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25.6.2011 Official
Journal
of
the
European
Union L
167/1
II
(Non-legislative acts)
REGULATIONS
COMMISSION REGULATION (EU) No 582/2011
of 25 May 2011
implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the
Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and
III to Directive 2007/46/EC of the European Parliament and of the Council
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
technical provisions necessary to implement Regulation
(EC) No 595/2009 should be adopted. Therefore, the
present Regulation aims at setting the requirements
Having regard to the Treaty on the Functioning of the European
necessary for the type-approval of Euro VI specification
Union,
vehicles and engines.
Having regard to Regulation (EC) No 595/2009 of the European
Parliament and of the Council of 18 June 2009 on type-
(3) Article
5(4)
of
Regulation
(EC)
No
595/2009
requires
the
approval of motor vehicles and engines with respect to
Commission to adopt implementing legislation setting
emissions from heavy duty vehicles (Euro VI) and on access
out specific technical requirements relating to the
to vehicle repair and maintenance information and amending
control of emissions from vehicles. Therefore, it is appro
Regulation (EC) No 715/2007 and Directive 2007/46/EC and
priate to adopt those requirements.
repealing Directives 80/1269/EEC, 2005/55/EC and
2005/78/EC ( 1 ), and in particular Articles 4(3), 5(4) and 6(2)
and Article 12 thereof,
(4)
Following the adoption of the main requirements for
type-approval of heavy duty motor vehicles and
Having regard to Directive 2007/46/EC of the European
engines by Regulation (EC) No 595/2009, it is
Parliament and of the Council of 5 September 2007 estab
necessary to establish administrative provisions for that
lishing a framework for the approval of motor vehicles and
EC type-approval. Those administrative requirements
their trailers, and of systems, components and separate
should include provisions for conformity of production
technical units intended for such vehicles (Framework
and in-service conformity to ensure continued good
Directive) (
performance of production vehicles and engines.

2 ), and in particular Article 39(7) thereof,
Whereas:
(5) In
accordance
with
Article
6
of
Regulation
(EC)
No 595/2009, it is also necessary to establish
requirements to ensure that vehicle on-board diagnostic
(1) Regulation
(EC)
No
595/2009
is
one
of
the
separate
(hereinafter ‘OBD’) and vehicle repair and maintenance
regulatory acts under the type-approval procedure laid
information is readily accessible, so as to ensure that
down by Directive 2007/46/EC.
independent operators have access to such information.
(2) Regulation
(EC)
No
595/2009
requires
new
heavy
duty
vehicles and engines to comply with new emission limits
(6)
In accordance with Regulation (EC) No 595/2009, the
and introduces additional requirements on access to
measures provided for in this Regulation regarding access
information. The technical requirements will apply from
to vehicle repair and maintenance information,
31 December 2012 for new types of vehicles and from
information for diagnostic tools and the compatibility
31 December 2013 for all new vehicles. The specific
of replacement parts with vehicle OBD systems, should
not be restricted to emission-related components and
( 1 ) OJ L 188, 18.7.2009, p. 1.
systems but cover all aspects of a vehicle subject to
( 2 ) OJ L 263, 9.10.2007, p. 1.
type-approval within the scope of this Regulation.

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L 167/2
EN
Official Journal of the European Union
25.6.2011
(7) In
accordance
with
Article
5
of
Regulation
(EC) (13) Regulation
(EC)
No
595/2009
and
Directive
2007/46/EC
No 595/2009, the Commission should adopt measures
should therefore be amended accordingly.
for implementing the use of portable measurement
systems for verifying the actual in-use emissions and
verifying and limiting the off-cycle emissions. It is
therefore necessary to set out, within an appropriate
(14) The
measures
provided
for
in
this
Regulation
are
in
timeframe, provisions on off-cycle emissions both at
accordance with the opinion of the Technical
type-approval and for verifying and limiting the off-
Committee – Motor Vehicles,
cycle emissions in actual use of the vehicles. For the
purpose of in-service conformity a procedure using
portable emissions measurement systems (hereinafter
HAS ADOPTED THIS REGULATION:
‘PEMS’) should be introduced. The PEMS procedures
introduced through this Regulation should be subject to
an assessment on the basis of which the Commission
should be empowered to amend the in-use provisions.
Article 1
Subject matter
(8) In
accordance
with
Article
5(4)(d)
of
Regulation
(EC) This Regulation lays down measures for the implementation of
No 595/2009, it is necessary to establish requirements
Articles 4, 5, 6 and 12 of Regulation (EC) No 595/2009.
for type-approval of replacement pollution control
devices so as to ensure that they function correctly.
It also amends Regulation (EC) No 595/2009 and Directive
2007/46/EC.
(9) In
accordance
with
Article
5(4)(d)
of
Regulation
(EC)
No 595/2009, it is necessary to establish requirements
for determining deterioration factors to be used for
Article 2
verifying the durability of engine systems. In addition
and subject to the results of research and development
Definitions
on methods for bench ageing of engine systems the
Commission should be empowered to amend the
For the purposes of this Regulation, the following definitions
provisions for determining deterioration factors.
shall apply:
(10) As
provided
for
by
Article
12(1)
of
Regulation
(EC)
(1) ‘engine system’ means the engine, the emission control
No 595/2009, new limit values and a measurement
system and the communication interface (hardware and
procedure for the number of particles emitted should
messages) between the engine system electronic control
be introduced. The measurement procedure should be
unit or units (hereinafter ‘ECU’) and any other powertrain
based on the work of the Particulate Measurement
or vehicle control unit;
Programme (PMP) of the United Nations Economic
Commission for Europe (hereinafter ‘UN/ECE’).
(2) ‘service accumulation schedule’ means the ageing cycle and
the service accumulation period for determining the
(11) In
accordance
with
Article
12(2) of Regulation
(EC)
deterioration factors for the engine-aftertreatment system
No 595/2009, limit values for the World Harmonized
family;
Transient Driving Cycle (hereinafter ‘WHTC’) and the
Worldwide Harmonised Steady state Cycle (hereinafter
‘WHSC’) as specified in Annex 4B to Regulation No 49
(3) ‘engine family’ means a manufacturers grouping of engines
of the Economic Commission for Europe of the United
which, through their design as defined in Section 6 of
Nations (UN/ECE) — Uniform provisions concerning the
Annex I, have similar exhaust emission characteristics; all
measures to be taken against the emission of gaseous and
members of the family shall comply with the applicable
particulate pollutants from compression-ignition engines
emission limit values;
for use in vehicles, and the emission of gaseous
pollutants from positive-ignition engines fuelled with
natural gas or liquefied petroleum gas for use in
vehicles ( 1 ) should be introduced.
(4) ‘engine type’ means a category of engines which do not
differ in essential engine characteristics as set out in
Appendix 4 to Annex I;
(12) The
Commission
should
assess
the
need
for
specific
measures regarding multi-setting engines, and should be
empowered to amend the provisions in accordance with
(5) ‘vehicle type with regard to emissions and vehicle repair
the results of that assessment.
and maintenance information’ means a group of vehicles
which do not differ in essential engine and vehicle char
( 1 ) OJ L 229, 31.8.2010, p. 1.
acteristics as set out in Appendix 4 to Annex I;

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/3
(6) ‘deNO x system’ means a selective catalytic reduction (here
(15) ‘critical emission-related components’ means the following
inafter ‘SCR’) system, NO x adsorber, passive or active lean
components which are designed primarily for emission
NO x catalyst or any other exhaust after-treatment system
control: any exhaust after-treatment system, the ECU and
designed to reduce emissions of oxides of nitrogen (NO x );
its associated sensors and actuators, and the exhaust gas
recirculation (hereinafter ‘EGR’) system including all related
filters, coolers, control valves and tubing;
(7) ‘exhaust after-treatment system’ means a catalyst
(oxidation, 3-way or any other), particulate filter, deNO x
system, combined deNO x particulate filter, or any other
emission reducing device, that is installed downstream of
(16) ‘critical emission-related maintenance’ means the main
the engine;
tenance to be performed on critical emission-related
components;
(8) ‘on-board diagnostic (OBD) system’ means a system on-
board a vehicle or engine which has the capability:
(17) ‘emission related maintenance’ means the maintenance
which substantially affects emissions or which is likely to
affect emissions deterioration of the vehicle or the engine
(a) of detecting malfunctions, affecting the emission
during normal in-use operation;
performance of the engine system; and
(18) ‘engine aftertreatment system family’ means a manu
(b) of indicating their occurrence by means of an alert
facturer’s grouping of engines that comply with the defi
system; and
nition of engine family, but which are further grouped into
engines utilising a similar exhaust after-treatment system;
(c) of identifying the likely area of the malfunction by
means of information stored in computer memory
and communicating that information off-board;
(19) ‘Wobbe index (lower W l or upper W u )’ means the ratio of
the corresponding calorific value of a gas per unit volume
and the square root of its relative density under the same
(9) ‘qualified deteriorated component or system’ (hereinafter
reference conditions:
‘QDC’) means a component or system that has been inten
tionally deteriorated such as by accelerated ageing or by
having been manipulated in a controlled manner and
W H gas q
which has been accepted by the approval authority

ρ air=ρ gas
according to the provisions set out in Section 6.3.2 of
Annex 9B to UN/ECE Regulation No 49 and point 2.2
of Appendix 3 of Annex X to this Regulation for use when
demonstrating the OBD performance of the engine system;
(20) ‘λ-shift factor’ (hereinafter ‘S λ ’) means an expression that
describes the required flexibility of the engine management
system regarding a change of excess-air-ratio λ if the
(10) ‘ECU’ means the engine system electronic control unit;
engine is fuelled with a gas composition different from
pure methane as specified in Section 4.1 of Annex 6 to
UN/ECE Regulation No 49;
(11) ‘diagnostic trouble code’ (hereinafter ‘DTC’) means a
numeric or alphanumeric identifier which identifies or
labels a malfunction;
(21) ‘non-emission-related maintenance’ means the main
tenance which does not substantially affect emissions
and which does not have a lasting effect on the
(12) ‘portable emissions measurement system’ (hereinafter
emissions deterioration of the vehicle or the engine
‘PEMS’) means a portable emissions measurement system
during normal in-use operation once the maintenance is
meeting the requirements specified in Appendix 2 to
performed;
Annex II;
(22) ‘OBD engine family’ means a manufacturer’s grouping of
(13) ‘malfunction indicator’ (hereinafter ‘MI’) means an indicator
engine systems having common methods of monitoring
which is part of the alert system and which clearly informs
and diagnosing emission-related malfunctions;
the driver of the vehicle in the event of a malfunction;
(14) ‘ageing cycle’ means the vehicle or engine operation
(23) ‘scan-tool’ means an external test equipment used for stan
(speed, load, power) to be executed during the service
dardised off-board communication with the OBD system
accumulation period;
in accordance with the requirements of this Regulation;

