below to within 1.5 °C.
The elapsed time of the heat build and temperature rise is recorded.
Tr = To + 0.2333 x t
Where:
Tr = required temperature (K),
To = initial temperature (K),
t = time from start of the tank heat build in minutes.
6.5.5.3.7. As soon as break-through occurs or when the fuel temperature reaches 35 °C,
whichever occurs first, the heat source is turned off, the enclosure doors
unsealed and opened, and the vehicle fuel tank cap(s) removed. If break-
through has not occurred by the time the fuel temperature 35 °C, the heat
source is removed from the vehicle, the vehicle removed from the evaporative
emission enclosure and the entire procedure outlined in paragraph 6.6.1.2. of
this annex repeated until break-through occurs.
6.5.5.4. Butane loading to breakthrough
6.5.5.4.1. If the enclosure is used for the determination of the break-through
(see paragraph 6.5.5.2.2. of this annex) the vehicle shall be placed, with the
engine shut off, in the evaporative emission enclosure.
6.5.5.4.2. The evaporative emission canister shall be prepared for the canister loading
operation. The canister shall not be removed from the vehicle, unless access to
it in its normal location is so restricted that loading can only reasonably be
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Annex C3
accomplished by removing the canister from the vehicle. Special care shall be
taken during this step to avoid damage to the components and the integrity of
the fuel system.
6.5.5.4.3. The canister is loaded with a mixture composed of 50 per cent butane and
50 per cent nitrogen by volume at a rate of 40 grams butane per hour.
6.5.5.4.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off.
6.5.5.4.5. The evaporative emission canister shall then be reconnected and the vehicle
restored to its normal operating condition.
6.5.6. Dynamometer test
The test vehicle shall be pushed onto a dynamometer and shall be driven over
the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this annex.
OVC-HEVs shall be operated in charge-depleting operating condition. The
engine shall be subsequently shut off. Exhaust emissions may be sampled
during this operation and the results may be used for the purpose of exhaust
emission and fuel consumption type approval if this operation meets the
requirement described in Annex B6 or Annex B8.
6.5.7. Hot soak evaporative emissions test
Within 7 minutes after the dynamometer test and within 2 minutes of the engine
being switched off, the hot soak evaporative emissions test shall be performed in
accordance with paragraphs 6.5.7.1. to 6.5.7.8. of this annex. The hot soak losses
shall be calculated according to paragraph 7.1. of this annex and recorded as MHS.
6.5.7.1. Before the completion of the test run the measuring chamber shall be purged
for several minutes until a stable hydrocarbon background is obtained. The
enclosure mixing fan(s) shall also be turned on at this time.
6.5.7.2. The hydrocarbon analyser shall be zeroed and spanned immediately prior to
the test.
6.5.7.3. At the end of the driving cycle the engine bonnet shall be completely closed
and all connections between the vehicle and the test stand disconnected. The
vehicle is then driven to the measuring chamber with a minimum use of the
accelerator pedal. The engine shall be turned off before any part of the vehicle
enters the measuring chamber. The time at which the engine is switched off is
recorded on the evaporative emission measurement data recording system and
temperature recording begins. The vehicle's windows and luggage
compartments shall be opened at this stage, if not already opened.
6.5.7.4. The vehicle shall be pushed or otherwise moved into the measuring chamber
with the engine switched off.
6.5.7.5. The enclosure doors are closed and sealed gas-tight within two minutes of the
engine being switched off and within seven minutes of the end of the
conditioning drive.
6.5.7.6. The start of a 60  0.5 minute hot soak period begins when the chamber is
sealed. The hydrocarbon concentration, temperature and barometric pressure
are measured to give the initial readings CHCi, Pi and Ti for the hot soak test.
These figures are used in the evaporative emission calculation, paragraph 6.
The ambient temperature T of the enclosure shall not be less than 23 °C and
no more than 31 °C during the 60-minute hot soak period.
6.5.7.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the
end of the 60  0.5 minute test period.
6.5.7.8. At the end of the 60  0.5 minute test period, the hydrocarbon concentration in
the chamber shall be measured. The temperature and the barometric pressure
are also measured. These are the final readings CHCf, Pf and Tf for the hot soak
test used for the calculation in paragraph 6. of this annex.
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Annex C3
6.5.8. Soak
After the hot soak evaporative emissions test, the test vehicle shall be soaked
for not less than 6 hours and not more than 36 hours between the end of the hot
soak test and the start of the diurnal emission test. For at least the last 6 hours
of this period the vehicle shall be soaked at 20 °C ±2 °C.
6.5.9. Diurnal testing
6.5.9.1. The test vehicle shall be exposed to two cycles of ambient temperature in
accordance with the profile specified in Table C4/1 with a maximum deviation
of 2 °C at any time. The average temperature deviation from the profile,
calculated using the absolute value of each measured deviation, shall not
exceed 1 °C. Ambient temperature shall be measured and recorded at least
every minute. Temperature cycling shall begin at time Tstart = 0, as specified in
Table C4/1
Diurnal ambient temperature profiles
Diurnal ambient temperature profile for the calibration Alternative diurnal ambient temperature profile for
of the enclosure and the diurnal emission test the calibration of the enclosure.
Time (hours) Temperature Temperature

(°Ci) Time (hours) (°Ci)
Calibration Test
13 0/24 20.0 0 35.6
14 1 20.2 1 35.3
15 2 20.5 2 34.5
16 3 21.2 3 33.2
17 4 23.1 4 31.4
18 5 25.1 5 29.7
19 6 27.2 6 28.2
20 7 29.8 7 27.2
21 8 31.8 8 26.1
22 9 33.3 9 25.1
23 10 34.4 10 24.3
24/0 11 35.0 11 23.7
1 12 34.7 12 23.3
2 13 33.8 13 22.9
3 14 32.0 14 22.6
4 15 30.0 15 22.2
5 16 28.4 16 22.5
6 17 26.9 17 24.2
7 18 25.2 18 26.8
8 19 24.0 19 29.6
9 20 23.0 20 31.9
10 21 22.0 21 33.9
11 22 20.8 22 35.1
12 23 20.2 23 3.4
24 35.6
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Annex C3
6.5.9.2. The enclosure shall be purged for several minutes immediately before the test
until a stable background is obtained. The chamber mixing fan(s) shall also be
switched on at this time.
6.5.9.3. The test vehicle, with the powertrain shut off and the test vehicle windows and
luggage compartment(s) opened, shall be moved into the measuring chamber.
The mixing fan(s) shall be adjusted in such a way as to maintain a minimum
air circulation speed of 8 km/h under the fuel tank of the test vehicle.
test.
6.5.9.5. The enclosure doors shall be closed and sealed gas-tight.
6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon
concentration, temperature and barometric pressure shall be measured to give
initial readings of hydrocarbon concentration in the enclosure (CHCi),
barometric pressure (Pi) and ambient chamber temperature (Ti) for the diurnal
testing. Tstart = 0 starts at this time.
end of each emission sampling period.
6.5.9.8. The end of the first and second emission sampling period shall occur at
24 hours 6 minutes and 48 hours 6 minutes, respectively, after the
beginning of the initial sampling, as specified in paragraph 6.5.9.6. of this
annex. The elapsed time shall be recorded.
At the end of each emission sampling period, the hydrocarbon concentration,
temperature and barometric pressure shall be measured and used to calculate
the diurnal test results using the equation in paragraph 7.1. of this annex. The
result obtained from the first 24 hours shall be recorded as M D1. The result
obtained from the second 24 hours shall be recorded as MD2.
6.6. Continuous test procedure for sealed fuel tank systems
6.6.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa
6.6.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. inclusive
of this annex.
6.6.1.2. Fuel drain and refill
Within one hour after the preconditioning drive, the fuel tank of the vehicle
shall be emptied. This shall be done so as not to abnormally purge or
abnormally load the evaporative control devices fitted to the vehicle. Removal
of the fuel cap is normally sufficient to achieve this, otherwise the carbon
canister shall be disconnected. The fuel tank shall be refilled with reference
fuel at a temperature of 18 °C ±2 °C to 15 ±2 per cent of the tank's nominal
capacity. The operations described in paragraphs 6.6.1.3., 6.6.1.4. and 6.6.1.5.
of this annex shall be completed within a total of 36 hours and for the
operations described in paragraphs 6.6.1.4. and 6.6.1.5. the vehicle shall not be
exposed to temperatures above 25°C.
6.6.1.3. Soak
Within 5 minutes after completing fuel drain and refill, the vehicle shall be
soaked for stabilisation for at least 6 hours at an ambient temperature of
20 °C ±2 °C.
The tank pressure shall be subsequently released so as not to abnormally raise
the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute.
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Annex C3
6.6.1.5. Carbon canister loading and purge

The carbon canister aged in accordance with the sequence described in
paragraph 5.1. to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram
breakthrough according to the procedure described in paragraphs 6.5.5.4. to
6.5.5.4.5. inclusive to this annex, and shall be subsequently purged with
25 ±5 litres per minute with emission laboratory air. The volume of purge air
shall not exceed the volume determined in accordance with the requirements
of paragraph 6.6.1.5.1. This loading and purging can be done either (a) using
an on-board carbon canister at a temperature of 20 °C or optionally 23 °C, or
(b) by disconnecting the carbon canister. In both cases, no further relief of the
tank pressure is allowed.
6.6.1.5.1. Determination of maximum purge volume
The maximum purge amount Volmax shall be determined by the following
equation. In the case of OVC-HEVs, the vehicle shall be operated in charge-
sustaining operating condition. This determination can also be done at a
separate test or during the preconditioning drive.
100
Voltank × 0.85 ×
FCPcycle
Volmax = VolPcycle ×
Dist Pcycle
where:
VolPcycle is the cumulative purge volume rounded to the nearest 0.1 litres
measured using a suitable device (e.g. flowmeter connected to
the vent of the carbon canister or equivalent) over the cold start
preconditioning drive described in the paragraph 6.5.3. of this
annex, l;
Voltank is the manufacturer’s nominal fuel tank capacity, l;
FCPcycle is the fuel consumption over the single purge cycle described in
paragraph 6.5.3. of this annex which may be measured in either
warm or cold start condition, l/100 km. For OVC-HEVs and
NOVC-HEVs, fuel consumption shall be calculated according
to paragraph 4.2.1. of Annex B8 of this Regulation;
Dist Pcycle is the theoretical distance to the nearest 0.1 km of a single purge
cycle described in paragraph 6.5.3. of this annex, km.
6.6.1.6. Preparation of carbon canister depressurisation puff loss loading
After completing carbon canister loading and purging, the test vehicle shall be
moved into an enclosure, either a SHED or an appropriate climatic chamber. It
shall be demonstrated that the system is leak-free and the pressurisation is
performed in a normal way during the test or by a separate test (e.g. by means
of pressure sensor on the vehicle). The test vehicle shall be subsequently
exposed to the first 11 hours of the ambient temperature profile specified for
the diurnal emission test in Table C4/1 with a maximum deviation of 2 °C at
any time. The average temperature deviation from the profile, calculated using
the absolute value of each measured deviation, shall not exceed 1 °C. The
ambient temperature shall be measured and recorded at least every 10 minutes.
6.6.1.7. Carbon canister puff loss loading
6.6.1.7.1. Fuel tank depressurisation before refuelling
The manufacturer shall ensure that the refuelling operation cannot be initiated
before the sealed fuel tank system is fully depressurised to a pressure less than
2.5 kPa above ambient pressure in normal vehicle operation and use. At the
request of the responsible authority, the manufacturer shall provide detailed
information or demonstrate proof of operation (e.g. by means of pressure
sensor on the vehicle). Any other technical solution may be allowed provided
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Annex C3
that a safe refuelling operation is ensured and that no excessive emissions are
released to the atmosphere before the refuelling device is connected to the
vehicle.
6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, the tank
relief valve shall be opened to load the carbon canister. This loading procedure
may be performed either inside or outside an enclosure. The carbon canister
loaded according to this paragraph shall be disconnected and shall be kept in
the soak area.
6.6.1.8. Measurement of depressurisation puff loss overflow
The depressurisation puff loss overflow shall be measured using the process in
either paragraph 6.6.1.8.1. or 6.6.1.8.2. of this annex.
6.6.1.8.1. The depressurisation puff loss overflow from the vehicle carbon canister may
be measured by using an additional carbon canister identical to the vehicle's
carbon canister but not necessarily aged. The additional carbon canister shall
be fully purged with dry air prior to loading and shall be connected directly at
the outlet of the vehicle's canister with the shortest possible tube. The
additional carbon canister shall be weighed before and after the procedure
described in paragraph 6.6.1.7. of this annex.
6.6.1.8.2. The depressurisation puff loss overflow from the vehicle carbon canister
during its depressurisation may be measured using a SHED.
Within 15 minutes after the ambient temperature has reached 35°C as
described in paragraph 6.6.1.6. of this annex, the chamber shall be sealed and
the measurement procedure shall be started.
The hydrocarbon analyser shall be zeroed and spanned, after which the
hydrocarbon concentration (CHCi), temperature (Ti) and barometric pressure
(Pi) shall be measured to give the initial readings CHCi, Pi and Ti for the sealed
tank depressurisation puff loss overflow determination.
The ambient temperature T of the enclosure shall not be less than 25°C during
the measurement procedure.
At the end of the procedure described in paragraph 6.6.1.7.2. of this annex, the
hydrocarbon concentration (CHCf) in the chamber shall be measured after
300 ± 5 seconds. The temperature (Tf) and the barometric pressure (Pf) shall
also be measured. These are the final readings CHCf, Pf and Tf for the sealed
tank depressurisation puff loss overflow.
The sealed tank puff loss overflow result shall be calculated according to
paragraph 7.1. of this annex and recorded.
6.6.1.8.3. There shall be no change in weight of the additional carbon canister when
testing according to paragraph 6.6.1.8.1. or the result of the SHED
measurement when testing according to paragraph 6.6.1.8.2., within the
tolerance of ± 0.5 gram.
6.6.1.9. Soak
After completing puff loss loading the vehicle carbon canister shall be replaced
with a dummy carbon canister (of the same specification as the original but not
necessarily aged), the vehicle shall then be soaked at 23 ±2 °C for 6 to 36 hours
to stabilise the vehicle temperature.
6.6.1.9.1. REESS charge
For OVC-HEVs, the REESS shall be fully charged in accordance with the
charging requirements described in paragraph 2.2.3. of Appendix 4 to
Annex B8 during the soaking described in paragraph 6.6.1.9. of this annex.
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Annex C3
6.6.1.10. Fuel drain and refill