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L 167/4
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Official Journal of the European Union
25.6.2011
(24) ‘Auxiliary Emission Strategy’ (hereinafter ‘AES’) means an
other sensors or components within the control system
emission strategy that becomes active and replaces or
including cases where all of the measured signals and
modifies a base emission strategy for a specific purpose
component output data are individually within the range
and in response to a specific set of ambient and/or
associated with normal operation of the associated sensor
operating conditions and only remains operational as
or component and where none of the sensors or
long as those conditions exist;
components is individually indicating a malfunction;
(25) ‘Base Emission Strategy’ (hereinafter ‘BES’) means an
(32) ‘total functional failure monitoring’ means monitoring in
emission strategy that is active throughout the speed and
order to detect a malfunction which will lead to a
load operating range of the engine unless an AES is
complete loss of the desired function of a system;
activated;
(33) ‘malfunction’ means a failure or deterioration of an engine
(26) ‘in-use performance ratio’ means the ratio of the number
system, including the OBD system, that might reasonably
of times that the conditions have existed under which a
be expected to lead either to an increase in any of the
monitor, or group of monitors, should have detected a
regulated pollutants emitted by the engine system or to a
malfunction to the number of driving cycles of relevance
reduction in the effectiveness of the OBD system;
to that monitor or group of monitors;
(34) ‘general denominator’ means a counter indicating the
(27) ‘engine start’ consists of the ignition-On, cranking and
number of times a vehicle has been operated, taking
start of combustion, and is completed when the engine
into account general conditions;
speed reaches 150 min -1 below the normal, warmed-up
idle speed;
(35) ‘ignition cycle counter’ means a counter indicating the
number of engine starts a vehicle has experienced;
(28) ‘operating sequence’ means a sequence consisting of an
engine start, an operating period (of the engine), an
engine shut-off, and the time until the next start, where
(36) ‘Driving cycle’ means a sequence consisting of an engine
a specific OBD monitor runs to completion and a
start, an operating period (of the vehicle), an engine shut-
malfunction would be detected if present;
off, and the time until the next engine start;
(29) ‘emission threshold monitoring’ means monitoring of a
(37) ‘group of monitors’ means, for the purpose of assessing
malfunction that leads to an excess of the OBD
the in-use performance of an OBD engine family, a set of
threshold limits (OTLs) and which consists of either or
OBD monitors used for determining the correct operation
both of the following:
of the emission control system;
(a) direct emissions measurement via a tailpipe emissions
(38) ‘net power’ means the power obtained on a test bench at
sensor(s) and a model to correlate the direct emissions
the end of the crankshaft or its equivalent at the corre
to specific emissions of the applicable test-cycle;
sponding engine or motor speed with the auxiliaries
according to Annex XIV and determined under reference
atmospheric conditions;
(b) indication of an emissions increase via correlation of
computer input and output information to test-cycle
(39) ‘maximum net power’ means the maximum value of the
specific emissions;
net power measured at full engine load;
(30) ‘performance monitoring’ means malfunction monitoring
(40) ‘wall-flow diesel particulate filter’ means a diesel particulate
that consists of functionality checks, and the monitoring
filter (hereinafter ‘DPF’) in which all the exhaust gas is
of parameters that are not directly correlated to emission
forced to flow through a wall which filters out the solid
thresholds, that is done on components or systems to
matter;
verify that they are operating within the proper range;
(41) ‘continuous regeneration’ means the regeneration process
(31) ‘rationality failure’ means a malfunction where the signal
of an exhaust after-treatment system that occurs either
from an individual sensor or component differs from that
permanently or at least once per World Harmonized
expected when assessed against signals available from
Transient Driving Cycle (hereinafter ‘WHTC’) hot start test.

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/5
Article 3
7. In
order
to
receive
an
EC
type-approval
in
the
case
of
a
petrol or E85 fuelled engine, the manufacturer shall ensure that
Requirements for type-approval
the specific requirements for inlets to fuel tanks for petrol and
1. In order to receive an EC type-approval of an engine
E85 fuelled vehicles laid down in Section 4.3 of Annex I are
system or engine family as a separate technical unit, EC type-
fulfilled.
approval of a vehicle with an approved engine system with
regard to emissions and vehicle repair and maintenance
information, or an EC type-approval of a vehicle with regard
to emissions and vehicle repair and maintenance information
8. In
order
to
receive
an
EC
type-approval
the
manufacturer
the manufacturer shall, in accordance with the provisions of
shall ensure that the specific requirements for electronic system
Annex I, demonstrate that the vehicles or engine systems are
security laid down in point 2.1 of Annex X are fulfilled.
subject to the tests and comply with the requirements set out in
Annexes III to VIII, X, XIII, and XIV. The manufacturer shall also
ensure compliance with the specifications of reference fuels set
9. The
manufacturer
shall
take
technical
measures
so
as
to
out in Annex IX.
ensure that the tailpipe emissions are effectively limited, in
accordance with this Regulation, throughout the normal life
of the vehicle and under normal conditions of use. Those
measures shall include ensuring that the security of hoses,
2. In
order
to
receive
EC
type-approval
of
a
vehicle
with
an joints and connections, used within the emission control
approved engine system with regard to emissions and vehicle
systems, are constructed so as to conform to the original
repair and maintenance information, or an EC type-approval of
design intent.
a vehicle with regard to emissions and vehicle repair and main
tenance information the manufacturer shall ensure compliance
with the installation requirements set out in Section 4 of
Annex I.
10. The
manufacturer
shall
ensure
that
the
emissions
test
results comply with the applicable limit value under the test
conditions specified in this Regulation.
3. In
order
to
receive
an
extension
of
the
EC
type-approval
of a vehicle with regard to emissions and vehicle repair and
11. The
manufacturer
shall
determine
deterioration
factors
maintenance information type-approved under this Regulation
that will be used to demonstrate that the gaseous and
with a reference mass exceeding 2 380 kg but not exceeding
particulate emissions of an engine family or engine-after
2 610 kg the manufacturer shall meet the requirements set out
treatment system family remain in conformity with the
in Appendix 1 to Annex VIII.
emission limits set out in Annex I to Regulation (EC)
No 595/2009 over the normal useful life periods set out in
Article 4(2) of that Regulation.
4. The
provisions
for
alternative
approval
specified
in
point
2.4.1 to Annex X and point 2.1 to Annex XIII shall not apply
The procedures for demonstrating the compliance of an engine
for the purpose of an EC type-approval of an engine system or
system or engine-aftertreatment system family over the normal
engine family as a separate technical unit.
useful life periods are set out in Annex VII to this Regulation.
12. For
positive-ignition
engines
subject
to
the
test
set
out
in
5. Any
engine
system
and
any
element
of
design
liable
to Annex IV, the maximum permissible carbon monoxide content
affect the emission of gaseous and particulate pollutants shall be
in the exhaust gases at normal engine idling speed shall be that
designed, constructed, assembled and installed so as to enable
stated by the vehicle manufacturer. However, the maximum
the engine, in normal use, to comply with the provisions of
carbon monoxide content shall not exceed 0,3 % vol.
Regulation (EC) No 595/2009 and those of this Regulation. The
manufacturer shall also ensure compliance with off-cycle
requirements set out in Article 14 and Annex VI to this Regu
lation.
At high idle speed, the carbon monoxide content by volume of
the exhaust gases shall not exceed 0,2 % vol., with the engine
speed being at least 2 000 min -1 and Lambda being 1 ± 0,03 or
in accordance with the specifications of the manufacturer.
6. In order to receive an EC type-approval of an engine
system or engine family as a separate technical unit or an EC
type-approval of a vehicle with regard to emissions and vehicle
13. In
the
case
of
a
closed
crankcase,
manufacturers
shall
repair and maintenance information the manufacturer shall
ensure that for the test set out in Annex V, the engine’s venti
ensure compliance with the requirements on fuel range for a
lation system does not permit the emission of any crankcase
universal fuel approval or in case of a positive-ignition engine
gases into the atmosphere. If the crankcase is of an open type
fuelled with natural gas and LPG a restricted fuel range approval
the emissions shall be measured and added to the tailpipe
as specified in Section 1 of Annex I.
emissions following the provisions set out in Annex V.

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L 167/6
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Official Journal of the European Union
25.6.2011
14. When
applying
for
type-approval,
manufacturers
shall 6. The
OBD
in-use
performance
related
data
shall
be
stored
present to the approval authority information showing that
and made available without any encryption through the
the deNO x system retains its emission control function during
standard OBD communication protocol by the OBD system
all conditions regularly pertaining in the territory of the Union,
in accordance with the provisions of Annex X.
especially at low temperatures.
7. If the manufacturer chooses, during a period of 3 years
after the dates specified in Article 8(1) and (2) of Regulation
In addition, manufacturers shall provide the approval authority
(EC) No 595/2009 OBD systems may comply with alternative
with information on the operating strategy of any EGR system,
provisions as specified in Annex X to this Regulation and
including its functioning at low ambient temperatures.
referring to this paragraph.
This information shall also include a description of any effects
8. If
the
manufacturer
chooses,
until
1
September
2014
in
on emissions of operating the system under low ambient
the case of new types of vehicles or engines and until
temperatures.
1 September 2015 for all new vehicles sold, registered or put
into service within the Union, he may use alternative provisions
for the monitoring of the DPF as set out in point 2.3.3.3 of
Annex X.
15. Vehicles
and
engines
shall
only
be
type-approved
according to Regulation (EC) No 595/2009 and this Regulation
once measurement procedures for measuring PM number as set
Article 5
out in Annex I to Regulation (EC) No 595/2009, any specific
provisions regarding multi-setting engines that are needed and
Application for EC type-approval of an engine system or
provisions implementing Article 6 of that Regulation have been
engine family as a separate technical unit
adopted.
1. The
manufacturer
shall
submit
to
the
approval
authority
an application for EC type-approval of an engine system or
engine family as a separate technical unit.
Article 4
On-board diagnostics
2. The
application
referred
to
in
paragraph
1
shall
be
drawn
1. Manufacturers shall ensure that all engine systems and
up in accordance with the model of the information document
vehicles are equipped with an OBD system.
set out in Appendix 4 to Annex I. For that purpose Part 1 of
that Appendix shall apply.
2. The
OBD
system
shall
be
designed,
constructed
and
3. Together with the application, the manufacturer shall
installed on a vehicle in accordance with Annex X, so as to
provide a documentation package that fully explains any
enable it to identify, record, and communicate the types of
element of design which affects emissions, the emission
deterioration or malfunction specified in that Annex over the
control strategy of the engine system, the means by which
entire life of the vehicle.
the engine system controls the output variables which have a
bearing upon emissions, whether that control is direct or
indirect, and fully explains the warning and inducement
system required by Sections 4 and 5 of Annex XIII. The docu
3. The
manufacturer
shall
ensure
that
the
OBD
system mentation package shall consist of the following parts including
complies with the requirements set out in Annex X, including
the information set out in Section 8 to Annex I:
the OBD in-use performance requirements, under all normal
and reasonably foreseeable driving conditions encountered in
the Union, including the conditions of normal use specified in
Annex X.
(a) a formal documentation package that shall be retained by
the approval authority. The formal documentation package
may be made available to interested parties upon request;
4. When
tested
with
a
qualified
deteriorated
component,
the
OBD system malfunction indicator shall be activated in
(b) an extended documentation package that shall remain confi
accordance with Annex X. The OBD system malfunction
dential. The extended documentation package may be kept
indicator may also be activated at levels of emissions below
by the approval authority, or be retained by the manu
the OBD thresholds limits specified in Annex X.
facturer, at the discretion of the approval authority, but
shall be made available for inspection by the approval
authority at the time of approval or at any time during
the validity of the approval. When the documentation
5. The
manufacturer
shall
ensure
that
the
provisions
for
in-
package is retained by the manufacturer, the approval
use performance of an OBD engine family laid down in Annex
authority shall take the necessary measures to ensure that
X are followed.
the documentation is not being altered after approval.