The fuel tank of the vehicle shall be drained and filled up to 40 ±2 per cent of
the tank's nominal capacity with reference fuel at a temperature of 18 °C ±2 °C.
6.6.1.11. Soak
The vehicle shall be subsequently parked for a minimum of 6 hours to a
maximum of 36 hours in the soak area at 20 °C ±2 °C to stabilise the fuel
temperature.
The tank pressure shall be subsequently released so as not to abnormally raise
the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute. After this action, the
vehicle carbon canister shall be connected again.
6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. inclusive of this annex shall be
followed.
6.6.2. In the case that the fuel tank relief pressure is lower than 30 kPa
The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13.
inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be replaced by the profile
specified in Table C4/2 of this annex for the diurnal emission test.
Table C4/2
Ambient temperature profile of the alternative sequence for sealed fuel tank system
Time (hours) Temperature (°C)
0/24 20.0
1 20.4
2 20.8
3 21.7
4 23.9
5 26.1
6 28.5
7 31.4
8 33.8
9 35.6
10 37.1
11 38.0
12 37.7
13 36.4
14 34.2
15 31.9
16 29.9
17 28.2
18 26.2
19 24.7
20 23.5
21 22.3
22 21.0
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Annex C3
Time (hours) Temperature (°C)
23 20.2
6.7. Stand-alone test procedure for sealed fuel tank systems

6.7.1 Measurement of depressurisation puff loss loading mass
6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. inclusive of this annex shall
be performed. The depressurisation puff loss loading mass is defined as the
difference in weight of the vehicle carbon canister before paragraph 6.6.1.6. of
this annex is applied and after paragraph 6.6.1.7.2. of this annex is applied.
6.7.1.2. The depressurisation puff loss overflow from the vehicle carbon canister shall
be measured according to paragraphs 6.6.1.8.1. and 6.6.1.8.2. inclusive of this
Annex and fulfil the requirements of paragraph 6.6.1.8.3. in this annex.
6.7.2. Hot soak and diurnal breathing evaporative emissions test
6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa
6.7.2.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and
6.6.1.9. to 6.6.1.9.1. inclusive of this annex.
6.7.2.1.2. The carbon canister shall be aged according to the sequence described in
paragraph 5.1. to 5.1.3.1.3. inclusive of this annex and shall be loaded and
purged according to paragraph 6.6.1.5. of this annex.
6.7.2.1.3. The aged carbon canister shall subsequently be loaded according to the
procedure described in paragraph 6.5.5.4. However, instead of loading to
breakthrough as described in paragraph 6.5.5.4.4., the total loading mass shall
be determined in accordance with paragraph 6.7.1.1. of this annex. At the
request of the manufacturer, the reference fuel may alternatively be used
instead of butane. The carbon canister shall be disconnected.
6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. inclusive of this annex shall
be followed.
6.7.2.2. In the case that the fuel tank relief pressure is lower than 30 kPa
The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4.
inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be modified in accordance
with the profile specified in Table A1/1 of this annex for the diurnal emission
test.
7. Calculation of evaporative test results
7.1. The evaporative emission tests described in paragraphs 6. to 6.7.2.2. inclusive
of this annex allow the hydrocarbon emissions from the puff loss overflow,
diurnal and hot soak tests to be calculated. Evaporative losses from each of
these tests shall be calculated using the initial and final hydrocarbon
concentrations, temperatures and pressures in the enclosure, together with the
net enclosure volume.
The following equation shall be used:
CHCf ×Pf CHCi ×Pi
MHC= k × V × ( − ) + MHC,out − MHC,in
Tf Ti
where:
MHC is the mass of hydrocarbons, grams;
MHC,out is the mass of hydrocarbons exiting the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;
MHC,in is the mass of hydrocarbon entering the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;
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Annex C3
CHC is the measured hydrocarbon concentration in the enclosure, ppm

volume in C1 equivalent;
V is the net enclosure volume corrected for the volume of the vehicle with
the windows and the luggage compartment open, m 3. If the volume of
the vehicle is not known, a volume of 1.42 m3 shall be subtracted;
T is the ambient chamber temperature, K;
P is the barometric pressure, kPa;
H/C is the hydrogen to carbon ratio
where:
H/C is taken to be 2.33 for puff loss overflow measurement in SHED
and diurnal test losses;
H/C is taken to be 2.20 for hot soak losses;
H/C is taken to be 2.67 for calibration;
k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa));
i is the initial reading;
f is the final reading;
7.1.1. As an alternative to the equation in paragraph 7.1. of this annex, for variable
volume enclosures the following equation may be used at the choice of the
manufacturer:
Pi
MHC= k × V × (CHCf − CHCi )
Ti
where:
MHC is the mass of hydrocarbons, grams;
CHC is the measured hydrocarbon concentration in the enclosure, ppm
volume in C1 equivalent;
V is the net enclosure volume corrected for the volume of the vehicle with
the windows and the luggage compartment open, m 3. If the volume of
the vehicle is not known, a volume of 1.42 m 3 shall be subtracted;
Ti is the initial ambient chamber temperature, K;
Pi is the initial barometric pressure, kPa;
H/C is the hydrogen to carbon ratio;
H/C is taken to be 2.33 for puff loss overflow measurement in SHED
and diurnal test losses;
H/C is taken to be 2.20 for hot soak losses;
H/C is taken to be 2.67 for calibration;
k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa));
i is the initial reading;
f is the final reading.
7.2. The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in
8. Test report
The test report shall contain at least the following:
(a) Description of the soak periods, including time and mean
temperatures;
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Annex C3
(b) Description of aged carbon canister used and reference to exact ageing
report;
(c) Mean temperature during the hot soak test;
(d) Measurement during hot soak test, HSL;
(e) Measurement of first diurnal, DL1st day;
(f) Measurement of second diurnal, DL2nd day;
(g) Final evaporative test result, calculated according to paragraph 7. of this
annex;
(h) Declared fuel tank relief pressure of the system (for sealed tank
systems);
(i) Puff loss loading value (in the case of using 'stand-alone test procedure'
described in paragraph 6.7. of this annex).
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Annex C4
Annex C4
Type 5 test
(Description of the endurance test for verifying the durability of pollution control devices)
1. Introduction
1.1. This annex describes the test for verifying the durability of anti-pollution
devices equipping vehicles with positive ignition or compression-ignition
engines.
For Level 1A;
The durability requirements shall be demonstrated using one of the three
options set out in paragraphs 1.2., 1.3. and 1.4. below.
For Level 1B;
The durability requirements shall be demonstrated using one of the two options
set out in paragraphs 1.2. and 1.4. below.
1.2. The whole vehicle durability test shall preferably be performed on a vehicle
with the cycle energy demand of the VH (as defined in paragraph 4.2.1.1.2. of
Annex B4) with the highest cycle energy demand of all of the Interpolation
Families to be included in the durability family and shall be driven on a test
track, on the road, or on a chassis dynamometer. The cycle energy of the test
vehicle may be further increased to cover future extensions.
1.3. This paragraph applies to Level 1A only;
The manufacturer may choose to use a bench ageing durability test. The
technical requirements for this test are set out in paragraph 2.2. of this annex.
1.4. As an alternative to durability testing, where applicable a manufacturer may
choose to apply the assigned deterioration factors from Table 3A and Table 3B
(as applicable) in paragraph 6.7.2. of this Regulation.
1.5. This paragraph is applicable for Level 1A only
At the request of the manufacturer, the Technical Service may carry out the
Type 1 test before the whole vehicle or bench ageing durability test has been
completed using the assigned deterioration factors in Table 3A and Table 3B
(as applicable) in paragraph 6.7.2. of this Regulation. On completion of the
whole vehicle or bench ageing durability test, the Technical Service may then
amend the type approval results recorded in Annex A2 to this Regulation by
replacing the assigned deterioration factors in the above table with those
measured in the whole vehicle or bench ageing durability test.
1.6. Deterioration factors are determined using either the procedures set out in
paragraphs 1.2. and, where applicable, paragraph 1.3. of this annex, or using
the assigned values in the table referred in paragraph 1.4. of this annex. The
deterioration factors are used to establish compliance with the requirements of
the appropriate emissions limits set out in paragraph 6.3.10. of this Regulation
during the target useful life of the vehicle.
1.7. This paragraph is applicable for Level 1B only
Notwithstanding the requirement of this annex, in the case that the vehicle that
reached mileage of target useful life by pattern A or pattern B described in
Appendix 3b to this annex is provided to the type approval authority and the
result of Type 1 test with the vehicle fulfil the criteria of Table 1B described
in paragraph 6.3.10. of this Regulation, the durability requirement is regarded
to be satisfied.
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Annex C4
2. Technical requirements
2.1. As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall use the Standard Road Cycle (SRC) described in
Appendix 3 to this annex. This test cycle shall be conducted until the vehicle
has covered its target useful life.
For Level 1B only:
As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall choose one of the driving cycles described in Appendix 3b
to this annex.
2.2. Bench ageing durability test
This paragraph applies to Level 1A only
2.2.1. For the execution of the bench ageing durability tests the vehicle used for the
catalyst and/or particle filter temperature measurements shall be VH.
The fuel to be used during the test shall be the one specified in paragraph 4. of
this annex.
2.3. This paragraph applies to Level 1A only
The bench ageing durability test to be used shall be the one appropriate to the
type of engine, as detailed in paragraphs 2.3.1. and 2.3.2. of this annex.
2.3.1. Vehicles with positive ignition engines
2.3.1.1. The bench ageing procedure requires the installation of the whole exhaust
after-treatment system on an ageing bench.
Ageing on the bench shall be conducted by following the SBC for the period
of time calculated from the Bench Ageing Time (BAT) equation. The BAT
equation requires, as input, catalyst time-at-temperature data measured on the
SRC, as described in paragraph 2.3.1.3.
2.3.1.2. SBC. Standard catalyst bench ageing shall be conducted following the SBC. The
SBC shall be run for the period of time calculated from the BAT equation. The
SBC is described in Appendix 1 to this annex.
2.3.1.3. Catalyst time-at-temperature data. Catalyst temperature shall be measured
during at least two full cycles of the SRC cycle as described in Appendix 3 to
this annex.
Catalyst temperature shall be measured at the highest temperature location in the
hottest catalyst on the test vehicle. Alternatively, the temperature may be measured
at another location providing that it is adjusted to represent the temperature
measured at the hottest location using good engineering judgement.
Catalyst temperature shall be measured at a minimum rate of one hertz (one
measurement per second).
The measured catalyst temperature results shall be tabulated into a histogram
with temperature groups of no larger than 25 °C.
2.3.1.4. The Bench Ageing Time (BAT) shall be calculated using the BAT equation as
follows:
te for a temperature bin = th e((R/Tr)-(R/Tv))
Total te = Sum of te over all the temperature groups
Bench Ageing Time = A (Total te)
Where:
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Annex C4
A = 1.1 This value adjusts the catalyst ageing time to account