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25.6.2011 Official
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European
Union L
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4. In addition to the information referred to in paragraph 3,
Article 6
the manufacturer shall submit the following information:
Administrative provisions for EC type-approval of an
engine system or engine family as a separate technical unit
(a) in the case of positive-ignition engines, a declaration by the
1. If
all
the
relevant
requirements
are
met,
the
approval
manufacturer of the minimum percentage of misfires out of
authority shall grant an EC type-approval of an engine system
a total number of firing events that either would result in
or engine family as a separate technical unit and issue a type-
emissions exceeding the limits set out in Annex X if that
approval number in accordance with the numbering system set
percentage of misfire had been present from the start of the
out in Annex VII to Directive 2007/46/EC.
emission test as set out in Annex III or could lead to an
exhaust catalyst, or catalysts, overheating prior to causing
irreversible damage;
Without prejudice to the provisions of Annex VII to Directive
2007/46/EC, Section 3 of the type-approval number shall be
drawn up in accordance with Appendix 9 to Annex I to this
(b) a description of the provisions taken to prevent tampering
Regulation.
with and modification of the emission control computer(s)
including the facility for updating using a manufacturer-
approved programme or calibration;
An approval authority shall not assign the same number to
another engine type.
(c) documentation of the OBD system, in accordance with the
requirements set out in Section 5 to Annex X;
2. When
granting
an
EC
type-approval
under
paragraph
1,
the approval authority shall issue an EC type-approval certificate
(d) OBD related information for the purpose of access to OBD
using the model set out in Appendix 5 to Annex I.
and repair and maintenance information, in accordance with
the requirements of this Regulation;
Article 7
(e) a Statement of Off-Cycle Emission compliance with the
Application for EC type-approval of a vehicle with an
requirements of Article 14 and Section 9 to Annex VI;
approved engine system with regard to emissions and
access to vehicle repair and maintenance information
1. The
manufacturer
shall
submit
to
the
approval
authority
(f) a Statement of OBD in-use Performance compliance with
an application for EC type-approval of a vehicle with an
the requirements of Appendix 6 to Annex X;
approved engine system with regard to emissions and access
to vehicle repair and maintenance information.
(g) a Statement of compliance with the requirements on access
to OBD and repair and maintenance information;
2. The
application
referred
to
in
paragraph
1
shall
be
drawn
up in accordance with the model of the information document
set out in Part 2 of Appendix 4 to Annex I. This application
(h) the initial plan for in-service testing according to point 2.4
shall be accompanied by a copy of the EC type-approval
of Annex II;
certificate for the engine system or engine family as a
separate technical unit issued in accordance with Article 6.
(i) where appropriate, copies of other type-approvals with the
relevant data to enable extension of approvals and estab
3. The
manufacturer
shall
provide
a
documentation
package
lishment of deterioration factors.
that fully explains the elements of the warning and inducement
system that is on board the vehicle and required by Annex XIII.
This documentation package shall be provided in accordance
5. The
manufacturer
shall
submit
to
the
technical
service with Article 5(3).
responsible for the type-approval tests an engine or, as appro
priate, a parent engine representative of the type to be
approved.
4. In addition to the information referred to in paragraph 3,
the manufacturer shall submit the following information:
6. Changes
to
the
make
of
a
system,
component
or
separate
technical unit that occur after a type-approval shall not auto
matically invalidate a type-approval, unless its original char
(a) a description of the measures taken to prevent tampering
acteristics or technical parameters are changed in such a way
with and modification of the vehicle control units covered
that the functionality of the engine or pollution control system
by this Regulation including the facility for updating using a
is affected.
manufacturer-approved programme or calibration;

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(b) a description of the OBD components on board of the
emissions and access to vehicle repair and maintenance
vehicle, in accordance with the requirements of Section 5
information.
of Annex X;
2. The
application
referred
to
in
paragraph
1
shall
be
drawn
(c) information related to the OBD components on board the
up in accordance with the model of the information document
vehicle for the purpose of access to OBD and repair and
set out in Appendix 4 to Annex I. For that purpose Parts 1 and
maintenance information;
2 of that Appendix shall apply.
(d) a statement of compliance with the requirements on access
to OBD and repair and maintenance information;
3. The
manufacturer
shall
provide
a
documentation
package
that fully explains any element of design which affects
emissions, the emission control strategy of the engine system,
the means by which the engine system controls the output
(e) where appropriate, copies of other type-approvals with the
variables which have a bearing upon emissions, whether that
relevant data to enable extension of approvals.
control is direct or indirect, and fully explains the warning and
inducement system required by Annex XIII. This documentation
package shall be provided in accordance with Article 5(3).
5. Changes
to
the
make
of
a
system,
component
or
separate
technical unit that occur after a type-approval shall not auto
matically invalidate a type-approval, unless its original char
acteristics or technical parameters are changed in such a way
4. In addition to the information referred to in paragraph 3,
that the functionality of the engine or pollution control system
the manufacturer shall submit the information required by
is affected.
Article 5(4)(a) to (i) and Article 7(4)(a) to (e).
Article 8
5. The
manufacturer
shall
submit
to
the
technical
service
Administrative provisions for EC type-approval of a
responsible for the type-approval tests an engine representative
vehicle with an approved engine system with regard to
of the type to be approved.
emissions and access to vehicle repair and maintenance
information
1. If all the relevant requirements are met, the approval
6. Changes
to
the
make
of
a
system,
component
or
separate
authority shall grant an EC type-approval of a vehicle with an
technical unit that occur after a type-approval shall not auto
approved engine system with regard to emissions and access to
matically invalidate a type-approval, unless its original char
vehicle repair and maintenance information and issue a type-
acteristics or technical parameters are changed in such a way
approval number in accordance with the numbering system set
that the functionality of the engine or pollution control system
out in Annex VII to Directive 2007/46/EC.
is affected.
Without prejudice to the provisions of Annex VII to Directive
2007/46/EC, Section 3 of the type-approval number shall be
Article 10
drawn up in accordance with Appendix 9 to Annex I to this
Administrative provisions for EC type-approval of a
Regulation.
vehicle with regard to emissions and access to vehicle
repair and maintenance information
1. If
all
the
relevant
requirements
are
met,
the
approval
An approval authority shall not assign the same number to
authority shall grant an EC type-approval of a vehicle with
another vehicle type.
regard to emissions and access to vehicle repair and main
tenance information and issue a type-approval number in
accordance with the numbering system set out in Annex VII
2. When
granting
an
EC
type-approval
under
paragraph
1, to Directive 2007/46/EC.
the approval authority shall issue an EC type-approval certificate
using the model set out in Appendix 6 to Annex I.
Without prejudice to the provisions of Annex VII to Directive
2007/46/EC, Section 3 of the type-approval number shall be
Article 9
drawn up in accordance with Appendix 9 to Annex I to this
Application for EC type-approval of a vehicle with regard
Regulation.
to emissions and access to vehicle repair and maintenance
information
1. The
manufacturer
shall
submit
to
the
approval
authority An approval authority shall not assign the same number to
an application for EC type-approval of a vehicle with regard to
another vehicle type.

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2. When
granting
an
EC
type-approval
under
paragraph
1, 5. Where the approval authority which granted the original
the approval authority shall issue an EC type-approval certificate
type-approval is not satisfied with the results of in-service tests
using the model set out in Appendix 7 to Annex I.
or confirmatory tests in accordance with the criteria set out in
Annex II, or based on in-service testing conducted by a Member
State, it shall require the manufacturer to submit a plan of
Article 11
remedial measures to remedy the non-conformity in accordance
with Article 13 and Section 9 of Annex II.
Conformity of production
1. Measures
to
ensure
the
conformity
of
production
shall
be
taken in accordance with the provisions of Article 12 of
6. Any
Member
State
may
conduct
and
report
its
own
Directive 2007/46/EC.
surveillance testing, based on the in-service conformity testing
procedure set out in Annex II. Information on the procurement,
maintenance, and manufacturer’s participation in the activities
2. Conformity
of
production
shall
be
checked
on
the
basis
of shall be recorded. On request by an approval authority the
the description in the type-approval certificates set out in
approval authority that granted the original type-approval
Appendices 5, 6 and 7 to Annex I, as applicable.
shall provide the necessary information about the type-
approval to enable testing in accordance with the procedure
set out in Annex II.
3. Conformity
of
production
shall
be
assessed
in
accordance
with the specific conditions laid down in Section 7 of Annex I
and the relevant statistical methods laid down in Appendices 1,
2 and 3 to that Annex.
7. If
a
Member
State
demonstrates
that
an
engine
or
vehicle
type does not conform to the applicable requirements of this
Article and Annex II, it shall notify through its own approval
Article 12
authority without delay the approval authority which granted
the original type-approval in accordance with the requirements
In-service conformity
of Article 30(3) of Directive 2007/46/EC.
1. Measures
to
ensure
in-service
conformity
of
vehicles
or
engine systems type-approved under this Regulation or
Directive 2005/55/EC of the European Parliament and of the
Following that notification and subject to the provision of
Council ( 1 ) shall be taken in accordance with Article 12 of
Article 30(6) of Directive 2007/46/EC, the approval authority
Directive 2007/46/EC, and complying with the requirements
of the Member State which granted the original type-approval
of Annex II to this Regulation in the case of vehicles or
shall promptly inform the manufacturer that an engine or
engine systems type-approved under this Regulation and with
vehicle type fails to satisfy the requirements of these provisions.
the requirements of Annex XII to this Regulation in the case of
vehicles or engine systems type-approved under Directive
2005/55/EC.
8. Following
the
notification
referred
to
in
paragraph
7
and
in cases where earlier in-service conformity testing showed
2. The
technical
measures
taken
by
the
manufacturer
shall
be conformity, the approval authority which granted the original
such as to ensure that the tailpipe emissions are effectively
type-approval may require the manufacturer to perform addi
limited, throughout the normal life of the vehicles under
tional confirmatory tests after consultation with the experts of
normal conditions of use. The conformity with the provisions
the Member State that reported the failing vehicle.
of this Regulation shall be checked over the normal useful life
of an engine system installed in a vehicle under normal
conditions of use as specified in Annex II to this Regulation.
If no such test data is available, the manufacturer shall, within
60 working days after receipt of the notification referred to in
3. The manufacturer shall report the results of the in-service
paragraph 7, either submit to the approval authority which
testing to the approval authority which granted the original
granted the original type-approval a plan of remedial
type-approval in accordance with the initial plan submitted at
measures in accordance with Article 13 or perform additional
type-approval. Any deviation from the initial plan shall be
in-service conformity testing with an equivalent vehicle to verify
justified to the satisfaction of the approval authority.
whether the engine or vehicle type fails the requirements. In the
case where the manufacturer can demonstrate to the satisfaction
of the approval authority that further time is required to
perform additional testing, an extension may be granted.
4. If the approval authority which granted the original type-
approval is not satisfied with the manufacturer’s reporting in
accordance with Section 10 of Annex II, or has reported
evidence of unsatisfactory in-service conformity, the authority
9. Experts
of
the
Member
State
that
reported
the
failing
may order the manufacturer to run a test for confirmatory
engine or vehicle type in accordance with paragraph 7 shall
purposes. The approval authority shall examine the
be invited to witness the additional in-service conformity tests
confirmatory test report supplied by the manufacturer.
referred to in paragraph 8. Additionally, the results of the tests
shall be reported to that Member State and the approval
( 1 ) OJ L 275, 20.10.2005, p. 1.
authorities.

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If these in-service conformity tests or confirmatory tests confirm
5. The
manufacturer
shall
be
responsible
for
the
execution
of
the non-conformance of the engine or vehicle type, the
the approved plan of remedial measures.
approval authority shall require the manufacturer to submit a
plan of remedial measures to remedy the non-conformity. The
plan of remedial measures shall comply with the provisions of
Article 13 and Section 9 of Annex II.
6. The
manufacturer
shall
keep
a
record
of
every
engine
system or vehicle recalled and repaired or modified and of
the workshop which performed the repair. The approval
authority shall have access to that record on request during
If those in-service conformity tests or confirmatory tests show
the execution and for a period of 5 years after the completion
conformity the manufacturer shall submit a report to the
of the execution of the plan.
approval authority which granted the original type-approval.
The report shall be submitted by the approval authority
which granted the original type-approval to the Member State
that reported the failing vehicle type and the approval
7. Any
repair
or
modification
referred
to
in
paragraph
6
authorities. It shall contain the test results according to
shall be recorded in a certificate supplied by the manufacturer
Section 10 of Annex II.
to the owner of the engine or vehicle.
10. The
approval
authority
which
granted
the
original
type-
approval shall keep the Member State which had established
Article 14
that the engine or vehicle type did not conform to the
Requirements to limit off-cycle emissions
applicable requirements informed of the progress and results
of the discussions with the manufacturer, the verification tests
1. The
manufacturer
shall
take
all
necessary
measures,
in
and the remedial measures.
accordance with this Regulation and Article 4 of Regulation
(EC) No 595/2009, so as to ensure that the tailpipe emissions
are effectively limited throughout the normal life of the vehicle
and under all normal conditions of use.
Article 13
Remedial measures
1. On
request
of
the
approval
authority
and
following
in-
Those measures shall take the following into account:
service testing in accordance with Article 12 the manufacturer
shall submit the plan of remedial measures to the approval
authority no later than 60 working days after receipt of the
notification from the approval authority. Where the manu
(a) the general requirements including the performance
facturer can demonstrate to the satisfaction of the approval
requirements and the prohibition of defeat strategies;
authority that further time is required to investigate the
reason for the non-compliance in order to submit a plan of
remedial measures, an extension may be granted.
(b) the requirements to effectively limit the tailpipe emissions
under the range of ambient conditions under which the
vehicle may be expected to operate, and under the range
2. The
remedial
measures
shall
apply
to
all
engines
in
service
of operating conditions that may be encountered;
belonging to the same engine families or OBD engine families
and be extended also to engine families or OBD engine families
which are likely to be affected with the same defects. The need
to amend the type-approval documents shall be assessed by the
(c) the requirements with respect to off-cycle laboratory testing
manufacturer and the result reported to the approval authority.
at type-approval;
3. The
approval
authority
shall
consult
the
manufacturer
in
order to secure agreement on a plan of remedial measures and
(d) any additional requirements with respect to off-cycle in-use
on executing the plan. If the approval authority which granted
vehicle testing, as provided for in this Regulation;
the original type-approval establishes that no agreement can be
reached, the procedure set out in Article 30(1) and 30(5) of
Directive 2007/46/EC shall be initiated.
(e) the requirement for the manufacturer to provide a statement
of compliance with the requirements limiting off-cycle
emissions.
4. The
approval
authority
shall
within
30
working
days
from
the date on which it has received the plan of remedial measures
from the manufacturer, approve or reject the plan of remedial
measures. The approval authority shall within the same time
2. The
manufacturer
shall
fulfil
the
specific
requirements,
also notify the manufacturer and all Member States of its
together with the associated test procedures, set out in
decision to approve or reject the plan of remedial measures.
Annex VI.