for deterioration from sources other than thermal
ageing of the catalyst.
R = Catalyst thermal reactivity = 17,500
th = The time (in hours) measured within the prescribed
temperature bin of the vehicle's catalyst temperature
histogram adjusted to a full useful life basis e.g., if
the histogram represented 400 km, and useful life is
160,000 km; all histogram time entries would be
multiplied by 400 (160,000/400).
Total te = The equivalent time (in hours) to age the catalyst at
the temperature of Tr on the catalyst ageing bench
using the catalyst ageing cycle to produce the same
amount of deterioration experienced by the catalyst
due to thermal deactivation over the 160,000 km.
te for a = The equivalent time (in hours) to age the catalyst at
bin the temperature of Tr on the catalyst ageing bench
using the catalyst ageing cycle to produce the same
amount of deterioration experienced by the catalyst
due to thermal deactivation at the temperature bin of
Tv over 160,000 km.
Tr = The effective reference temperature (in K) of the
catalyst on the catalyst bench run on the bench ageing
cycle. The effective temperature is the constant
temperature that would result in the same amount of
ageing as the various temperatures experienced
during the bench ageing cycle.
Tv = The mid-point temperature (in K) of the temperature
bin of the vehicle on-road catalyst temperature
histogram.
2.3.1.5. Effective reference temperature on the SBC. The effective reference

temperature of the SBC shall be determined for the actual catalyst system
design and actual ageing bench which will be used using the following
procedures:
(a) Measure time-at-temperature data in the catalyst system on the catalyst
ageing bench following the SBC. Catalyst temperature shall be
measured at the highest temperature location of the hottest catalyst in
the system. Alternatively, the temperature may be measured at another
location providing that it is adjusted to represent the temperature
measured at the hottest location.
Catalyst temperature shall be measured at a minimum rate of one hertz
(one measurement per second) during at least 20 minutes of bench
ageing. The measured catalyst temperature results shall be tabulated
into a histogram with temperature groups of no larger than 10 °C.
(b) The BAT equation shall be used to calculate the effective reference
temperature by iterative changes to the reference temperature (Tr) until
the calculated ageing time equals or exceeds the actual time represented
in the catalyst temperature histogram. The resulting temperature is the
effective reference temperature on the SBC for that catalyst system and
ageing bench.
2.3.1.6. Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and
deliver the appropriate exhaust flow, exhaust constituents, and exhaust
temperature at the face of the catalyst.
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Annex C4
All bench ageing equipment and procedures shall record appropriate

information (such as measured A/F ratios and time-at-temperature in the
catalyst) to assure that sufficient ageing has actually occurred.
2.3.1.7. Required testing. For calculating deterioration factors at least two Type 1 tests
before bench ageing of the emission control hardware and at least two Type 1
tests after the bench-aged emission hardware is reinstalled have to be
performed on the test vehicle.
Additional testing may be conducted by the manufacturer. Calculation of the
deterioration factors has to be done according to the calculation method as
specified in paragraph 7. of this annex.
2.3.2. Vehicles with compression ignition engines
2.3.2.1. The following bench ageing procedure is applicable for compression-ignition
vehicles including hybrid vehicles.
The bench ageing procedure requires the installation of the after-treatment
system on an after-treatment system ageing bench.
In case of exhaust after-treatment system using reagent, the whole injection
system shall be fitted and working for ageing.
Ageing on the bench is conducted by following the Standard Diesel Bench
Cycle (SDBC) for the number of regenerations/desulphurisations calculated
from the Bench Ageing Duration (BAD) equation.
2.3.2.2. SDBC. Standard bench ageing is conducted following the SDBC. The SDBC
shall be run for the period of time calculated from the BAD equation. The
SDBC is described in Appendix 2 to this annex.
2.3.2.3. Regeneration data. Regeneration intervals shall be measured during at least 10
full cycles of the SRC cycle as described in Appendix 3 to this annex. As an
alternative the intervals from the Ki determination may be used.
If applicable, desulphurisation intervals shall also be considered based on
manufacturer's data.
2.3.2.4. Diesel bench ageing duration. Bench ageing duration is calculated using the
BAD equation as follows:
Bench ageing duration = number of regeneration and/or desulphurisation
cycles (whichever is the longer) equivalent to 160,000 km of driving.
2.3.2.5. Ageing bench. The ageing bench shall follow the SDBC and deliver
appropriate exhaust flow, exhaust constituents, and exhaust temperature to the
after-treatment system inlet.
The manufacturer shall record the number of regenerations/desulphurisations
(if applicable) to assure that sufficient ageing has actually occurred.
2.3.2.6. Required testing. For calculating deterioration factors at least two Type 1 tests
before bench ageing of the emission control hardware and at least two Type 1
tests after the bench-aged emission hardware is reinstalled have to be
performed on VH. Additional testing may be conducted by the manufacturer.
Calculation of the deterioration factors shall be done according to the
calculation method set out in paragraph 7. of this annex and with the additional
requirements contained in this Regulation.
3. Test vehicle
3.1. The vehicle shall be VH. It shall be in good mechanical order; the engine and
the anti-pollution devices shall be new. The vehicle may be the same as that
presented for the Type 1 test; in this case the Type 1 test has to be done after
the vehicle has run at least 3,000 km of the ageing cycle of Appendix 3. to this
annex.
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Annex C4
3.1.1. Special requirements for hybrid vehicles are provided in Appendix 4 to this
annex.
4. Fuel
The durability test is conducted with a suitable commercially available fuel.
5. Vehicle maintenance and adjustments
Maintenance, adjustments as well as the use of the test vehicle's controls shall
be those recommended by the manufacturer. If during the execution of the
whole vehicle durability test the vehicle experiences a failure not related to
emissions and/or fuel consumption and/or energy consumption, the
manufacturer can fix the vehicle and continue with the durability test.
Otherwise the manufacturer shall consult the approval authority to find a
commonly agreed solution.
6. Vehicle operation on track, road or on chassis dynamometer
6.1. Operating cycle
During operation on track, road or on roller test bench, the distance shall be
covered according to the driving schedule described in Appendix 3 of this
annex.
6.2. The durability test, or if the manufacturer has chosen, the modified durability
test shall be conducted until the vehicle has covered its target useful life.
6.3. Test equipment
6.3.1. Chassis dynamometer
6.3.1.1. When the durability test is performed on a chassis dynamometer, the
dynamometer shall enable the cycle described in Appendix 3 of this annex to
be carried out. In particular, it shall be equipped with systems simulating
inertia and resistance to progress.
6.3.1.2. The road load coefficients to be used shall be those for vehicle high (VH).
6.3.1.3. The vehicle cooling system should enable the vehicle to operate at
temperatures similar to those obtained on road (oil, water, exhaust system,
etc.).
6.3.1.4. Certain other test bench adjustments and features are deemed to be identical,
where necessary, to those described in Annex B5 to this Regulation (inertia,
for example, which may be mechanical or electronic).
6.3.1.5. The vehicle may be moved, where necessary, to a different bench in order to
conduct emission measurement tests.
6.3.2. Operation on track or road
When the durability test is completed on track or road, the test mass of the
vehicle shall be the same as that retained for tests conducted on a chassis
dynamometer.
7. Measuring emissions of pollutants
A first test is carried out when the vehicle has reached a mileage between
3,000 km and 5,000 km. Further tests are carried out at 20,000 km (±400 km)
and then every 20,000 km (±400 km) or more frequently, at regular intervals
until having covered the target useful life. Exhaust emissions are measured in
accordance with the Type 1 Test as defined in paragraph 6.3. of this
Regulation. At the choice of the manufacturer any of the above tests can be
repeated. In such a case the average value of all the repeated tests shall be
considered as a single value for the relevant mileage. After the target useful
life required for Level 1B has been driven, it is no longer necessary to
separately record the emissions results from the first 3 phases of WLTP.
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Annex C4
The limit values to be complied with are those laid down in paragraph 6.3.10.
of this Regulation.
In the case of vehicles equipped with periodically regenerating systems as
defined in paragraph 3.8.1. of this Regulation, it shall be checked that the vehicle
is not approaching a regeneration period. If this is the case, the vehicle shall be
driven until the end of the regeneration. If a regeneration occurs during the
emissions measurement, a new test (including preconditioning) shall be
performed, and the first result not taken into account.
All exhaust emissions results shall be plotted as a function of the running
distance on the system rounded to the nearest kilometre and the best fit straight
line fitted by the method of least squares shall be drawn through all these data
points.
For Level 1A
The data will be acceptable for use in the calculation of the deterioration factor
only if the interpolated 5,000 km and target useful life points on this line are
within the above mentioned limits.
The data are still acceptable when a best fit straight line crosses an applicable
limit with a negative slope (the 5,000 km interpolated point is higher than the
target useful life point) but the target useful life actual data point is below the
limit.
For Level 1B
The data will be acceptable for use in the calculation of the deterioration factor
only if the extrapolated 3,000 km and the target useful life points on this line
are within the above mentioned limits.
7.1. A multiplicative exhaust emission deterioration factor shall be calculated for
each pollutant as follows:
Mi2
D. E. F. =
Mi1
Where:
Mi1 =
For Level 1A mass emission of the pollutant i in g/km interpolated to
5,000 km,
For Level 1B - mass emission of the pollutant i in g/km extrapolated

to 3,000 km
Mi2 = mass emission of the pollutant i in g/km interpolated to the target useful
life
These interpolated values shall be carried out to a minimum of four places to
the right of the decimal point before dividing one by the other to determine the
deterioration factor. The result shall be rounded to three places to the right of
the decimal point.
If a deterioration factor is less than one, it is deemed to be equal to one.
At the request of a manufacturer, an additive exhaust emission deterioration
factor shall be calculated for each pollutant as follows:
D . E . F . = Mi2 – Mi1
If the additive deterioration factor calculated with the above formula is
negative, then it shall be put equal to zero.
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Annex C4
These additive deterioration factors shall follow the same rules described for
the multiplicative deterioration factors in relation to Level 1A (4 phase WLTP)
and Level 1B (3 phase WLTP).
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Annex C4 – Appendix 1
Annex C4 - Appendix 1
Standard Bench Cycle (SBC)
This appendix applies to Level 1A only
1. Introduction
The standard ageing durability procedure consists of ageing a catalyst/oxygen
and/or air fuel ratio sensor system on an ageing bench which follows the
Standard Bench Cycle (SBC) described in this appendix. The SBC requires the
use of an ageing bench with an engine as the source of feed gas for the catalyst.
The SBC is a 60-second cycle which is repeated as necessary on the ageing
bench to conduct ageing for the required period of time. The SBC is defined
based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount
of secondary air injection which is added in front of the first catalyst.
2. Catalyst temperature control
2.1. Catalyst temperature shall be measured in the catalyst bed at the location where
the highest temperature occurs in the hottest catalyst. Alternatively, the feed
gas temperature may be measured and converted to catalyst bed temperature
using a linear transform calculated from correlation data collected on the
catalyst design and ageing bench to be used in the ageing process.
2.2. Control the catalyst temperature at stoichiometric operation (01 to 40 seconds
on the cycle) to a minimum of 800 °C (±10 °C) by selecting the appropriate
engine speed, load, and spark timing for the engine. Control the maximum
catalyst temperature that occurs during the cycle to 890 °C (±10 °C) by
selecting the appropriate A/F ratio of the engine during the "rich" phase
described in Table C4 App1/2.
2.3. If a low control temperature other than 800 °C is utilized, the high control
temperature shall be 90 °C higher than the low control temperature.
Table C4 App1/2
Standard Bench Cycle (SBC)
Time Secondary air