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3. Any
additional
requirements
with
respect
to
off-cycle
in-
2. The
application
shall
be
drawn
up
in
accordance
with
the
use vehicle testing referred to in point (d) of paragraph 1 shall
model of the information document set out in Appendix 1 to
be introduced after the assessment of the PEMS procedures set
Annex XI.
out in Annex II. The assessment shall be finalised by
31 December 2014.
3. The
manufacturer
shall
submit
a
statement
of
compliance
with the requirements on access to OBD and repair and main
Article 15
tenance information.
Pollution control devices
1. The
manufacturer
shall
ensure
that
replacement
pollution 4. The
manufacturer
shall
submit
to
the
technical
service
control devices intended to be fitted to EC type-approved
responsible for the type-approval test the following:
engine systems or vehicles covered by Regulation (EC)
No 595/2009 are EC type-approved, as separate technical
units in accordance with the requirements of this Article and
of Articles 16 and 17.
(a) an engine system or engine systems of a type-approved in
accordance with this Regulation equipped with a new
original equipment pollution control device;
Catalytic converters, deNO x devices and particulate filters shall
be considered to be pollution control devices for the purposes
of this Regulation.
(b) one sample of the type of the replacement pollution control
device;
2. Original
replacement
pollution
control
devices,
which
fall
within the type covered by point 3.2.12 of Appendix 4 to
(c) an additional sample of the type of the replacement
Annex I and are intended for fitment to a vehicle to which
pollution control device, in the case of a replacement
the relevant type-approval document refers, do not need to
pollution control device intended to be fitted to a vehicle
comply with all provisions of Annex XI provided that they
equipped with an OBD system.
fulfil the requirements of points 2.1, 2.2 and 2.3 of that Annex.
5. For
the
purposes
of
point
(a)
of
paragraph
4,
the
test
3. The
manufacturer
shall
ensure
that
the
original
pollution engines shall be selected by the applicant with the agreement
control device carries identification markings.
of the approval authority.
The test conditions shall comply with the requirements set out
4. The
identification
markings
referred
to
in
paragraph
3 in Section 6 of Annex 4B to UN/ECE Regulation No 49.
shall comprise the following:
The test engines shall respect the following requirements:
(a) the vehicle or engine manufacturer's name or trade mark;
(a) they shall have no emission control system defects;
(b) the make and identifying part number of the original
pollution control device as recorded in the information
referred to in point 3.2.12.2 of Appendix 4 to Annex I.
(b) any malfunctioning or excessively worn emission-related
original part shall be repaired or replaced;
5. Replacement
pollution
control
devices
shall
only
be
type-
approved according to Regulation (EC) No 595/2009 and this
Regulation once the specific testing requirements are introduced
(c) they shall be tuned properly and set to the manufacturer's
in Annex XI to this Regulation.
specification prior to emission testing.
Article 16
6. For the purposes of points (b) and (c) of paragraph 4, the
sample shall be clearly and indelibly marked with the applicant's
Application for EC type-approval of a type of replacement
trade name or mark and its commercial designation.
pollution control device as a separate technical unit
1. The
manufacturer
shall
submit
to
the
approval
authority
an application for EC type-approval of a type of replacement
7. For the purposes of point (c) of paragraph 4, the sample
pollution control device as a separate technical unit.
shall be a qualified deteriorated component.

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Article 17
3. If the manufacturer is able to demonstrate to the approval
authority that the replacement pollution control device is of a
Administrative provisions for EC type-approval of
type referred to in point 3.2.12.2 of Appendix 4 to Annex I, the
replacement pollution control device as separate technical
granting of a type-approval shall not be dependent on verifi
unit
cation of compliance with the requirements set out in Section 4
1. If all the relevant requirements are met, the approval
of Annex XI.
authority shall grant an EC type-approval for replacement
pollution control devices as separate technical units and issue
a type-approval number in accordance with the numbering
Article 18
system set out in Annex VII to Directive 2007/46/EC.
Amendments to Regulation (EC) No 595/2009
Regulation (EC) No 595/2009 is amended in accordance with
Annex XV to this Regulation.
The approval authority shall not assign the same number to
another replacement pollution control device type.
Article 19
Amendments to Directive 2007/46/EC
The same type-approval number may cover the use of that
Directive 2007/46/EC is amended in accordance with Annex
replacement pollution control device type on a number of
XVI to this Regulation.
different vehicle or engine types.
Article 20
Entry into force
2. For the purposes of paragraph 1, the approval authority
shall issue an EC type-approval certificate established in
This Regulation shall enter into force on the 20th day following
accordance with the model set out in Appendix 2 to Annex XI.
its publication in the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 25 May 2011.
For the Commission
The President
José Manuel BARROSO

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LIST OF ANNEXES
ANNEX I
Administrative provisions for EC type-approval
Appendix 1
Procedure for production conformity testing when standard deviation is satisfactory
Appendix 2
Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable
Appendix 3
Procedure for production conformity testing at manufacturer's request
Appendix 4
Models of information document
Appendix 5
Models of EC type-approval certificate of an engine type/component as separate technical unit
Appendix 6
Models of EC type-approval certificate of a type of a vehicle with an approved engine
Appendix 7
Models of EC type-approval certificate of a type of a vehicle with regard to a system
Appendix 8
Example of the EC type-approval mark
Appendix 9
EC Type-Approval Certification Numbering System
Appendix 10 Explanatory notes
ANNEX II
Conformity of in-service engines or vehicles
Appendix 1
Test procedure for vehicle emissions testing with portable emissions measurement systems
Appendix 2
Portable measurement equipment
Appendix 3
Calibration of portable measurement equipment
Appendix 4
Method to check the conformity of the ECU torque signal
ANNEX III
Verifying exhaust emissions
Appendix 1
Procedure for the measurement of ammonia
Appendix 2
Determination of emissions from positive-ignition engines fuelled with petrol or E85
ANNEX IV
Emissions data required at type-approval for roadworthiness purposes
ANNEX V
Verifying emissions of crankcase gases
ANNEX VI
Requirements to limit off-cycle emissions (OCE) and in-use emissions
ANNEX VII
Verifying the durability of engine systems
ANNEX VIII
CO 2 emissions and fuel consumption
Appendix 1
Provisions on CO 2 emissions and fuel consumption for extension of an EC type-approval for a vehicle
type-approved under Regulation (EC) No 595/2009 and this Regulation with a reference mass
exceeding 2 380 kg but not exceeding 2 610 kg
ANNEX IX
Specifications of reference fuels
ANNEX X
On-board diagnostics (OBD)
Appendix 1
Additional monitoring requirements
Appendix 2
Performance monitoring

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Appendix 3
Demonstration requirements in case of performance monitoring of a wall-flow diesel particulate filter
Appendix 4
Assessment of the in-use performance of the on-board diagnostic system
Appendix 5
Assessment of the in-use performance of the on-board diagnostic system during the phase-in period
Appendix 6
Model of an OBD in-use performance compliance statement
ANNEX XI
EC type-approval of replacement pollution control devices as separate technical unit
Appendix 1
Model information document
Appendix 2
Model EC type-approval certificate
Appendix 3
Ageing procedure for evaluation of durability
ANNEX XII
Conformity of in-service engines and vehicles type-approved under Directive 2005/55/EC
ANNEX XIII
Requirements to ensure the correct operation of NO x control measures
Appendix 1
Demonstration requirements
Appendix 2
Description of the driver warning and inducement activation and deactivation mechanisms
Appendix 3
Low-level inducement torque reduction scheme
Appendix 4
Demonstration of correct installation on a vehicle in the case of engines EC type-approved as a
separate technical unit
Appendix 5
Access to NO x control information
Appendix 6
Demonstration of the minimum acceptable reagent concentration CD min
ANNEX XIV
Measurement of net engine power
ANNEX XV
Amendments to Regulation (EC) No 595/2009
ANNEX XVI
Amendments to Directive 2007/46/EC

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ANNEX I
ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL
1. REQUIREMENTS
ON
FUEL
RANGE
1.1. Requirements
on
universal
fuel
range
type-approval
A universal fuel range approval shall be granted subject to the requirements specified in points 1.1.1 to 1.1.6.1.
1.1.1. The parent engine shall meet the requirements of this Regulation on the appropriate reference fuels specified in
Annex IX. Specific requirements shall apply to natural gas fuelled engines, as laid down in point 1.1.3.
1.1.2. If the manufacturer permits to operate the engine family to run on market fuels not included in Directive
98/70/EC of the European Parliament and of the Council ( 1 ) and the EN 228 CEN standards in the case of
unleaded petrol and EN 590 CEN standard in the case of diesel, such as running on B100, the manufacturer
shall, in addition to the requirements in point 1.1.1:
(a) declare the fuels the engine family is capable to run on in point 3.2.2.2.1 of Part 1 of Appendix 4;
(b) demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels
declared;
(c) be liable to meet the requirements of in-service conformity specified in Annex II on the fuels declared
including any blend between the declared fuels and the market fuels included in Directive 98/70/EC and the
relevant CEN standards.
1.1.3. In the case of a natural gas fuelled engine the manufacturer shall demonstrate the parent engines capability to
adapt to any fuel composition that may occur on the market within the European Union.
In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-
gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed
by the Wobbe Index and in their λ-shift factor (S λ ). Natural gases with a λ-shift factor between 0,89 and 1,08
(0,89 ≤ S λ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08
and 1,19 (1,08 ≤ S λ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects
the extreme variations of S λ .
The parent engine shall meet the requirements of this Regulation on the reference fuels G R (fuel 1) and G 25 (fuel
2), as specified in Annex IX, without any readjustment to the fuelling between the two tests. One adaptation run
over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation
run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation
No 49.
1.1.3.1. At the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (S λ ) lies
between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example when fuel 3
is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the
production.
1.1.4. In the case of an engine fuelled with natural gas which is self adaptive for the range of H-gases on the one hand
and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means
of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IX for each
range, at each position of the switch. The fuels are G R (fuel 1) and G 23 (fuel 3) for the H-range of gases and G 25
(fuel 2) and G 23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this
Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at
each position of the switch. One adaptation run over one WHTC hot cycle without measurement is permitted
after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section
7.6.1 of Annex 4B to UN/ECE Regulation No 49.
1.1.4.1. At the manufacturer's request the engine may be tested on a third fuel instead of G 23 (fuel 3) if the λ-shift factor
(S λ ) lies between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example
when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity
of the production.
( 1 ) OJ L 350, 28.12.1998, p. 58.

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1.1.5. In the case of natural gas engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as
follows:
emission result on reference fuel 2
r emission result on reference fuel 1
, or
emission result on reference fuel 2
r a emission result on reference fuel 3
, and
emission result on reference fuel 1
r b emission result on reference fuel 3
1.1.6. In the case of LPG the manufacturer shall demonstrate the parent engines capability to adapt to any fuel
composition that may occur across the market.
In the case of LPG there are variations in C 3 /C 4 composition. These variations are reflected in the reference fuels.
The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX
without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle
without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be
cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49.
1.1.6.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:
emission result on reference fuel B
r emission result on reference fuel A
1.2. Requirements
on
restricted
fuel
range
type-approval
in
case
of
positive-ignition
engines
fuelled
with
natural gas or LPG
Fuel range restricted approval shall be granted subject to the requirements specified in points 1.2.1 to 1.2.2.3.
1.2.1. Exhaust
emissions
type-approval
of
an
engine
running
on
natural
gas
and
laid
out
for
operation
on
either
the
range of H-gases or on the range of L-gases.
The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, for the relevant range.
The fuels are G R (fuel 1) and G 23 (fuel 3) for the H-range of gases and G 25 (fuel 2) and G 23 (fuel 3) for the L-
range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to
the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is
permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance
with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49.
1.2.1.1. At the manufacturer's request the engine may be tested on a third fuel instead of G 23 (fuel 3) if the λ-shift factor
(S λ ) lies between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example
when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity
of the production.
1.2.1.2. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:
emission result on reference fuel 2
r emission result on reference fuel 1
, or
emission result on reference fuel 2
r a emission result on reference fuel 3
, and
emission result on reference fuel 1
r b emission result on reference fuel 3
1.2.1.3. On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which range of
gases the engine is approved.
1.2.2. Exhaust emissions type-approval of an engine running on natural gas or LPG and designed for operation on one
specific fuel composition.

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The parent engine shall meet the emission requirements on the reference fuels G R and G 25 in the case of natural
gas, or the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine tuning of the fuelling
system is allowed between the tests. This fine tuning will consist of a recalibration of the fuelling database,
without any alteration to either the basic control strategy or the basic structure of the database. If necessary the
exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed.
1.2.2.1. At the manufacturer's request the engine may be tested on the reference fuels G R and G 23 , or on the reference
fuels G 25 and G 23 , in which case the type-approval is only valid for the H-range or the L-range of gases
respectively.
1.2.2.2. On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which fuel
composition the engine has been calibrated.
2.
EXHAUST EMISSIONS TYPE-APPROVAL OF A MEMBER OF A FAMILY
2.1.
With the exception of the case mentioned in point 2.2, the type-approval of a parent engine shall be extended
to all family members, without further testing, for any fuel composition within the range for which the parent
engine has been approved (in the case of engines described in point 1.2.2) or the same range of fuels (in the case
of engines described in either point 1.1 or 1.2) for which the parent engine has been type-approved.
2.2.
If the technical service determines that, with regard to the selected parent engine the submitted application does
not fully represent the engine family defined in Part 1 of Appendix 4, an alternative and if necessary an
additional reference test engine may be selected by the technical service and tested.
3. ENGINE
MARKINGS
3.1.
In the case of an engine type approved as a separate technical unit or a vehicle type approved with regard to
emissions and access to vehicle repair and maintenance information, the engine shall bear:
(a) the trademark or trade name of the manufacturer of the engine;
(b) the manufacturer's commercial description of the engine;
(c) in case of an NG engine one of the following markings to be placed after the EC type-approval mark:
(i) H in case of the engine being approved and calibrated for the H-range of gases;
(ii) L in case of the engine being approved and calibrated for the L-range of gases;
(iii) HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;
(iv) H t in case of the engine being approved and calibrated for a specific gas composition in the H-range of
gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine
fuelling;
(v) L t in case of the engine being approved and calibrated for a specific gas composition in the L-range of
gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine
fuelling;
(vi) HL t in the case of the engine being approved and calibrated for a specific gas composition in either the
H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-
range of gases by fine tuning of the engine fuelling.
3.2.
Every engine conforming to the type approved under this Regulation as a separate technical unit shall bear an
EC type-approval mark. This mark shall consist of:
3.2.1. A rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State
which has granted the EC separate technical unit type-approval:

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1 for
Germany
2 for
France
3 for
Italy
4 for
the
Netherlands
5 for
Sweden
6 for
Belgium
7 for
Hungary
8 for
the
Czech
Republic
9 for
Spain
11 for
the
United Kingdom
12 for
Austria
13 for
Luxembourg
17 for
Finland
18 for
Denmark
19 for
Romania
20 for
Poland
21 for
Portugal
23 for
Greece
24 for
Ireland
26 for
Slovenia
27 for
Slovakia
29 for
Estonia
32 for
Latvia
34 for
Bulgaria
36 for
Lithuania
49 for
Cyprus
50 for
Malta
3.2.2. The EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’
contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC,
preceded by the two figures indicating the sequence number assigned to the latest technical amendment to
Regulation (EC) No 595/2009 or this Regulation on the date EC type-approval for a separate technical unit was
granted. For this Regulation, the sequence number is 00.
3.2.3. The EC type-approval mark shall be affixed to the engine in such a way as to be indelible and clearly legible. It
shall be visible when the engine is installed on the vehicle and shall be affixed to a part necessary for normal
engine operation and not normally requiring replacement during engine life.
3.2.4. Appendix
8
gives
examples
of
the
EC
type-approval
mark.
3.3. Labels
for
NG
and
LPG
fuelled
engines
In the case of NG and LPG fuelled engines with a fuel range restricted type-approval, the following labels
containing information provided in point 3.3.1 shall be affixed.
3.3.1. The
following
information
shall
be
given
on
the
label:
In the case of point 1.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If
applicable, ‘H’ is replaced by ‘L’.
In the case of point 1.2.2.2, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or
‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in
the appropriate table in Annex IX shall be given with the individual constituents and limits specified by the
engine manufacturer.
The letters and figures shall be at least 4 mm in height.
If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes
containing all the above information shall be easily accessible to any person filling the fuel tank or performing
maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and
content of these explanatory notes shall be determined by agreement between the manufacturer and the approval
authority.

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3.3.2. Properties
Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures
shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful
life of the engine, and the labels cannot be removed without destroying or defacing them.
3.3.3. Placing
Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring
replacement during engine life. Additionally, these labels shall be located so as to be readily visible after the
engine has been completed with all the auxiliaries necessary for engine operation.
3.4.
In case of an application for EC type-approval of a vehicle with an approved engine with regard to emissions and
access to vehicle repair and maintenance information or an EC type-approval of a vehicle with regard to
emissions and access to vehicle repair and maintenance information, the label specified in Section 3.3 shall
also be placed close to the fuel filling aperture.
4. INSTALLATION
ON
THE
VEHICLE
4.1. The
engine
installation
on
the
vehicle
shall
be
performed
in
such
a
way
as
to
ensure
that
the
type-approval
requirements are met. The following characteristics in respect to the type-approval of the engine shall be taken
into consideration:
4.1.1. Intake depression shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;
4.1.2. Exhaust
back
pressure
shall
not
exceed
that
declared
for
the
engine
type-approval
in
Part
1
of
Appendix
4;
4.1.3. Power absorbed by the auxiliaries needed for operating the engine shall not exceed that declared for the engine
type-approval in Part 1 of Appendix 4;
4.1.4. The characteristics of the exhaust after-treatment system shall be in accordance with those declared for the
engine type-approval in Part 1 of Appendix 4.
4.2.
Installation of a type-approved engine on a vehicle
The installation of an engine type approved as a separate technical unit on a vehicle shall, in addition, comply
with the following requirements:
(a) as regard the compliance of the OBD system, the installation shall, according to Appendix 1 of Annex 9B to
UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of
Appendix 4;
(b) as regard the compliance of the system ensuring the correct operation of NO x control measures, the
installation shall, according to Appendix 4 of Annex XIII, meet the manufacturer's installation requirements
as specified in Part 1 of Appendix 4.
4.3.
Inlet to fuel tanks in the case of a petrol or E85 fuelled engine
4.3.1. The inlet orifice of the petrol or E85 tank shall be designed so it prevents the tank from being filled from a fuel
pump delivery nozzle that has an external diameter of 23,6 mm or greater.
4.3.2. Point 4.3.1 shall not apply to a vehicle for which both of the following conditions are satisfied:
(a) the vehicle is designed and constructed so that no device designed to control the emission of gaseous
pollutants is adversely affected by leaded petrol;
(b) the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in
ISO 2575:2004 in a position immediately visible to a person filling the fuel tank. Additional marking are
permitted.
4.3.3. 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:
(a) an automatically opening and closing, non-removable fuel filler cap;

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(b) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap;
(c) or in case of M 1 or N 1 vehicles, any other provision which has the same affect. Examples may include, but
are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler
cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked
condition.
5. REQUIREMENTS
AND
TESTS
FOR
IN-SERVICE
TESTING
5.1. Introduction
This Section sets out the specifications and tests of the ECU data at type-approval for the purpose of in-service
testing.
5.2. General
Requirements
5.2.1 For the purpose of in-service testing, the calculated load (engine torque as a percentage of maximum torque and
the maximum torque available at the current engine speed), the engine speed, the engine coolant temperature,
the instantaneous fuel consumption, and the reference maximum engine torque as a function of engine speed
shall be made available by the OBD system in real time and at a frequency of at least 1 Hz, as mandatory data
stream information.
5.2.2. The
output
torque
may
be
estimated
by
the
ECU
using
built-in
algorithms
to
calculate
the
produced
internal
torque and the friction torque.
5.2.3 The
engine
torque
in
Nm
resulting
from
the
above
data
stream
information
shall
permit
a
direct
comparison
with the values measured when determining the engine power according to Annex XIV. In particular, any
eventual corrections as regards auxiliaries shall be included in the above data stream information.
5.2.4. Access to the information required in point 5.2.1 shall be provided in accordance with the requirements set out
in Annex X and with the standards referred to in Appendix 6 to Annex 9B to UN/ECE Regulation No 49.
5.2.5. The
average
load
at
each
operating
condition
in
Nm
calculated
from
the
information
requested
in
point
5.2.1
shall not differ from the average measured load at that operating condition by more than:
(a) 7 % when determining the engine power according to Annex XIV;
(b) 10 % when performing the World Harmonised Steady state Cycle (hereinafter ‘WHSC’) test according to
Annex III.
The UN/ECE Regulation No 85 ( 1 ) allows the actual maximum load of the engine to differ from the reference
maximum load by 5 % in order to address the manufacturing process variability. This tolerance is taken into
account in the above values.
5.2.6. External access to the information required in point 5.2.1 shall not influence the vehicle emissions or
performance.
5.3.
Verification of the availability and conformity of the ECU information required for in-service testing
5.3.1. The availability of the data stream information required in point 5.2.1 according to the requirements set out in
point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.
5.3.2. In the case where this information cannot be retrieved in a proper manner, using a scan-tool that is working
properly, the engine is considered as non-compliant.
5.3.3. The conformity of the ECU torque signal to the requirements of points 5.2.2 and 5.2.3 shall be demonstrated
when determining the engine power according to Annex XIV and when performing the WHSC test according to
Annex III.
5.3.4. In the case where the engine under test does not match the requirements set out in Annex XIV concerning
auxiliaries, the measured torque shall be corrected in accordance to the correction method set out in Annex 4B
to UN/ECE Regulation No 49.
5.3.5. The conformity of the ECU torque signal is considered to be demonstrated if the torque signal remains within
the tolerances set out in point 5.2.5.
( 1 ) OJ L 326, 24.11.2006, p. 55.