(seconds) Engine air/fuel ratio injection
1-40 Stoichiometric with load, spark timing and engine speed None
controlled to achieve a minimum catalyst temperature of 800 °C
41-45 "Rich" (A/F ratio selected to achieve a maximum catalyst None

temperature over the entire cycle of 890 °C or 90 °C higher than
lower control temperature)
46-55 "Rich" (A/F ratio selected to achieve a maximum catalyst 3 % (±1 %)

temperature over the entire cycle of 890 °C or 90 °C higher than
lower control temperature)
56-60 Stoichiometric with load, spark timing and engine speed 3 % (±1 %)
controlled to achieve a minimum catalyst temperature of 800 °C
560
Figure C4 App1/2
Standard Bench Cycle
3. Ageing bench equipment and procedures

3.1. Ageing bench configuration. The ageing bench shall provide the appropriate
exhaust flow rate, temperature, air-fuel ratio, exhaust constituents and
secondary air injection at the inlet face of the catalyst.
The standard ageing bench consists of an engine, engine controller, and engine
dynamometer. Other configurations may be acceptable (e.g. whole vehicle on
a dynamometer, or a burner that provides the correct exhaust conditions), as
long as the catalyst inlet conditions and control features specified in this
appendix are met.
A single ageing bench may have the exhaust flow split into several streams
providing that each exhaust stream meets the requirements of this appendix. If
the bench has more than one exhaust stream, multiple catalyst systems may be
aged simultaneously.
3.2. Exhaust system installation. The entire catalyst(s)-plus-oxygen and/or air fuel
ratio sensor(s) system, together with all exhaust piping which connects these
components, will be installed on the bench. For engines with multiple exhaust
streams (such as some V6 and V8 engines), each bank of the exhaust system
will be installed separately on the bench in parallel.
For exhaust systems that contain multiple in-line catalysts, the entire catalyst
system including all catalysts, all oxygen and/or air fuel ratio sensors and the
associated exhaust piping will be installed as a unit for ageing. Alternatively,
each individual catalyst may be separately aged for the appropriate period of
time.
3.3. Temperature measurement. Catalyst temperature shall be measured using a
thermocouple placed in the catalyst bed at the location where the highest
temperature occurs in the hottest catalyst. Alternatively, the feed gas
temperature just before the catalyst inlet face may be measured and converted
to catalyst bed temperature using a linear transform calculated from correlation
data collected on the catalyst design and ageing bench to be used in the ageing
process. The catalyst temperature shall be stored digitally at the speed of 1 Hz.
3.4. Air/Fuel measurement. Provisions shall be made for the measurement of the
air/fuel (A/F) ratio (such as a wide-range oxygen sensor) as close as possible
to the catalyst inlet and outlet flanges. The information from these sensors shall
be stored digitally at the speed of 1 Hz.
561
3.5. Exhaust flow balance. Provisions shall be made to assure that the proper
amount of exhaust (measured in grams/second at stoichiometry, with a
tolerance of ±5 grams/second) flows through each catalyst system that is being
aged on the bench.
The proper flow rate is determined based upon the exhaust flow that would
occur in the original vehicle’s engine at the steady state engine speed and load
selected for the bench ageing in paragraph 3.6. of this appendix.
3.6. Setup. The engine speed, load, and spark timing are selected to achieve a
catalyst bed temperature of 800 °C (±10 °C) at steady-state stoichiometric
operation.
The air injection system is set to provide the necessary air flow to produce
3.0 per cent oxygen (±0.1 %) in the steady-state stoichiometric exhaust stream
just in front of the first catalyst. A typical reading at the upstream A/F
measurement point (required in paragraph 3.4. of this appendix) is lambda 1.16
(which is approximately 3 per cent oxygen).
With the air injection on, set the "Rich" A/F ratio to produce a catalyst bed
temperature of 890 °C (±10 °C). A typical A/F value for this step is
lambda 0.94 (approximately 2 per cent CO).
3.7. Ageing cycle. The standard bench ageing procedures use the SBC. The SBC is
repeated until the amount of ageing calculated from the BAT equation is
achieved.
3.8. Quality assurance. The temperatures and A/F ratio in paragraphs 3.3. and 3.4.
of this appendix shall be reviewed periodically (at least every 50 hours) during
ageing. Necessary adjustments shall be made to assure that the SBC is being
appropriately followed throughout the ageing process.
After the ageing has been completed, the catalyst time-at-temperature collected
during the ageing process shall be tabulated into a histogram with temperature
groups of no larger than 10 °C. The BAT equation and the calculated effective
reference temperature for the ageing cycle according to paragraph 2.3.1.4. of
this annex will be used to determine if the appropriate amount of thermal
ageing of the catalyst has in fact occurred. Bench ageing will be extended if
the thermal effect of the calculated ageing time is not at least 95 per cent of the
target thermal ageing.
3.9. Start up and Shutdown. Care should be taken to assure that the maximum
catalyst temperature for rapid deterioration (e.g. 1,050 °C) does not occur
during start up or shut down. Special low temperature start up and shutdown
procedures may be used to alleviate this concern.
4. Experimentally determining the R-factor for bench ageing durability
procedures
4.1. The R-Factor is the catalyst thermal reactivity coefficient used in the BAT
equation. Manufacturers may determine the value of R experimentally using
the following procedures.
4.1.1. Using the applicable bench cycle and ageing bench hardware, age several
catalysts (minimum of 3 of the same catalyst design) at different control
temperatures between the normal operating temperature and the damage limit
temperature. Measure emissions (or catalyst inefficiency (1-catalyst
efficiency)) for each exhaust constituent. Assure that the final testing yields
data between one- and two-times the emission standard.
4.1.2. Estimate the value of R and calculate the effective reference temperature (Tr)
for the bench ageing cycle for each control temperature according to
4.1.3. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst.
Calculate the least-squared best-fit line through the data. For the data set to be
562
useful for this purpose the data should have an approximately common
intercept between 0 and 6,400 km. See Figure C4 App1/3 for an example.
4.1.4. Calculate the slope of the best-fit line for each ageing temperature.
Figure C4 App1/3
Example of catalyst ageing
Catalyst Ageing
2 x std
1 x std
Emissions
Temp A
Temp B
Temp C
4K Ageing Time (hours)
4.1.5. Plot the natural log (ln) of the slope of each best-fit line (determined in
paragraph 4.1.4. of this appendix) along the vertical axis, versus the inverse of
ageing temperature (1/(ageing temperature, deg K)) along the horizontal axis.
Calculate the least squared best-fit lines through the data. The slope of the line
is the R-factor. See Figure C4 App1/4 for an example.
4.1.6. Compare the R-factor to the initial value that was used in paragraph 4.1.2. of
this appendix. If the calculated R-factor differs from the initial value by more
than 5 per cent, choose a new R-factor that is between the initial and calculated
values, and then repeat the steps in paragraphs 4.1.2. to 4.1.6. of this appendix
to derive a new R-factor. Repeat this process until the calculated R-factor is
within 5 per cent of the initially assumed R-factor.
4.1.7. Compare the R-factor determined separately for each exhaust constituent.
Use the lowest R-factor (worst case) for the BAT equation.
Figure C4 App1/4
Determining the R-Factor
563
Standard Diesel Bench Cycle (SDBC)
This appendix applies to Level 1A only
1. Introduction
For particulate filters, the number of regenerations is critical to the ageing
process. For systems that require desulphurisation cycles (e.g. NO x storage
catalysts), this process is also significant.
The standard diesel bench ageing durability procedure consists of ageing an
after-treatment system on an ageing bench which follows the SDBC described
in this appendix. The SDBC requires use of an ageing bench with an engine as
the source of feed gas for the system.
During the SDBC, the regeneration/desulphurisation strategies of the system
shall remain in normal operating condition.
2. The SDBC reproduces the engine speed and load conditions that are
encountered in the SRC cycle as appropriate to the period for which durability
is to be determined. In order to accelerate the process of ageing, the engine
settings on the test bench may be modified to reduce the system loading times.
For example the fuel injection timing or EGR strategy may be modified.
3. Ageing bench equipment and procedures
3.1. The standard ageing bench consists of an engine, engine controller, and engine
dynamometer. Other configurations may be acceptable (e.g. whole vehicle on
a dynamometer, or a burner that provides the correct exhaust conditions), as
long as the after-treatment system inlet conditions and control features
specified in this appendix are met.
A single ageing bench may have the exhaust flow split into several streams
provided that each exhaust stream meets the requirements of this appendix. If
the bench has more than one exhaust stream, multiple after-treatment systems
may be aged simultaneously.
3.2. Exhaust system installation. The entire after-treatment system, together with
all exhaust piping which connects these components, will be installed on the
bench. For engines with multiple exhaust streams (such as some V6 and V8
engines), each bank of the exhaust system will be installed separately on the
bench.
The entire after-treatment system will be installed as a unit for ageing.
Alternatively, each individual component may be separately aged for the
appropriate period of time.
In case of exhaust after-treatment system using reagent, the whole injection
system shall be fitted and working for ageing.
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Standard Road Cycle (SRC)

1. Introduction
The Standard Road Cycle (SRC) is a kilometre accumulation cycle on VH. The
vehicle may be run on a test track or on a kilometre accumulation
dynamometer.
The cycle consists of 7 laps of a 6 km course. The length of the lap may be
changed to accommodate the length of the mileage accumulation test track.
Standard road cycle
Lap Description Typical acceleration rate m/s²
1 (start engine) idle 10 seconds 0

1 Moderate acceleration to 48 km/h 1.79
1 Cruise at 48 km/h for ¼ lap 0
1 Moderate deceleration to 32 km/h -2.23
1 Moderate deceleration to stop -2.23
1 Idle 5 seconds 0
2 Idle 10 seconds 0
2 Idle 5 seconds 0
3 Idle 10 seconds 0
3 Hard acceleration to 88 km/h 1.79
565

4 Idle 10 seconds 0
4 Coast down to 113 km/h -0.45
4 Cruise at 113 km/h for ½ lap 0
5 Light acceleration to 113 km/h 0.45
6 Coast down to 97 km/h -0.45
7 Idle 45 seconds 0
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The standard road cycle is represented graphically in the following figure:
Standard Road Cycle
140
120
100
Speed (km/h)
80
60
40
20
0
0 1 2 3 4 5 6 7
Laps (5.95 km)
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Annex C4 – Appendix 3b
Annex C4 - Appendix 3b
The kilometre accumulation cycles
This appendix is applicable to Level 1b only
The manufacturer shall select one of the following three cycles for the whole vehicle
durability test
1. Pattern A
Driving pattern Distance ratio
Normal driving All elements (idling, acceleration, more than 60 %
deceleration, steady speed) shall be
operated within less than 60km/h
High speed driving Steady speed whichever lower more than 20 %
100km/h or V_max
others according to manufacture no specific requirement as
engineering practice long as maintaining the
above criteria
2. Pattern B
Driving pattern Distance ratio
Number of standing start more than 20 times per hour
High speed driving Steady speed whichever lower more than 8 %
100km/h or V_max
Average speed more than 45km/h
others All elements (idling, acceleration,
deceleration, steady speed) shall be
operated.
Expected more severe driving
pattern than Table C4/App3b.1 in
term of deterioration
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Annex C4 – Appendix 3b
Table C4/App3b.1
mode Driving conditions Operation time (s) Cumulative time (s)
1 Idling 10 10
2 Acceleration : 0 → 60km/h 30 40
3 Steady speed : 60km/h 15 55
4 Deceleration : 60 → 30 km/h 15 70
5 Acceleration : 30 → 60km/h 15 85
6 Steady speed : 60km/h 15 100
7 Deceleration : 60 → 0 km/h 30 130
8 repeat 1 to 7 nine times 1,170 1,300
9 Idling 10 1,310
10 Acceleration : 0 → 100* km/h 40 (50**) 1,350 (1,360**)
11 Steady speed : 100km/h 200 (190**) 1,550
12 Deceleration : 100 → 0 km/h 50 1,600
13 repeat 1 to 12 until useful life
* whichever lower 100 km/h or V_max
** for vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less
than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less
than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less
than or equal to 350 kg
3. Standard Road Cycle (SRC) described in Annex C4 Appendix3
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Special requirements for Hybrid Vehicles