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6. ENGINE
FAMILY
6.1. Parameters
defining
the
engine
family
The engine family, as determined by the engine manufacturer, shall comply with Section 5.2 of Annex 4B to
UN/ECE Regulation No 49.
6.2. Choice
of
the
parent
engine
The parent engine of the family shall be selected in accordance with the requirements set out in point 5.2.4 of
Annex 4B to UN/ECE Regulation No 49.
6.3. Parameters
for
defining
an
OBD
engine
family
The OBD engine family shall be determined by basic design parameters that shall be common to engine systems
within the family in accordance with Section 6.1 of Annex 9B to UN/ECE Regulation No 49.
7. CONFORMITY
OF
PRODUCTION
7.1. General
requirements
Measures to ensure conformity of production shall be taken in accordance with Article 12 of Directive
2007/46/EC. Conformity of production shall be checked on the basis of the description in the type-approval
certificates set out in Appendix 4 to this Annex. In applying Appendices 1, 2 or 3, the measured emission of the
gaseous and particulate pollutants from engines subject to checking for conformity of production shall be
adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in the
Addendum to the EC type-approval certificate granted in accordance with this Regulation.
The provisions of Annex X to Directive 2007/46/EC shall be applicable where the approval authorities are not
satisfied with the auditing procedure of the manufacturer.
All engines subject to tests shall be randomly taken from the series production.
7.2. Emissions
of
pollutants
7.2.1. If
emissions
of
pollutants
are
to
be
measured
and
an
engine
type-approval
has
had
one
or
more
extensions,
the
tests shall be carried out on the engines described in the information package relating to the relevant extension.
7.2.2. Conformity
of
the
engine
subjected
to
a
pollutant
test:
After submission of the engine to the authorities, the manufacturer may not carry out any adjustment to the
engines selected.
7.2.2.1. Three engines shall be taken from the series production of the engines under consideration. Engines shall be
subjected to testing on the WHTC, and on the WHSC if applicable, for the checking of the production
conformity. The limit values shall be those set out in Annex I to Regulation (EC) No 595/2009.
7.2.2.2. Where the approval authority is satisfied with the production standard deviation given by the manufacturer in
accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 1 to this
Annex.
Where the approval authority is not satisfied with the production standard deviation given by the manufacturer
in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 2 to
this Annex.
At the manufacturer’s request, the tests may be carried out in accordance with Appendix 3 to this Annex.
7.2.2.3. On the basis of tests of the engine by sampling as set out in point 7.2.2.2, the series production of the engines
under consideration is regarded as conforming where a pass decision is reached for all the pollutants and as non-
conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the
appropriate Appendix.
When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of
a result from any additional tests made in order to reach a decision for the other pollutants.
If a pass decision is not reached for all the pollutants and if no fail decision is reached for any pollutant, a test is
carried out on another engine (see Figure 1).
If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is
recorded.

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Figure 1
Schematic of production conformity testing
7.2.3. The
tests
shall
be
carried
out
on
newly
manufactured
engines.
7.2.3.1. At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a
maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who
shall undertake not to make any adjustments to those engines.
7.2.3.2. When the manufacturer requests to conduct a running-in procedure in accordance with point 7.2.3.1, it may be
carried out on either of the following:
(a) all the engines that are tested;
(b) the first engine tested, with the determination of an evolution coefficient as follows:
(i) the pollutant emissions shall be measured both on the newly manufactured engine and before the
maximum of 125 hours set in point 7.2.3.1 on the first engine tested;
(ii) the evolution coefficient of the emissions between the two tests shall be calculated for each pollutant:
Emissions on second test/Emissions first test
The evolution coefficient may have a value less than one.
The subsequent test engines shall not be subjected to the running-in procedure, but their emissions when newly
manufactured shall be modified by the evolution coefficient.

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In this case, the values to be taken shall be the following:
(a) for the first engine, the values from the second test;
(b) for the other engines, the values when newly manufactured multiplied by the evolution coefficient.
7.2.3.3. For diesel, ethanol (ED95), petrol, E85 and LPG fuelled engines, all these tests may be conducted with the
applicable market fuels. However, at the manufacturer’s request, the reference fuels described in Annex IX may be
used. This implies tests, as described in Section 1 of this Annex, with at least two of the reference fuels for each
gas engine.
7.2.3.4. For NG fuelled engines, all these tests may be conducted with market fuel in the following way:
(a) for H marked engines with a market fuel within the H-range (0,89 ≤ Sλ ≤ 1,00);
(b) for L marked engines with a market fuel within the L-range (1,00 ≤ Sλ ≤ 1,19);
(c) for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).
However, at the manufacturer’s request, the reference fuels described in Annex IX may be used. This implies tests
as described in Section 1 of this Annex.
7.2.3.5. In the case of dispute caused by the non-compliance of gas fuelled engines when using a market fuel, the tests
shall be performed with a reference fuel on which the parent engine has been tested, or with the possible
additional fuel 3 as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested.
Then, the result shall be converted by a calculation applying the relevant factors ‘r’, ‘r a ’ or ‘r b ’ as described in
points 1.1.5, 1.1.6.1 and 1.2.1.2. If r, r a or r b is less than 1, no correction shall take place. The measured results
and the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (fuels 1,
2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).
7.2.3.6. Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel
composition shall be performed on the fuel for which the engine has been calibrated.
7.3. On-board
diagnostics
(OBD)
7.3.1. When the approval authority determines that the quality of production seems unsatisfactory it may request a
verification of the conformity of production of the OBD system. Such verification shall be carried out in
accordance with the following:
An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to
UN/ECE Regulation No 49. The tests may be carried out on an engine that has been run-in up to a maximum of
125 hours.
7.3.2. The
production
is
deemed
to
conform
if
this
engine
meets
the
requirements
of
the
tests
described
in
Annex
9B
to UN/ECE Regulation No 49.
7.3.3. If the engine taken from the series production does not satisfy the requirements of point 7.3.1, a further random
sample of four engines shall be taken from the series production and subjected to the tests described in Annex
9B to UN/ECE Regulation No 49. The tests may be carried out on engines that have been run-in up to a
maximum of 125 hours.
7.3.4. The production is deemed to conform if at least three engines out of the further random sample of four engines
meet the requirements of the tests described in Annex 9B to UN/ECE Regulation No 49.
7.4. ECU
information
required
for
in-service
testing
7.4.1. The
availability
of
the
data
stream
information
requested
in
point
5.2.1
according
to
the
requirements
of
point
5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.
7.4.2. In the case where this information cannot be retrieved in a proper manner while the scan-tool is working
properly according to Annex X, the engine shall be considered as non-compliant.
7.4.3. The conformity of the ECU torque signal with the requirements of points 5.2.2 and 5.2.3 shall be demonstrated
by performing the WHSC test according to Annex III.

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7.4.4. In the case where the test equipment does not match the requirements specified in Annex XIV concerning
auxiliaries, the measured torque shall be corrected in accordance to the correction method set out in Annex 4B
of UN/ECE Regulation No 49.
7.4.5. The conformity of the ECU torque signal shall be considered sufficient if the calculated torque remains within the
tolerances specified in point 5.2.5.
7.4.6. The
availability
and
conformity
checks
of
the
ECU
information
required
for
in-service
testing
shall
be
performed
by the manufacturer on a regular basis on each produced engine type within each produced engine family.
7.4.7. The results of the manufacturer’s survey shall be made available to the approval authority at its request.
7.4.8. At the request of the approval authority, the manufacturer shall demonstrate the availability or the conformity of
the ECU information in serial production by performing the appropriate testing referred to in points 7.4.1 to
7.4.4 on a sample of engines selected from the same engine type. The sampling rules including sampling size
and statistical pass-fail criteria shall be those specified in this Annex for checking the conformity of emissions.
8. DOCUMENTATION
8.1.
The documentation package required by Articles 5, 7 and 9 enabling the approval authority to evaluate the
emission control strategies and the systems on-board the vehicle and engine to ensure the correct operation of
NO x control measures shall be made available in the two following parts:
(a) the ‘formal documentation package’ that may be made available to interested parties upon request;
(b) the ‘extended documentation package’ that shall remain strictly confidential.
8.2.
The formal documentation package may be brief, provided that it exhibits evidence that all outputs permitted by
a matrix obtained from the range of control of the individual unit inputs have been identified. The documen
tation shall describe the functional operation of the inducement system required by Annex XIII, including the
parameters necessary for retrieving the information associated with that system. This material shall be retained by
the approval authority.
8.3.
The extended documentation package shall include information on the operation of all AES and BES, including a
description of the parameters that are modified by any AES and the boundary conditions under which the AES
operate, and indication of which AES and BES are likely to be active under the conditions of the test procedures
set out in Annex VI. The extended documentation package shall include a description of the fuel system control
logic, timing strategies and switch points during all modes of operation. It shall also include a full description of
the inducement system required in Annex XIII, including the associated monitoring strategies.
8.3.1. The
extended
documentation
package
shall
remain
strictly
confidential.
It
may
be
kept
by
the
approval
authority,
or, at the discretion of the approval authority, may be retained by the manufacturer. In the case the manufacturer
retains the documentation package, that package shall be identified and dated by the approval authority once
reviewed and approved. It shall be made open for inspection by the approval authority at the time of approval or
at any time during the validity of the approval.

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Appendix 1
Procedure for production conformity testing when standard deviation is satisfactory
1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants
when the manufacturer's production standard deviation is satisfactory. The applicable procedure shall be the one set
out in Appendix 1 to UN/ECE Regulation No 49, with the following exceptions:
1.1. In Section 3 of Appendix 1 to UN/ECE Regulation No 49 the reference to Section 5.2.1 of that Appendix shall be
understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
1.2. In Section 3 of Appendix 1 to UN/ECE Regulation No 49, the reference to Figure 2 shall be understood as reference
to Figure 1 of Annex I to this Regulation.

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Appendix 2
Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable
1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants
when the manufacturer's production standard deviation is either unsatisfactory or unavailable. The applicable
procedure shall be the one set out in Appendix 2 to UN/ECE Regulation No 49, with the following exceptions:
1.1. In Section 3 of Appendix 2 to UN/ECE Regulation No 49, the reference to Section 5.2.1 of that Appendix shall be
understood as reference to the table of Annex I to Regulation (EC) No 595/2009.

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Appendix 3
Procedure for production conformity testing at manufacturer’s request
1. This Appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for
the emissions of pollutants. The applicable procedure shall be the one set out in Appendix 3 to UN/ECE Regulation
No 49, with the following exceptions:
1.1. In Section 3 of Appendix 3 to UN/ECE Regulation No 49 the reference to Section 5.2.1 of that Appendix shall be
understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
1.2. In Section 3 of Appendix 3 to UN/ECE Regulation No 49, the reference to Figure 2 shall be understood as reference
to Figure 1 of Annex I to this Regulation.
1.3. In Section 5 of Appendix 3 to UN/ECE Regulation No 49, the reference to Section 8.3.1 shall be understood as
reference to point 7.2.2 of this Annex.