1. Introduction
1.1. This appendix provides special requirements for the Type 5 test of OVC-HEVs
and NOVC-HEVs, as set out in paragraphs 2. and 3. of this appendix.
2. For Level 1A only:
For OVC-HEVs:
It is allowed to charge the electrical energy/power storage device twice a day
during mileage accumulation.
The mileage accumulation using the REESS shall be less than the target useful
life multiplied by the sum of all calculated Utility Factors UFj (UF) for that
vehicle from the beginning of the charge-depleting Type 1 test up to phase j.
Phase j corresponds with the last phase of the transition cycle which is the end
of the Charge-Depleting-Type 1 test.
Mileage accumulation shall be driven in the driver selectable mode that is
always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Technical Service.
During the mileage accumulation a change into another hybrid mode is allowed
if necessary in order to continue the mileage accumulation after agreement of
the Technical Service.
The measurements of emissions of pollutants shall be carried out under the
same conditions as specified in paragraph 3.2.5. of Annex B8.
3. For NOVC-HEVs:
Mileage accumulation shall be driven in the driver selectable mode which is
always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Technical Service.
The measurements of emissions of pollutants shall be carried out in the same
conditions as in the Type 1 test.
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Annex C5
Annex C5
On-Board Diagnostics (OBD) for motor vehicles

1. Introduction
This annex applies to the functional aspects of On-Board Diagnostic (OBD)
system for the emission control of motor vehicles.
2. RESERVED
3. Requirements and tests
3.1. All vehicles shall be equipped with an OBD system so designed, constructed
and installed in a vehicle as to enable it to identify types of deterioration or
malfunction over the entire life of the vehicle. In achieving this objective, the
Type Approval Authority shall accept that vehicles which have travelled
distances in excess of the target useful life (according to paragraph 6.7. of this
Regulation) referred to in paragraph 3.3.1. of this annex, may show some
deterioration in OBD system performance such that the OBD thresholds set
out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this
Regulation may be exceeded before the OBD system signals a failure to the
driver of the vehicle.
3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or
repair of the vehicle shall be unrestricted and standardised. All emission-
related fault codes shall be consistent with paragraph 6.5.3.5. of Appendix 1 to
this annex.
3.2. The OBD system shall be so designed, constructed and installed in a vehicle
as to enable it to comply with the requirements of this annex during conditions
of normal use.
3.2.1. Temporary disablement of the OBD system
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected
by low fuel levels. Disablement shall not occur when the fuel tank level is
above 20 per cent of the nominal capacity of the fuel tank.
3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting
temperatures below 266 K (-7 °C) or at elevations over 2,440 metres above sea
level provided the manufacturer submits data and/or an engineering evaluation
which adequately demonstrate that monitoring would be unreliable when such
conditions exist. A manufacturer may also request disablement of the OBD
system at other ambient engine starting temperatures if he demonstrates to the
authority with data and/or an engineering evaluation that misdiagnosis would
occur under such conditions. It is not necessary to illuminate the Malfunction
Indicator (MI) if the OBD thresholds are exceeded during a regeneration
provided no defect is present.
3.2.1.3. For vehicles designed to accommodate the installation of power take-off units,
disablement of affected monitoring systems is permitted provided disablement
occurs only when the power take-off unit is active.
In addition to the provisions of this paragraph the manufacturer may
temporarily disable the OBD system in the following conditions:
(a) For flex fuel or mono/bi fuel gas vehicles during 1 minute after re-
fuelling to allow for the recognition of fuel quality and composition by
the ECU;
(b) For bi fuel vehicles during 5 seconds after fuel switching to allow for
readjusting engine parameters;
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Annex C5
(c) The manufacturer may deviate from these time limits if it can
demonstrate that stabilisation of the fuelling system after re-fuelling or
fuel switching takes longer for justified technical reasons. In any case,
the OBD system shall be re-enabled as soon as either the fuel quality
and composition is recognised, or the engine parameters are readjusted.
3.2.2. Engine misfire in vehicles equipped with positive ignition engines
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than
those declared to the authority, under specific engine speed and load conditions
where it can be demonstrated to the authority that the detection of lower levels
of misfire would be unreliable.
3.2.2.2. When a manufacturer can demonstrate to the authority that the detection of
higher levels of misfire percentages is still not feasible, or that misfire cannot
be distinguished from other effects (e.g. rough roads, transmission shifts, after
engine starting; etc.) the misfire monitoring system may be disabled when such
conditions exist.
3.2.3. Identification of deterioration or malfunctions may be also be done outside a
driving cycle (e.g. after engine shutdown).
3.3. Description of tests
3.3.1. The tests are carried out on the vehicle used for the Type 5 durability test, given
in Annex C4 to this Regulation, and using the test procedure in Appendix 1 to
this annex. Tests are carried out at the conclusion of the Type 5 durability
testing.
When no Type 5 durability testing is carried out, or at the request of the
manufacturer, a suitably aged and representative vehicle may be used for these
OBD demonstration tests.
3.3.2. The OBD system shall indicate the failure of an emission-related component
or system when that failure results in emissions exceeding any of the OBD
thresholds set out in paragraph 6.8.2. of this Regulation.
3.3.2.1. The OBD thresholds for vehicles that are type approved according to the
emission limits set out in paragraph 6.3.10. of this Regulation are set out in
Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation.
3.3.3. Monitoring requirements for vehicles equipped with positive ignition engines.
In satisfying the requirements of paragraph 3.3.2. of this annex the OBD
system shall, at a minimum, monitor for:
3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to
emissions of NMHC and NOx. Manufacturers may monitor the front catalyst
alone or in combination with the next catalyst(s) downstream. Each monitored
catalyst or catalyst combination shall be considered malfunctioning when the
emissions exceed the NMHC or NOx OBD thresholds set out in paragraph
3.3.3.2. The presence of engine misfire in the engine operating region bounded by the
following lines:
(a) A maximum speed of 4,500 min-1 or 1,000 min-1 greater than the highest
speed occurring during a Type 1 Test cycle, whichever is the lower;
(b) The positive torque line (i.e. engine load with the transmission in
neutral);
(c) A line joining the following engine operating points: the positive torque
line at 3,000 min-1 and a point on the maximum speed line defined in
(a) above with the engine's manifold vacuum at 13.33 kPa lower than
that at the positive torque line.
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Annex C5
3.3.3.2.1. Specific monitoring rate for misfire:

For Level 1B only
(a) Catalytic converter protection. The engine misfire which causes the
catalytic converter damage because of excessive heat, shall be
monitored every 200 revolutions within the region specified in
paragraph 3.3.3.2.
When the evaluated engine misfire rate is less than 5%, the limit can be
fixed at 5%.
(b) Exceeding emission threshold. The engine misfire which causes to
exceed an emission threshold shall be monitored every 1,000
revolutions within the region specified in paragraph 3.3.3.2.
When the evaluated engine misfire rate is less than 1%, the limit can be
fixed at 1%.
3.3.3.3. Oxygen sensor deterioration
This paragraph shall mean that the deterioration of all oxygen sensors fitted
and used for monitoring malfunctions of the catalytic converter according to
the requirements of this annex shall be monitored.
3.3.3.4. Other emission control system components or systems, or emission related
power train components or systems which are connected to a computer, if
active on the selected fuel, the failure of which may result in tailpipe emissions
exceeding any of the OBD thresholds set out in Table 4A and Table 4B (as
applicable) in paragraph 6.8.2. of this Regulation.
The following is a non-exhaustive list providing examples of representative
components and systems;
(a) Exhaust gas recirculation system
(b) Fuel system
(c) Secondary air system
(d) Valve timing system
(e) Atmosphere pressure sensor
(f) Intake air pressure sensor
(g) Intake air temperature sensor
(h) Air flow sensor
(i) Engine coolant temperature sensor
(j) Throttle sensor
(k) Cylinder identification sensor
(l) Crank angle sensor
3.3.3.5. Unless otherwise monitored, any other emission-related power-train
component connected to a computer, including any relevant sensors to enable
monitoring functions to be carried out, shall be monitored for circuit
continuity.
3.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be
monitored for circuit continuity.
3.3.3.7. Only for Level 1A
For direct injection positive ignition engines any malfunction, which may lead
to emissions exceeding the particulate OBD thresholds set out in paragraph
6.8.2. of this Regulation and which has to be monitored according to the
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Annex C5
requirements of this annex for compression ignition engines, shall be