---

L 167/28
EN
Official Journal of the European Union
25.6.2011
Appendix 4
Models of information document
relating to:
EC type-approval of an engine or engine family as a separate technical unit,
EC type-approval of vehicle with an approved engine with regard to emission and access to vehicle repair and main
tenance information,
EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.
The following information shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in
appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient
detail.
If the systems, components or separate technical units referred to in this Appendix have electronic controls, information
concerning their performance shall be supplied.
Explanatory notes (regarding filling in the table):
Letters A, B, C, D, E corresponding to engine family members shall be replaced by the actual engine family members’
names.
In case when for a certain engine characteristic same value/description applies for all engine family members the cells
corresponding to A-E shall be merged.
In case the family consists of more than five members new columns may be added.
In the case of application for EC type-approval of an engine or engine family as a separate technical unit the general part
and Part 1 shall be filled in.
In the case of application for EC type-approval of vehicle with an approved engine with regard to emissions and access to
vehicle repair and maintenance information the general part and Part 2 shall be filled in.
In the case of application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and
maintenance information the general part and Parts 1 and 2 shall be filled in.
Explanatory footnotes can be found in Appendix 10 to this Annex.
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
0. GENERAL
0.l. Make
(trade
name
of
manufacturer):
0.2. Type
0.2.0.3. Engine
type
as
separate
technical
unit/engine
family as separate technical unit/vehicle with an
approved engine with regard to emissions and
access to vehicle repair and maintenance
information/vehicle with regard to emissions and
access to vehicle repair and maintenance
information ( 1 )
0.2.1. Commercial
name(s)
(if
available):
0.3. Means
of
identification
of
type,
if
marked
on
the
separate technical unit ( b ):
0.3.1. Location
of
that
marking:

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/29
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
0.5. Name
and
address
of
manufacturer:
0.7. In
the
case
of
components
and
separate
technical
units, location and method of affixing of the EC
approval mark:
0.8. Name(s)
and
address
(es)
of
assembly
plant(s):
0.9. Name
and
address
of
the
manufacturer’s
represen
tative (if any):
Part 1: ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN
ENGINE FAMILY
Part 2: ESSENTIAL CHARACTERISTICS OF THE VEHICLE COMPONENTS AND SYSTEMS WITH REGARD
TO EXHAUST-EMISSIONS
Appendix to information document: Information on test conditions
PHOTOGRAPHS AND/OR DRAWINGS OF THE PARENT ENGINE, ENGINE TYPE AND, IF APPLICABLE, OF THE
ENGINE COMPARTMENT.
LIST FURTHER ATTACHMENTS IF ANY.
DATE, FILE
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN ENGINE
FAMILY
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2. Internal
combustion
engine
3.2.1. Specific
engine
information
3.2.1.1. Working
principle:
positive
ignition/compression
ignition ( 1 )
Cycle four stroke/two stroke/rotary ( 1 ):
3.2.1.2. Number
and
arrangement
of
cylinders:
3.2.1.2.1. Bore
( l ) mm
3.2.1.2.2. Stroke
( l ) mm
3.2.1.2.3. Firing
order
3.2.1.3. Engine
capacity
( m ) cm 3
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

---

L 167/30
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.1.6.1. High
engine
idling
speed
( 2 ) min -1
3.2.1.7. Carbon
monoxide
content
by
volume
in
the
exhaust gas with the engine idling ( 2 ): % as stated
by the manufacturer (positive-ignition engines
only)
3.2.1.8. Maximum
net
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)
3.2.1.11. Manufacturer
references
of
the
Documentation
package required by Articles 5, 7 and 9 of Regu
lation (EU) No 582/2011 enabling the approval
authority to evaluate the emission control
strategies and the systems on-board the engine to
ensure the correct operation of NO x control
measures
3.2.2. Fuel
3.2.2.2. Heavy
duty
vehicles
Diesel/Petrol/LPG/NG-H/NG-
L/NG-HL/Ethanol (ED95)/Ethanol (E85) ( 1 ) ( 6 )
3.2.2.2.1. Fuels
compatible
with
use
by
the
engine
declared
by the manufacturer in accordance with point
1.1.2 of Annex I to Regulation (EU) No
582/2011 (as applicable)
3.2.4. Fuel
feed
3.2.4.2. By
fuel
injection
(compression
ignition
only):
yes/no ( 1 )
3.2.4.2.1. System
description
3.2.4.2.2. Working
principle:
direct
injection/pre-
chamber/swirl chamber ( 1 )
3.2.4.2.3. Injection
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 ) .......................... mm 3
/stroke or cycle at an engine speed
of ................................ min -1 or, alternatively, a char
acteristic diagram
(When boost control is supplied, state the char
acteristic fuel delivery and boost pressure versus
engine speed)
3.2.4.2.3.4. Static
injection
timing
( 2 )
3.2.4.2.3.5. Injection
advance
curve
( 2 )
3.2.4.2.3.6. Calibration
procedure:
test
bench/engine
( 1 )

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/31
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.4.2.4. Governor
3.2.4.2.4.1. Type
3.2.4.2.4.2. Cut-off
point
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
3.2.4.2.4.2.3. Idling
speed:
min -1
3.2.4.2.5. Injection
piping
3.2.4.2.5.1. Length:
mm
3.2.4.2.5.2. Internal
diameter:
mm
3.2.4.2.5.3. Common
rail,
make
and
type:
3.2.4.2.6. Injector(s)
3.2.4.2.6.1. Make(s)
3.2.4.2.6.2. Type(s)
3.2.4.2.6.3. Opening
pressure
( 2 ): kPa or characteristic
diagram ( 2 ):
3.2.4.2.7. Cold
start
system
3.2.4.2.7.1. Make(s):
3.2.4.2.7.2. Type(s):
3.2.4.2.7.3. Description
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 (in the case of systems
other than continuous injection give equivalent
details):
3.2.4.2.9.3.1.
Make and type of the control unit (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

---

L 167/32
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
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 of water temperature sensor
3.2.4.2.9.3.7.
Make and type of air temperature sensor
3.2.4.2.9.3.8.
Make and type of air pressure sensor
3.2.4.2.9.3.9. Software
calibration
number(s):
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)
3.2.4.3.4.2.
Make and type of fuel regulator
3.2.4.3.4.3.
Make and type of air-flow sensor
3.2.4.3.4.4.
Make and type of fuel distributor
3.2.4.3.4.5.
Make and type of pressure regulator
3.2.4.3.4.6.
Make and type of micro switch
3.2.4.3.4.7.
Make and type of idling adjustment screw
3.2.4.3.4.8.
Make and type of throttle housing
3.2.4.3.4.9.
Make and type of water temperature sensor
3.2.4.3.4.10.
Make and type of air temperature sensor
3.2.4.3.4.11.
Make and type of air pressure sensor
3.2.4.3.4.12. Software
calibration
number(s)
3.2.4.3.5. Injectors:
opening
pressure
( 2 ): .................... kPa or
characteristic diagram ( 2 )
3.2.4.3.5.1. Make
3.2.4.3.5.2. Type
3.2.4.3.6. Injection
timing

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/33
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
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 ):
3.2.5. 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
3.2.6.4. Ignition
advance
curve
or
map
( 2 ):
3.2.6.5. Static
ignition
timing
( 2 ): ............................... degrees
before TDC
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 )
3.2.7.2. Liquid
3.2.7.2.1. Nature
of
liquid
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)

---

L 167/34
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.7.2.4. Drive
ratio(s)
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)
3.2.8.3.1 Minimum
allowable:
................................
kPa
3.2.8.3.2. Maximum
allowable:
...............................
kPa
3.2.8.4.
Description and drawings of inlet pipes and their
accessories (plenum chamber, heating device, addi
tional air intakes, etc.)
3.2.8.4.1. Intake
manifold
description
(include
drawings
and/or photos)
3.2.9. Exhaust
system
3.2.9.1. Description
and/or
drawings
of
the
exhaust
manifold
3.2.9.2. Description
and/or
drawing
of
the
exhaust
system
3.2.9.2.1.
Description and/or drawing of the elements of the
exhaust system that are part of the engine system
3.2.9.3. Maximum
allowable
exhaust
back
pressure
at
rated
engine speed and at 100 % load (compression-
ignition engines only): ................................ kPa ( 3 )
3.2.9.7. Exhaust
system
volume:
................................
dm 3
3.2.9.7.1. Acceptable
Exhaust
system
volume:
.............
dm 3
3.2.10. Minimum
cross-sectional
areas
of
inlet
and
outlet
ports

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/35
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.11. Valve
timing
or
equivalent
data
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
range
( 3 ):
3.2.12. Measures
taken
against
air
pollution
3.2.12.1.1 Device
for
recycling
crankcase
gases:
yes/no
( 2 )
If yes, description and drawings:
If no, compliance with Annex V to Regulation (EU)
No 582/2011 required
3.2.12.2. Additional
pollution
control
devices
(if
any,
and
if
not covered by another heading)
3.2.12.2.1. Catalytic
converter:
yes/no
( 1 )
3.2.12.2.1.1. Number
of
catalytic
converters
and
elements
(provide this 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.
Regeneration systems/method of exhaust after-
treatment systems, description:
3.2.12.2.1.11.5. Normal
operating
temperature
range
.................
K
3.2.12.2.1.11.6. Consumable
reagents:
yes/no
( 1 )
3.2.12.2.1.11.7. Type
and
concentration
of
reagent
needed
for
catalytic action
3.2.12.2.1.11.8. Normal
operational
temperature
range
of
reagent
K
3.2.12.2.1.11.9. International
standard:
3.2.12.2.1.11.10. Frequency of reagent refill: continuous/main
tenance ( 1 ):

---

L 167/36
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.12.2.1.12. Make
of
catalytic
converter
3.2.12.2.1.13. Identifying
part
number
3.2.12.2.2. Oxygen
sensor:
yes/no
( 1 )
3.2.12.2.2.1. Make
3.2.12.2.2.2. Location
3.2.12.2.2.3. Control
range
3.2.12.2.2.4. Type
3.2.12.2.2.5. Identifying
part
number
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,
etc.)
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. Method
or
system
of
regeneration,
description
and/or drawing
3.2.12.2.6.5. Make
of
particulate
trap
3.2.12.2.6.6. Identifying
part
number
3.2.12.2.6.7. Normal
operating
temperature:
.........................
(K)
and pressure range: (kPa)
3.2.12.2.6.8. In
the
case
of
periodic
regeneration
3.2.12.2.6.8.1.1. Number
of
WHTC
test
cycles
without
regeneration
(n)
3.2.12.2.6.8.2.1. Number
of
WHTC
test
cycles
with
regeneration
(n R )
3.2.12.2.6.9. Other
systems:
yes/no
( 1 )
3.2.12.2.6.9.1 Description
and
operation
3.2.12.2.7. On-board-diagnostic
(OBD)
system
3.2.12.2.7.0.1. Number
of
OBD
engine
families
within
the
engine
family

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/37
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.12.2.7.0.2. List
of
the
OBD
engine
families
(when
applicable) OBD
engine
family
1: ...............................
OBD engine family 2: ...............................
etc. …
3.2.12.2.7.0.3.
Number of the OBD engine family the parent
engine/the engine member belongs to
3.2.12.2.7.0.4. Manufacturer
references
of
the
OBD-Documen
tation required by point 4(c) of Article 5 and
point 4 of Article 9 of Regulation (EU)
No 582/2011 and specified in Annex X to that
Regulation for the purpose of approving the
OBD system
3.2.12.2.7.0.5. When
appropriate,
manufacturer
reference
of
the
Documentation for installing in a vehicle an OBD
equipped engine system
3.2.12.2.7.2. List
and
purpose
of
all
components
monitored
by
the OBD system ( 4 )
3.2.12.2.7.3. Written
description
(general
working
principles)
for
3.2.12.2.7.3.1 Positive-ignition
engines
( 4 )
3.2.12.2.7.3.1.1. Catalyst
monitoring
( 4 )
3.2.12.2.7.3.1.2. Misfire
detection
( 4 )
3.2.12.2.7.3.1.3. Oxygen
sensor
monitoring
( 4 )
3.2.12.2.7.3.1.4. Other
components
monitored
by
the
OBD
system
3.2.12.2.7.3.2. Compression-ignition
engines
( 4 )
3.2.12.2.7.3.2.1. Catalyst
monitoring
( 4 )
3.2.12.2.7.3.2.2. Particulate
trap
monitoring
( 4 )
3.2.12.2.7.3.2.3. Electronic
fuelling
system
monitoring
( 4 )
3.2.12.2.7.3.2.4. DeNO x system monitoring ( 4 )
3.2.12.2.7.3.2.5. Other
components monitored
by the
OBD
system ( 4 )
3.2.12.2.7.4. Criteria
for
MI
activation
(fixed
number
of
driving
cycles or statistical method) ( 4 )
3.2.12.2.7.5. List
of
all
OBD
output
codes
and
formats
used
(with explanation of each) ( 4 )
3.2.12.2.7.6.5. OBD
Communication
protocol
standard
( 4 )
3.2.12.2.7.7. Manufacturer
reference
of
the
OBD
related
information required by of Article 5(4)(d) and
Article 9(4) of Regulation (EU) No 582/2011 for
the purpose of complying with the provisions on
access to vehicle OBD and vehicle Repair and
Maintenance Information, or