monitored.
3.3.4. Monitoring requirements for vehicles equipped with compression-ignition
engines
In satisfying the requirements of paragraph 3.3.2. of this annex the OBD
system shall monitor:
For Level 1A:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter.
3.3.4.2. Where fitted, the functionality and integrity of the particulate trap.
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are
monitored for circuit continuity and total functional failure.
3.3.4.4. Other emission control system components or systems, or emission-related
power-train components or systems, which are connected to a computer, the
failure of which may result in exhaust emissions exceeding any of the OBD
thresholds set out in paragraph 6.8.2. of this Regulation. Examples of such
systems or components are those for monitoring and control of air mass-flow,
air volumetric flow (and temperature), boost pressure and inlet manifold
pressure (and relevant sensors to enable these functions to be carried out).
3.3.4.5. Unless otherwise monitored, any other emission-related power-train
component connected to a computer shall be monitored for circuit continuity.
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system shall be
monitored.
3.3.4.7. Malfunctions and the reduction in efficiency of a NO x after-treatment system
using a reagent and the reagent dosing sub-system shall be monitored.
3.3.4.8. Malfunctions and the reduction in efficiency of NOx after-treatment not using
a reagent shall be monitored.
For Level 1B:
Any emission-related power-train component connected to a computer shall be
monitored for circuit continuity
Circuit monitor list
(a) Atmosphere pressure sensor
(b) Intake air pressure sensor
(c) Intake air temperature sensor
(d) Air flow sensor
(e) Engine coolant temperature sensor
(f) Throttle sensor
(g) Cylinder identification sensor
(h) Crank angle sensor
(i) Injection timing sensor
(j) Injection amount adjustment sensor
(k) Injection temperature sensor
(l) Injection pressure sensor
(m) Oil temperature sensor
(n) Oil pressure sensor
(o) Exhaust temperature sensor
(p) Exhaust pressure sensor
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Annex C5
3.3.5. Manufacturers may demonstrate to the Type Approval Authority that certain
components or systems need not be monitored if, in the event of their total
failure or removal, emissions do not exceed the OBD thresholds set out in
3.3.5.1. The following devices should however be monitored for total failure or
removal (if removal would cause the applicable emission limits in
paragraph 6.3.10. of this Regulation to be exceeded):
(a) A particulate trap fitted to compression ignition engines as a separate
unit or integrated into a combined emission control device;
(b) A NOx after treatment system fitted to compression ignition engines as
a separate unit or integrated into a combined emission control device;
(c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition
engines as a separate unit or integrated into a combined emission
control device.
3.3.5.2. The devices referred to in paragraph 3.3.5.1. of this annex shall also be
monitored for any failure that would result in exceeding the applicable OBD
thresholds set out in in paragraph 6.8.2. of this Regulation.
3.4. A sequence of diagnostic checks shall be initiated at each engine start and
completed at least once provided that the correct test conditions are met. The
test conditions shall be selected in such a way that they all occur under normal
driving as represented by the Type 1 test.
3.5. Activation of malfunction indicator (MI)
3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable
to the vehicle operator. The MI shall not be used for any other purpose except
to indicate emergency start-up, emission default modes or limp-home routines
to the driver. The MI shall be visible in all reasonable lighting conditions.
When activated, it shall display a symbol in conformity with ISO 2575. A
vehicle shall not be equipped with more than one general purpose MI for
emission-related problems. Separate specific purpose tell tales (e. g. brake
system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour
for an MI is prohibited.
3.5.2. For strategies requiring more than two preconditioning cycles for MI
activation, the manufacturer shall provide data and/or an engineering
evaluation which adequately demonstrates that the monitoring system is
equally effective and timely in detecting component deterioration. Strategies
requiring on average more than ten driving cycles for MI activation are not
accepted. The MI shall also activate whenever the engine control enters a
permanent emission default mode of operation if any of the OBD thresholds
set out in paragraph 6.8.2. of this Regulation are exceeded or if the OBD
system is unable to fulfil the basic monitoring requirements specified in
paragraph 3.3.3. or 3.3.4. of this annex. The MI shall operate in a distinct
warning mode, e.g. a flashing light, under any period during which engine
misfire occurs at a level likely to cause catalyst damage, as specified by the
manufacturer. The MI shall also activate when the vehicle's ignition is in the
"key-on" position before engine starting or cranking and de-activate after
engine starting if no malfunction has previously been detected.
3.6. Fault code storage
3.6.1. The OBD system shall record pending and confirmed fault code(s) indicating
the status of the emission control system. Separate status codes (readiness
codes) shall be used to identify correctly functioning emission control systems
and those emission control systems which need further vehicle operation to be
fully evaluated. If the MI is activated due to deterioration or malfunction or
permanent emission default modes of operation, a fault code shall be stored
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Annex C5
that identifies the type of malfunction. A fault code shall also be stored in the
cases referred to in paragraphs 3.3.3.5. and 3.3.4.5. of this annex.
3.6.2. The distance travelled by the vehicle while the MI is activated shall be
available at any instant through the serial port on the standard link connector.
3.6.3. In the case of vehicles equipped with positive ignition engines, misfiring
cylinders need not be uniquely identified if a distinct single or multiple
cylinder misfire fault code is stored.
3.7. Extinguishing the MI
3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the
manufacturer) is not present any more, or if the engine is operated after changes
to speed and load conditions where the level of misfire will not cause catalyst
damage, the MI may be switched back to the previous state of activation during
the first driving cycle on which the misfire level was detected and may be
switched to the normal activated mode on subsequent driving cycles. If the MI
is switched back to the previous state of activation, the corresponding fault
codes and stored freeze-frame conditions may be erased.
3.7.2. For all other malfunctions, the MI may be de-activated after three subsequent
sequential driving cycles during which the monitoring system responsible for
activating the MI ceases to detect the malfunction and if no other malfunction
has been identified that would independently activate the MI.
3.8. Erasing a fault code
3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-
frame information if the same fault is not re-registered in at least 40 engine
warm-up cycles or 40 driving cycles with vehicle operation in which the
following criteria (a)-(c) are satisfied:
(a) Cumulative time since engine start is greater than or equal to 600
seconds;
(b) Cumulative vehicle operation at or above 40 km/h occurs for greater
than or equal to 300 seconds;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by
driver and vehicle speed less than or equal to 1.6 km/h) for greater than
or equal to 30 seconds.
3.9. Bi-fuelled gas vehicles
In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and
(NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle
are applicable. To this end one of the following two options in paragraphs 3.9.1. or
3.9.2. of this annex or any combination thereof, shall be used.
3.9.1. One OBD system for both fuel types.
3.9.1.1. The following procedures shall be executed for each diagnostic in a single
OBD system for operation on petrol and on (NG/biomethane)/LPG, either
independent of the fuel currently in use or fuel type specific:
(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this
annex);
(b) Fault code storage (see paragraph 3.6. of this annex);
(c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).
For components or systems to be monitored, either separate diagnostics for
each fuel type can be used or a common diagnostic.
3.9.1.2. The OBD system can reside in either one or more computers.
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Annex C5
3.9.2. Two separate OBD systems, one for each fuel type.
3.9.2.1. The following procedures shall be executed independently of each other when
the vehicle is operated on petrol or on (NG/biomethane)/LPG:
(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this
annex);
(b) Fault code storage (see paragraph 3.6. of this annex);
(c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).
3.9.2.2. The separate OBD systems can reside in either one or more computers.
3.9.3. Specific requirements regarding the transmission of diagnostic signals from bi-
fuelled gas vehicles.
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be
transmitted on one or more source addresses. The use of source addresses is
described in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 to this
annex.
3.9.3.2. Identification of fuel specific information can be realized:
(a) By use of source addresses; and/or
(b) By use of a fuel select switch; and/or
(c) By use of fuel specific fault codes.
3.9.4. Regarding the status code (as described in paragraph 3.6. of this annex), one
of the following two options has to be used, if one or more of the diagnostics
reporting readiness is fuel type specific:
(a) The status code is fuel specific, i.e. use of two status codes, one for each
fuel type;
(b) The status code shall indicate fully evaluated control systems for both
fuel types (petrol and (NG/biomethane)/LPG)) when the control
systems are fully evaluated for one of the fuel types.
If none of the diagnostics reporting readiness is fuel type specific, then only
one status code has to be supported.
3.10. Additional provisions for vehicles employing engine shut - off strategies.
3.10.1. Driving cycle
3.10.1.1. Autonomous engine restarts commanded by the engine control system
following an engine stall may be considered a new driving cycle or a
continuation of the existing driving cycle.
4. Requirements relating to the type approval of on-board diagnostic systems
4.1. A manufacturer may request to the Type Approval Authority that an OBD
system be accepted for type approval even though the system contains one or
more deficiencies such that the specific requirements of this annex are not fully
met. The Type Approval Authority may approve up to two separate
components or systems with one or more deficiencies.
When a manufacturer adopts specific conditions for misfire defined in
paragraph 3.3.3.2.1. of this annex, these conditions shall not be considered as
a deficiency.
4.2. In considering the request, the Type Approval Authority shall determine
whether compliance with the requirements of this annex is infeasible or
unreasonable.
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Annex C5
The Type Approval Authority shall take into consideration data from the
manufacturer that details such factors as, but not limited to, technical feasibility,
lead time and production cycles including phase-in or phase-out of engines or
vehicle designs and programmed upgrades of computers, the extent to which the
resultant OBD system will be effective in complying with the requirements of
this Regulation and that the manufacturer has demonstrated an acceptable level
of effort towards compliance with the requirements of this Regulation.
4.2.1. The Type Approval Authority shall not accept any deficiency request that
includes the complete lack of a required diagnostic monitor or the lack of
mandated recording and reporting of data related to a monitor.
4.2.2. The Type Approval Authority will not accept any deficiency request that does
not respect the OBD thresholds set out in paragraph 6.8.2. of this Regulation.
4.3. In determining the identified order of deficiencies, deficiencies relating to
paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive ignition
engines and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this annex for
compression-ignition engines shall be identified first.
4.4. Prior to or at the time of type approval, no deficiency shall be granted in respect
of the requirements of paragraph 6.5., except paragraph 6.5.3.5., of Appendix 1
to this annex.
4.5. Deficiency period
4.5.1. A deficiency may be carried-over for a period of two years after the date of type-
approval unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be carried-
over for a period not exceeding three years.
4.5.2. A manufacturer may request that the Type Approval Authority grant a
deficiency retrospectively when such a deficiency is discovered after the
original type-approval. In this case, the deficiency may be carried-over for a
period of two years after the date of notification to the Type Approval
Authority unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.
4.6. At the request of the manufacturer, a vehicle with an OBD system may be
accepted for type-approval with regard to emissions, even though the system
contains one or more deficiencies such that the specific requirements of this
annex are not fully met, provided that the specific administrative provisions set
out in section paragraph 3 of this annex are complied with.
The Type Approval Authority shall notify its decision in granting a deficiency
request to all other Contracting Parties to the 1958 Agreement applying this
Regulation.
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Functional aspects of On-Board Diagnostic (OBD) systems

1. This appendix describes the procedure of the test according to paragraph 3. of
this annex. The procedure describes a method for checking the function of the
On-Board Diagnostic (OBD) system installed on the vehicle by failure
simulation of relevant systems in the engine management or emission control
system. It also sets procedures for determining the durability of OBD systems.
The manufacturer shall make available the defective components and/or
electrical devices which would be used to simulate failures. When measured
over the Type 1 test cycle, such defective components or devices shall not
cause the vehicle emissions to exceed any of the OBD thresholds set out in
Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation
by more than 20 per cent. For electrical failures (short/open circuit), the
emissions may exceed these OBD thresholds by more than twenty per cent.
When the vehicle is tested with the defective component or device fitted, the
OBD system is approved if the MI is activated. The OBD system is also
approved if the MI is activated below the OBD thresholds.
2. Description of test
2.1. The testing of OBD systems consists of the following phases:
2.1.1. Simulation of malfunction of a component of the engine management or
emission control system;
2.1.2. Preconditioning of the vehicle with a simulated malfunction over
preconditioning specified in paragraph 6.2.1. or paragraph 6.2.2. of this
appendix;
2.1.3. Driving the vehicle with a simulated malfunction over the Type 1 test cycle
and measuring the emissions of the vehicle. When driving the vehicle with a
simulated malfunction, the drive trace indices and tolerances set out in
paragraph 2.6.8.3.2. of Annex B6 shall not apply;
2.1.4. Determining whether the OBD system reacts to the simulated malfunction and
indicates malfunction in an appropriate manner to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of one or more
components may be electronically simulated according to the requirements of
2.3. Manufacturers may request that monitoring take place outside the Type 1 test
cycle if it can be demonstrated to the Type Approval Authority that monitoring
during conditions encountered during the Type 1 test cycle would impose
restrictive monitoring conditions when the vehicle is used in service.
3. Test vehicle and fuel
3.1. Vehicle
The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to
this Regulation.
3.2. Fuel
The appropriate reference fuel as described in Annex B3 to this Regulation
shall be used for testing. The fuel type for each failure mode to be tested
(described in paragraph 6.3. of this appendix) may be selected by the Type
Approval Authority from the reference fuels described in Annex B3 to this
Regulation in the case of the testing of a mono-fuelled gas vehicle or of a bi-
579
fuelled gas vehicle. The selected fuel type shall not be changed during any of
the test phases (described in paragraphs 2.1. to 2.3. of this appendix). In the
case of the use of LPG or NG/biomethane as a fuel it is permissible that the
engine is started on petrol and switched to LPG or NG/biomethane after a pre-
determined period of time which is controlled automatically and not under the
control of the driver.
4. Test temperature and pressure
4.1. The test temperature and pressure shall meet the requirements of the Type 1
test as described in Annex B6 to this Regulation.
5. Test equipment
5.1. Chassis dynamometer
The chassis dynamometer shall meet the requirements of Annex B5 to this
Regulation.
6. OBD test procedure
An overview of the OBD test procedure is provided in Figure C5.App1/1. This is for
information purposes only.
Figure C5.App1/1
Overview of demonstration test
Erase all fault codes
Preconditioning for Adaption

(with out fault, if needed)
Installation of fault
Preconditioning for Adaption

(with fault, if needed)
erase fault code if fault code is

present
Preconditioning for Monitoring

(store fault code)
Preconditioning for Monitoring

(store fault code)
Soak
Emission measurement
(MI activation)
6.1. The operating cycle on the chassis dynamometer shall be the applicable WLTC
driven in the Type 1 test, as specified in Annexes Part B.
580
6.1.1. The Type 1 test need not be performed for the demonstration of electrical
failures (short/open circuit). The manufacturer may demonstrate these failure
modes using driving conditions in which the component is used and the
monitoring conditions are encountered. These conditions shall be reported in
the type approval documentation.
6.1.2. At the beginning of each failure mode to be demonstrated, the fault code
memory shall be cleared.
6.2. Vehicle preconditioning
6.2.1. Preconditioning for adaption
Preconditioning for adaption consists of two parts
(a) Preconditioning for adaption without fault
(b) Preconditioning for adaption with fault
upon the choice of the manufacturer.
Level 1A
The preconditioning for adaption consists of one or more consecutive WLTC
4-phase tests. At the request of the manufacturer and with the approval of the
Type Approval Authority, alternative method for adaption may be used instead
of 4-phase-tests.
If the fault code is stored after preconditioning for adaption, manufacturer shall
delete the fault code.
Level 1B
The preconditioning for adaption consists of one or more consecutive WLTC
3-phase tests. At the request of the manufacturer and with the approval of the
Type Approval Authority, alternative method for adaption may be used instead
of 3-phase-tests.
If the fault code is stored after preconditioning for adaption, manufacturer shall
delete the fault code.
6.2.2. Preconditioning for Monitoring
6.2.2.1. Level 1A Only
According to the engine type and after introduction of one of the failure modes
given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned
by driving at least two consecutive 4-phase-WLTC tests.
Level 1B Only
According to the engine type and after introduction of one of the failure modes
given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned
by driving at least two consecutive 3-phase-WLTC tests.
6.2.3. Level 1A Only
At the request of the manufacturer with approval by Type Approval Authority,
alternative preconditioning methods may be used.
The reason for the use of additional preconditioning cycles or alternative
preconditioning methods as well as details of these cycles/methods shall be
reported in the type approval documentation.
6.3. Failure modes to be tested
6.3.1. Positive ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or
electronic simulation of such a failure;
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring
given in paragraph 3.3.3.2. of this annex;
581
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen

sensor or electronic simulation of such a failure;
6.3.1.4. Electrical disconnection of any other emission-related component connected
to a power-train management computer (if active on the selected fuel type);
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if
equipped and if active on the selected fuel type).
6.3.2. Compression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective
catalyst or electronic simulation of such a failure.
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an
integral part of the trap, a defective trap assembly.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and
timing actuator.
6.3.2.4. Electrical disconnection of any other emission-related component connected
to a power-train management computer.
6.3.2.5. In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this
appendix, and with the agreement of the Type Approval Authority, the
manufacturer shall take appropriate steps to demonstrate that the OBD system
will indicate a fault when disconnection occurs.
6.3.2.6. The manufacturer shall demonstrate that malfunctions of the EGR flow and
cooler are detected by the OBD system during its approval test.
6.4. OBD system test
6.4.1. Vehicles fitted with positive ignition engines:
6.4.1.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type 1 test.
The MI shall be activated at the latest before the end of this test under any of
the conditions given in paragraphs 6.4.1.2. to 6.4.1.6. of this appendix. The MI
may also be activated during preconditioning. The Technical Service may
substitute those failure modes with others in accordance with paragraph
3.3.3.4. of this annex. However, the total number of failures simulated shall
not exceed four (4) for the purpose of type approval.
In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within
the maximum of four (4) simulated failures at the discretion of the Type
Approval Authority.
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic
simulation of a deteriorated or defective catalyst that results in emissions
exceeding the NMHC OBD threshold or the NOx OBD threshold set out in
6.4.1.3. An induced misfire condition according to the conditions for misfire
monitoring given in paragraph 3.3.3.2. of this annex that results in emissions
exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this
Regulation.
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen
sensor or electronic simulation of a deteriorated or defective oxygen sensor
that results in emissions exceeding any of the OBD thresholds set out in
6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if
equipped and if active on the selected fuel type).
6.4.1.6. Electrical disconnection of any other emission-related power-train component
connected to a computer that results in emissions exceeding any of the OBD
582
thresholds set out in paragraph 6.8.2. of this Regulation (if active on the
selected fuel type).
6.4.2. Vehicles fitted with compression-ignition engines:
6.4.2.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type 1 test.
The MI shall be activated at the latest before the end of this test under any of
the conditions given in paragraphs 6.4.2.2. to 6.4.2.5 of this appendix. The MI
may also be activated during preconditioning. The technical service may
substitute those failure modes by others in accordance with paragraph 3.3.4.4.
of this annex. However, the total number of failures simulated shall not exceed
four (4) for the purposes of type approval.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst
or electronic simulation of a deteriorated or defective catalyst that results in
emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of
this Regulation.
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the
particulate trap with a defective particulate trap meeting the conditions of
paragraph 6.3.2.2. of this appendix that results in emissions exceeding any of
the OBD thresholds set out in paragraph 6.8.2. of this Regulation.
6.4.2.4. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any
fuelling system electronic fuel quantity and timing actuator that results in
emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of
this Regulation.
6.4.2.5. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any
other emission-related power-train component connected to a computer that
results in emissions exceeding any of the OBD thresholds set out in paragraph
6.5. Diagnostic signals
6.5.1. Reserved
6.5.1.1. Upon determination of the first malfunction of any component or system,
"freeze-frame" engine conditions present at the time shall be stored in
computer memory. Should a subsequent fuel system or misfire malfunction
occur, any previously stored freeze-frame conditions shall be replaced by the
fuel system or misfire conditions (whichever occurs first). Stored engine
conditions shall include, but are not limited to calculated load value, engine
speed (RPM), fuel trim value(s) (if available), fuel pressure (if available),
vehicle speed (if available), engine coolant temperature, intake manifold
pressure (if available), fuel system status (e.g. closed-loop, open-loop) (if
available) and the fault code which caused the data to be stored. The
manufacturer shall choose the most appropriate set of conditions facilitating
effective repairs for freeze-frame storage. Only one frame of data is required.
Manufacturers may choose to store additional frames provided that at least the
required frame can be read by a generic scan tool meeting the specifications of
paragraphs 6.5.3.2. and 6.5.3.3. of this appendix. If the fault code causing the
conditions to be stored is erased in accordance with paragraph 3.8. of this
annex, the stored engine conditions may also be erased.
583
6.5.1.2. If available, the following signals in addition to the required freeze-frame

information shall be made available on demand through the serial port on the
standardised data link connector, if the information is available to the on-board
computer or can be determined using information available to the on-board
computer: number of diagnostic trouble codes, engine coolant temperature,
fuel system status (e.g. closed-loop, open-loop), fuel trim value(s), ignition
timing advance, intake air temperature, intake manifold air pressure, air flow
rate, engine speed (RPM), throttle position sensor output value, secondary air
status (upstream, downstream or atmosphere), calculated load value, vehicle
speed, fuel pressure, oxygen sensor, lambda sensor, and number of fault code.
The signals shall be provided in standard units based on the specifications
given in paragraph 6.5.3. of this appendix. Actual signals shall be clearly
identified separately from default value or limp-home signals.
6.5.1.3. For all emission control systems for which specific on-board evaluation tests
are conducted (catalyst, oxygen sensor, etc.), except misfire detection, fuel
system monitoring and comprehensive component monitoring, the results of
the most recent test performed by the vehicle and the limits to which the system
is compared shall be made available through the serial data port on the
standardised data link connector according to the specifications given in
paragraph 6.5.3. of this appendix. For the monitored components and systems
excepted above, a pass/fail indication for the most recent test results shall be
available through the data link connector.
All data required to be stored in relation to OBD in-use performance
according to the provisions of paragraph 7.6. of this appendix shall be
available through the serial data port on the standardized data link connector
according to the specifications given in paragraph 6.5.3. of this appendix.
6.5.1.4. The OBD requirements to which the vehicle is certified and the major emission
control systems monitored by the OBD system consistent with
paragraph 6.5.3.3. of this appendix shall be available through the serial data
port on the standardised data link connector according to the specifications
given in paragraph 6.5.3. of this appendix.
6.5.1.5. For all types of vehicles entering into service, the software calibration
identification number shall be made available through the serial port on the
standardised data link connector. The software calibration identification
number shall be provided in a standardised format.
6.5.2. The emission control diagnostic system is not required to evaluate components
during malfunction if such evaluation would result in a risk to safety or
component failure.
6.5.3. The emission control diagnostic system shall provide for standardised and
unrestricted access and conform to the following ISO standards and/or SAE
specification. Later versions may be used at the manufacturers' discretion.
6.5.3.1. The following standard shall be used as the on-board to off-board
communications link:
(a) ISO 15765-4:2011 "Road vehicles – Diagnostics on Controller Area
Network (CAN) – Part 4: Requirements for emissions-related systems",
dated 1 February 2011.
6.5.3.2. Standards used for the transmission of OBD relevant information:
(a) ISO 15031-5 "Road vehicles - communication between vehicles and
external test equipment for emissions-related diagnostics – Part 5:
Emissions-related diagnostic services", dated 1 April 2011 or SAE
J1979 dated 23 February 2012;
(b) ISO 15031-4 "Road vehicles – Communication between vehicle and
external test equipment for emissions related diagnostics – Part 4:
584
External test equipment", dated 1 June 2005 or SAE J1978 dated 30

April 2002;
(c) ISO 15031-3 "Road vehicles – Communication between vehicle and
external test equipment for emissions related diagnostics Part 3:
Diagnostic connector and related electrical circuits: specification and
use", dated 1 July 2004 or SAE J 1962 dated 26 July 2012;
(d) ISO 15031-6 "Road vehicles – Communication between vehicle and
external test equipment for emissions related diagnostics – Part 6:
Diagnostic trouble code definitions", dated 13 August 2010 or SAE
J2012 dated 07 March 2013;
(e) ISO 27145 "Road vehicles – Implementation of World-Wide
Harmonized On-Board Diagnostics (WWH-OBD)" dated 2012-08-15
with the restriction, that only 6.5.3.1.(a) may be used as a data link;
(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS)
with the restriction, that only 6.5.3.1.(a) may be used as a data link".
The standards (e) and (f) may be used as an option instead of (a).
6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD
systems shall meet or exceed the functional specification given in the standard
listed in paragraph 6.5.3.2.(b) of this appendix.
6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional
control information shall be provided using the format and units described in
the standard listed in paragraph 6.5.3.2.(a) of this appendix and must be
available using a diagnostic tool meeting the requirements of the standard
listed in paragraph 6.5.3.2.(b) of this appendix.
The vehicle manufacturer shall provide to a national standardisation body the
details of any emission-related diagnostic data, e.g. PID’s, OBD monitor Id’s,
Test ID’s not specified in the standard listed in paragraph 6.5.3.2.(a) of this
appendix but related to this Regulation.
6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an
appropriate ISO/SAE controlled fault code specified in one of the standards
listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related
system diagnostic trouble codes". If such identification is not possible, the
manufacturer may use manufacturer controlled diagnostic trouble codes
according to the same standard. The fault codes shall be fully accessible by
standardised diagnostic equipment complying with the provisions of
paragraph 6.5.3.3. of this appendix.
6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be
standardised and shall meet all the requirements of the standard listed in
paragraph 6.5.3.2.(c) of this appendix. The installation position shall be subject
to agreement of the administrative department such that it is readily accessible
by service personnel but protected from tampering by non-qualified personnel.
7. In-use performance
This paragraph is only applicable for Level 1A
7.1.1. Each monitor of the OBD system shall be executed at least once per driving
cycle in which the monitoring conditions as specified in paragraph 7.2. of this
appendix are met. Manufacturers may not use the calculated ratio (or any
element thereof) or any other indication of monitor frequency as a monitoring
condition for any monitor.
7.1.2. The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD
systems and in-use performance of pollution control devices shall be:
585
IUPRM = NumeratorM / DenominatorM

7.1.3. Comparison of numerator and denominator gives an indication of how often a
specific monitor is operating relative to vehicle operation. To ensure all
manufacturers are tracking IUPRM in the same manner, detailed requirements
are given for defining and incrementing these counters.
7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a
specific monitor M, IUPRM shall be greater or equal to the following minimum
values:
(a) 0.260 for secondary air system monitors and other cold start related
monitors;
(b) 0.520 for evaporative emission purge control monitors;
(c) 0.336 for all other monitors.
7.1.5. Vehicles shall comply with the requirements of paragraph 7.1.4. of this
appendix for a mileage of at least the target useful life, as defined in
paragraph 6.7. of this Regulation.
7.1.6. The requirements of this paragraph are deemed to be met for a particular
monitor M, if for all vehicles of a particular OBD family manufactured in a
particular calendar year the following statistical conditions hold:
(a) The average IUPRM is equal or above the minimum value applicable to
the monitor;
(b) More than 50 per cent of all vehicles have an IUPRM equal or above the
minimum value applicable to the monitor.
7.2. NumeratorM
7.2.1. The numerator of a specific monitor is a counter measuring the number of
times a vehicle has been operated such that all monitoring conditions necessary
for the specific monitor to detect a malfunction in order to warn the driver, as
they have been implemented by the manufacturer, have been encountered. The
numerator shall not be incremented more than once per driving cycle, unless
there is reasoned technical justification.
7.3. DenominatorM
7.3.1. The purpose of the denominator is to provide a counter indicating the number
of vehicle driving events, taking into account special conditions for a specific
monitor. The denominator shall be incremented at least once per driving cycle,
if during this driving cycle such conditions are met and the general
denominator is incremented as specified in paragraph 7.5. of this appendix
unless the denominator is disabled according to paragraph 7.7. of this
appendix.
7.3.2. In addition to the requirements of paragraph 7.3.1. of this appendix:
(a) Secondary air system monitor denominator(s) shall be incremented if
the commanded "on" operation of the secondary air system occurs for
a time greater than or equal to 10 seconds. For purposes of determining
this commanded "on" time, the OBD system may not include time
during intrusive operation of the secondary air system solely for the
purposes of monitoring.
(b) Denominators of monitors of systems only active during cold start shall
be incremented if the component or strategy is commanded "on" for a
time greater than or equal to 10 seconds.
(c) The denominator(s) for monitors of Variable Valve Timing (VVT)
and/or control systems shall be incremented if the component is
commanded to function (e.g., commanded "on", "open", "closed",
586
"locked", etc.) on two or more occasions during the driving cycle or for
a time greater than or equal to 10 seconds, whichever occurs first.
(d) For the following monitors, the denominator(s) shall be incremented by
one if, in addition to meeting the requirements of this paragraph on at
least one driving cycle, at least 800 cumulative kilometres of vehicle
operation have been experienced since the last time the denominator
was incremented:
(i) Diesel oxidation catalyst;
(ii) Diesel particulate filter.
(e) Without prejudice to requirements for the increment of denominators
of other monitors the denominators of monitors of the following
components shall be incremented if and only if the driving cycle started
with a cold start:
(i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature
sensors;
(ii) Clean air (ambient air, intake air, charge air, inlet manifold)
temperature sensors;
(iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-
charging, catalyst) temperature sensors;
(f) The denominators of monitors of the boost pressure control system shall
be incremented if all of the following conditions are met:
(i) The general denominator conditions arc fulfilled;
(ii) The boost pressure control system is active for a time greater
than or equal to 15 seconds.
(g) Manufacturers may request to use special denominator conditions for
certain components or systems and this request can be approved only if
it can be demonstrated to the Type Approval Authority by submitting
data and/or an engineering evaluation that other conditions are
necessary to allow for reliable detection of malfunctions.
7.3.3. For hybrid vehicles, vehicles that employ alternative engine start hardware or
strategies (e.g. integrated starter and generators), or alternative fuel vehicles
(e.g. dedicated, bi-fuel, or dual-fuel applications), the manufacturer may
request the approval of the Type Approval Authority to use alternative criteria
to those set out in this paragraph for incrementing the denominator. In general,
the Type Approval Authority shall not approve alternative criteria for vehicles
that only employ engine shut off at or near idle/vehicle stop conditions.
Approval by the Type Approval Authority of the alternative criteria shall be
based on the equivalence of the alternative criteria to determine the amount of
vehicle operation relative to the measure of conventional vehicle operation in
accordance with the criteria in this paragraph.
7.4. Ignition cycle counter
7.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle has
experienced. The ignition cycle counter may not be incremented more than
once per driving cycle.
7.5. General denominator
7.5.1. The general denominator is a counter measuring the number of times a vehicle
has been operated. It shall be incremented within 10 seconds, if and only if, the
following criteria are satisfied on a single driving cycle:
(a) Cumulative time since engine start is greater than or equal to
600 seconds while at an elevation of less than 2,440 m above sea level
and at an ambient temperature of greater than or equal to -7 °C;
587
(b) Cumulative vehicle operation at or above 40 km/h occurs for greater

than or equal to 300 seconds while at an elevation of less than 2,440 m
above sea level and at an ambient temperature of greater than or equal
to -7 °C;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by
driver and vehicle speed less than or equal to 1.6 km/h) for greater than
or equal to 30 seconds while at an elevation of less than 2,440 m above
sea level and at an ambient temperature of greater than or equal to -
7 °C.
7.6. Reporting and increasing counters
7.6.1. The OBD system shall report, in accordance with the ISO 15031-5
specifications of the standard listed in paragraph 6.5.3.2.(a) of this appendix,
the ignition cycle counter and general denominator as well as separate
numerators and denominators for the following monitors, if their presence on
the vehicle is required by this annex:
(a) Catalysts (each bank to be reported separately);
(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors (each
sensor to be reported separately);
(c) Evaporative system;
(d) EGR system;
(e) VVT system;
(f) Secondary air system;
(g) Particulate filter;
(h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst
system);
(i) Boost pressure control system.
7.6.2. For specific components or systems that have multiple monitors, which are
required to be reported by this point (e.g. oxygen sensor bank 1 may have
multiple monitors for sensor response or other sensor characteristics), the OBD
system shall separately track numerators and denominators for each of the
specific monitors and report only the corresponding numerator and
denominator for the specific monitor that has the lowest numerical ratio. If two
or more specific monitors have identical ratios, the corresponding numerator
and denominator for the specific monitor that has the highest denominator shall
be reported for the specific component.
7.6.2.1. Numerators and denominators for specific monitors of components or systems,
that are monitoring continuously for short circuit or open circuit failures are
exempted from reporting.
"Continuously", if used in this context means monitoring is always enabled
and sampling of the signal used for monitoring occurs at a rate no less than two
samples per second and the presence or the absence of the failure relevant to
that monitor has to be concluded within 15 seconds.
If for control purposes, a computer input component is sampled less frequently,
the signal of the component may instead be evaluated each time sampling
occurs.
It is not required to activate an output component/system for the sole purpose
of monitoring that output component/system.
7.6.3. All counters, when incremented, shall be incremented by an integer of one.
588
7.6.4. The minimum value of each counter is 0, the maximum value shall not be less
than 65,535, notwithstanding any other requirements on standardised storage
and reporting of the OBD system.
7.6.5. If either the numerator or denominator for a specific monitor reaches its
maximum value, both counters for that specific monitor shall be divided by
two before being incremented again according to the provisions set in
paragraphs 7.2. and 7.3. of this appendix. If the ignition cycle counter or the
general denominator reaches its maximum value, the respective counter shall
change to zero at its next increment according to the provisions set in
paragraphs 7.4. and 7.5. of this appendix, respectively.
7.6.6. Each counter shall be reset to zero only when a non-volatile memory reset
occurs (e.g. reprogramming event, etc.) or, if the numbers are stored in keep-
alive memory (KAM), when KAM is lost due to an interruption in electrical
power to the control module (e.g. battery disconnect, etc.).
7.6.7. The manufacturer shall take measures to ensure that the values of numerator
and denominator cannot be reset or modified, except in cases provided for
explicitly in this paragraph.
7.7. Disablement of numerators and denominators and of the general denominator
7.7.1. Within 10 seconds of a malfunction being detected, which disables a monitor
required to meet the monitoring conditions of this annex (i.e. a pending or
confirmed code is stored), the OBD system shall disable further incrementing
of the corresponding numerator and denominator for each monitor that is
disabled. When the malfunction is no longer detected (i.e., the pending code is
erased through self-clearing or through a scan tool command), incrementing of
all corresponding numerators and denominators shall resume within
10 seconds.
7.7.2. Within 10 seconds of the start of a Power Take-off Operation (PTO) that
disables a monitor required to meet the monitoring conditions of this annex,
the OBD system shall disable further incrementing of the corresponding
numerator and denominator for each monitor that is disabled. When the PTO
operation ends, incrementing of all corresponding numerators and
denominators shall resume within 10 seconds.
7.7.3. The OBD system shall disable further incrementing of the numerator and
denominator of a specific monitor within 10 seconds, if a malfunction of any
component used to determine the criteria within the definition of the specific
monitor's denominator (i.e. vehicle speed, ambient temperature, elevation, idle
operation, engine cold start, or time of operation) has been detected and the
corresponding pending fault code has been stored. Incrementing of the
numerator and denominator shall resume within 10 seconds when the
malfunction is no longer present (e.g. pending code erased through self-
clearing or by a scan tool command).
7.7.4. The OBD system shall disable further incrementing of the general denominator
within 10 seconds, if a malfunction has been detected of any component used
to determine whether the criteria in paragraph 7.5. of this appendix are satisfied
(i.e. vehicle speed, ambient temperature, elevation, idle operation, or time of
operation) and the corresponding pending fault code has been stored. The
general denominator may not be disabled from incrementing for any other
condition. Incrementing of the general denominator shall resume within
10 seconds when the malfunction is no longer present (e.g. pending code
erased through self-clearing or by a scan tool command).
589

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E/ECE/TRANS/505/Rev.3/Add.

Addendum 153 – UN Regulation No. 154

Uniform provisions concerning the approval of light duty passenger

UN Regulation No. 154

Uniform provisions concerning the approval of light duty

A2. Communication ........................................................................................................................ 141

3. Standard Road Cycle (SRC) ......................................................................................... 563

1.2. Scope for Level 1B;

LoQ Limit of quantification

RCDA Charge-depleting actual range

(i) Types and sequence of pollution control devices (e.g. three-way

3.1.14. "Verification" means to evaluate whether or not a measurement system's

3.2. Road load and dynamometer setting

3.2.21. "Vehicle coastdown mode" means a system of operation enabling an accurate

3.9. Evaporative emissions

4. Application for approval

4.2. A model of the information document relating to exhaust emissions, emissions

Section 1: The capital letter 'E' followed by the distinguishing number of

5.2.2. Example of an Approval Number to this Regulation:

6. Specifications and tests

6.1.5. Fuel tank inlet orifices

6.1.7.4. Manufacturers using programmable computer code systems shall deter

protection strategies and write-protect features requiring electronic access to

Application of test requirements for type-approval and extensions

Mono fuel Bi-fuel3 Flex-fuel3 Mono fuel

OBFCM Yes — — — — — — Yes Yes Yes — —

6.3. Description of Type 1 test (WLTP)

6.3.1. The Type 1 test shall be performed according to:

(a) The WLTCs as described in Annex B1;

(c) The appropriate fuel(s) as specified in Annex B3;

(e) The test equipment as described in Annex B5;

(f) The test procedures as described in Annexes B6 and B8;

(g) The methods of calculation as described in Annexes B7 and B8.

6.3.2. Interpolation family

6.3.2.1. Interpolation family for pure ICE vehicles

(a) They belong to different vehicle classes as described in paragraph 2. of

(b) They have different levels of downscaling as described in paragraph 8.

(c) Transmission type (e.g. manual, automatic, CVT) and transmission

(e) Number of powered axles.

6.3.2.1.3. If an alternative parameter such as a higher nmin_drive, as specified in

6.3.2.2. Interpolation family for NOVC-HEVs and OVC-HEVs

In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and

(a) Type and number of electric machines: construction type

(b) Type of traction REESS (model, capacity, nominal voltage, nominal

emission and electric energy consumption under WLTP conditions. At

6.3.2.3. Interpolation family for PEVs

(a) Type and number of electric machines: construction type

(b) Type of traction REESS (model, capacity, nominal voltage, nominal

(d) Number of powered axles;

(f) Operation strategy of all components influencing the electric energy

6.3.2.4. Interpolation family for OVC-FCHVs and NOVC-FCHVs

(a) Type and number of electric machines: construction type

(c) Type of traction REESS (model, capacity, nominal voltage, nominal

(d) Transmission type (e.g. manual, automatic, CVT) and transmission

(e) Number of powered axles;

6.3.3. Road load family

(a) Transmission type (e.g. manual, automatic, CVT) and transmission

(c) Number of powered axles;

If at least one electric machine is coupled in the gearbox position neutral