---

L 167/38
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.12.2.7.7.1. As
an
alternative
to
a
manufacturer
reference
provided in point 3.2.12.2.7.7 reference of the
attachment to this Appendix that contains the
following table, once completed according to the
given example:
Component — Fault code — Monitoring strategy
— Fault detection criteria — MI activation criteria
— Secondary parameters — Preconditioning —
Demonstration test
Catalyst — P0420 — Oxygen sensor 1 and 2
signals — Difference between sensor 1 and
sensor 2 signals — 3rd cycle — Engine speed,
engine load, A/F mode, catalyst temperature —
Two Type 1 cycles — Type 1
3.2.12.2.8.
O t h e r s y s t e m ( d e s c r i p t i o n a n d
o p e r a t i o n ) :
3.2.12.2.8.1. Systems
to
ensure
the
correct
operation
of
NO x
control measures
3.2.12.2.8.2. Engine
with
permanent
deactivation
of
the
driver
inducement, for use by the rescue services or in
vehicles specified in point (3)(b) of Article 2 of
Directive 2007/46/EC: yes/no
3.2.12.2.8.3. Number
of
OBD
engine
families
within
the
engine
family considered when ensuring the correct
operation of NO x control measures
3.2.12.2.8.4. List
of
the
OBD
engine
families
(when
applicable) OBD
engine
family
1: ...............................
OBD engine family 2: ...............................
etc.…
3.2.12.2.8.5.
Number of the OBD engine family the parent
engine/the engine member belongs to
3.2.12.2.8.6. Lowest
concentration
of
the
active
ingredient
present in the reagent that does not activate the
warning system (CD min ): (% vol.)
3.2.12.2.8.7. When
appropriate,
manufacturer
reference
of
the
Documentation for installing in a vehicle the
systems to ensure the correct operation of NO x
control measures
3.2.17. Specific
information
related
to
gas
fuelled
engines
for
heavy duty vehicles (in the case of systems laid out in
a different manner, supply equivalent information)
3.2.17.1. Fuel:
LPG/NG-H/NG-L/NG-HL
( 1 )
3.2.17.2. Pressure
regulator(s)
or
vaporiser/pressure
regulator(s) ( 1 )
3.2.17.2.1. Make(s)
3.2.17.2.2. Type(s)
3.2.17.2.3. Number
of
pressure
reduction
stages

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/39
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.17.2.4. Pressure
in
final
stage
minimum:
...................
kPa
– maximum. kPa
3.2.17.2.5. Number
of
main
adjustment
points
3.2.17.2.6. Number
of
idle
adjustment
points
3.2.17.2.7. Type-approval
number
3.2.17.3. Fuelling
system:
mixing
unit/gas
injection/liquid
injection/direct injection ( 1 )
3.2.17.3.1. Mixture
strength
regulation
3.2.17.3.2. System
description
and/or
diagram
and
drawings
3.2.17.3.3. Type-approval
number
3.2.17.4. Mixing
unit
3.2.17.4.1. Number
3.2.17.4.2. Make(s)
3.2.17.4.3. Type(s)
3.2.17.4.4. Location
3.2.17.4.5. Adjustment
possibilities
3.2.17.4.6. Type-approval
number
3.2.17.5. Inlet
manifold
injection
3.2.17.5.1. Injection:
single
point/multipoint
( 1 )
3.2.17.5.2. Injection:
continuous/simultaneously
timed/
sequentially timed ( 1 )
3.2.17.5.3. Injection
equipment
3.2.17.5.3.1. Make(s)
3.2.17.5.3.2. Type(s)
3.2.17.5.3.3. Adjustment
possibilities
3.2.17.5.3.4. Type-approval
number
3.2.17.5.4. Supply
pump
(if
applicable)
3.2.17.5.4.1. Make(s)
3.2.17.5.4.2. Type(s)
3.2.17.5.4.3. Type-approval
number
3.2.17.5.5. Injector(s)

---

L 167/40
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.17.5.5.1. Make(s)
3.2.17.5.5.2. Type(s)
3.2.17.5.5.3. Type-approval
number
3.2.17.6. Direct
injection
3.2.17.6.1. Injection
pump/pressure
regulator
( 1 )
3.2.17.6.1.1. Make(s)
3.2.17.6.1.2. Type(s)
3.2.17.6.1.3 Injection
timing
3.2.17.6.1.4. Type-approval
number
3.2.17.6.2. Injector(s)
3.2.17.6.2.1. Make(s)
3.2.17.6.2.2. Type(s)
3.2.17.6.2.3. Opening
pressure
or
characteristic
diagram
( 2 )
3.2.17.6.2.4. Type-approval
number
3.2.17.7. Electronic
control
unit
(ECU)
3.2.17.7.1. Make(s)
3.2.17.7.2. Type(s)
3.2.17.7.3. Adjustment
possibilities
3.2.17.7.4. Software
calibration
number(s)
3.2.17.8. NG
fuel-specific
equipment
3.2.17.8.1.
Variant 1 (only in the case of approvals of engines
for several specific fuel compositions)
3.2.17.8.1.0.1. Self
adaptive
feature?
Yes/No
( 1 )
3.2.17.8.1.0.2. Calibration
for
a
specific
gas
composition
NG-
H/NG-L/NG-HL ( 1 )
Transformation for a specific gas composition NG-
H t /NG-L t /NG-HL t ( 1 )
3.2.17.8.1.1.
methane (CH 4 ): ..................................... basis: %mole min.
…
%mole max. %mole
ethane (C 2 H 6 ): ....................................... basis: %mole min.
…
%mole max. %mole
propane (C 3 H 8 ): ..................................... basis: %mole min.
…
%mole max. %mole
butane (C 4 H 10 ): ...................................... basis: %mole min.
…
%mole max. %mole
C 5 /C 5+ : ...................................................... basis: %mole min.
…
%mole max. %mole
oxygen (O 2 ): .......................................... basis: %mole min.
…
%mole max. %mole
inert (N 2 , He, etc.): ................................. basis: %mole min.
…
%mole max. %mole

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/41
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.5.4. CO 2 emissions for heavy duty engines
3.5.4.1. CO 2 mass emissions WHSC test: ............. g/kWh
3.5.4.2. CO 2 mass emissions WHTC test: ............. g/kWh
3.5.5. Fuel
consumption
for
heavy
duty
engines
3.5.5.1. Fuel
consumption
WHSC
test:
.............
g/kWh
3.5.5.2. Fuel
consumption
WHTC
test
( 5 ) ............. g/kWh.
3.6. Temperatures
permitted
by
the
manufacturer
3.6.1. Cooling
system
3.6.1.1.
L i q u i d c o o l i n g
Maximum temperature at outlet: ......................... K
3.6.1.2.
A i r c o o l i n g
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(s) or turbocharger(s): ................... 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

---

L 167/42
EN
Official Journal of the European Union
25.6.2011
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.8.3.1. Percentage
3.8.4. Oil
cooler:
yes/no ( 1 )
3.8.4.1. Drawing(s)
3.8.4.1.1. Make(s)
3.8.4.1.2. Type(s)
PART 2
ESSENTIAL CHARACTERISTICS OF THE VEHICLE COMPONENTS AND SYSTEMS WITH REGARD TO
EXHAUST-EMISSIONS
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.1 Manufacturer
of
the
engine
3.1.1. Manufacturer’s
engine
code
(as
marked
on
the
engine or other means of identification)
3.1.2. Approval
number
(if
appropriate)
including
fuel
identification marking:
3.2.2. Fuel
3.2.2.3. Fuel
tank
inlet:
restricted
orifice/label
3.2.3. Fuel
tank(s)
3.2.3.1. Service
fuel
tank(s)
3.2.3.1.1. Number
and
capacity
of
each
tank
3.2.3.2. Reserve
fuel
tank(s)
3.2.3.2.1. Number
and
capacity
of
each
tank
3.2.8. Intake
system
3.2.8.3.3. Actual
Intake
system
depression
at
rated
engine
speed and at 100 % load on the vehicle: kPa
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
3.2.8.4.3.1. Make(s)
3.2.8.4.3.2. Type(s)
3.2.9. Exhaust
system
3.2.9.2. Description
and/or
drawing
of
the
exhaust
system

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/43
Parent Engine
Engine Family Members
or Engine
Type
A
B
C
D
E
3.2.9.2.2.
Description and/or drawing of the elements of the
exhaust system that are not part of the engine
system
3.2.9.3.1 Actual
exhaust
back
pressure
at
rated
engine
speed
and at 100 % load on the vehicle (compression-
ignition engines only): ................................ kPa
3.2.9.7. Exhaust
system
volume:
................................
dm 3
3.2.9.7.1. Actual
volume
of
the
complete
Exhaust
system
(vehicle and engine system): .......................... dm 3
3.2.12.2.7.
O n - b o a r d - d i a g n o s t i c ( O B D ) s y s t e m
3.2.12.2.7.0. Alternative
approval
as
defined
in
point
2.4
of
Annex X to Regulation (EU) No 582/2011 used.
Yes/No
3.2.12.2.7.1. OBD
components
on-board
the
vehicle
3.2.12.2.7.2. When
appropriate,
manufacturer
reference
of
the
documentation package related to the installation
on the vehicle of the OBD system of an approved
engine
3.2.12.2.7.3. Written
description
and/or
drawing
of
the
MI
( 6 )
3.2.12.2.7.4. Written
description
and/or
drawing
of
the
OBD
off-board communication interface ( 6 )
3.2.12.2.8.
S y s t e m s
t o
e n s u r e
t h e
c o r r e c t
o p e r a t i o n o f N O x c o n t r o l m e a s u r e s
3.2.12.2.8.0. Alternative
approval
as
defined
in
point
2.1
of
Annex XIII to Regulation (EU) No 582/2011
used. Yes/No
3.2.12.2.8.1.
Components on-board the vehicle of the systems
ensuring the correct operation of NO x control
measures
3.2.12.2.8.2. Activation
of
the
creep
mode
‘disable after restart’/‘disable after fuelling’/‘disable
after parking’ ( 7 )
3.2.12.2.8.3. When
appropriate,
manufacturer
reference
of
the
documentation package related to the installation
on the vehicle of the system ensuring the correct
operation of NO x control measures of an approved
engine
3.2.12.2.8.4. Written
description
and/or
drawing
of
the
warning
signal ( 6 )
3.2.12.2.8.5. Heated/non-heated
reagent
tank
and
dosing
system
(see point 2.4 of Annex XIII to Regulation (EU)
No 582/2011)

---

L 167/44
EN
Official Journal of the European Union
25.6.2011
Appendix
to information document
Information on test conditions
1. Spark
plugs
1.1. Make:
1.2. Type:
1.3. Spark-gap
setting:
2. Ignition
coil
2.1. Make:
2.2. Type:
3. Lubricant
used
3.1. Make:
3.2. Type:
(state
percentage
of
oil
in
mixture
if
lubricant
and
fuel
mixed)
4. Engine-driven
equipment
4.1. The
power
absorbed
by
the
auxiliaries/equipment
needs
only
be
determined,
(a) if auxiliaries/equipment required are not fitted to the engine; and/or
(b) if auxiliaries/equipment not required are fitted to the engine.
Note: requirements for engine-driven equipment differ between emissions test and power test.
4.2. Enumeration
and
identifying
details:
4.3. Power
absorbed
at
engine
speeds
specific
for
emissions
test
Table 1
Power absorbed at engine speeds specific for emissions test
Equipment Idle Low
Speed High
Speed
Preferred
Speed ( 2 )
n95h
P a
Auxiliaries/equipment required
according to UN/ECE R 49, Annex 4B,
Appendix 7
P b
Auxiliaries/equipment not required
according to UN/ECE R 49, Annex 4B,
Appendix 7
5. Engine
performance
(declared
by
manufacturer) ( 8 )
5.1. Engine test speeds for emissions test according to Annex III ( 9 )
Low speed (n lo ) ............................................................................................................................................................................... rpm
High speed (n hi ) .............................................................................................................................................................................. rpm
Idle speed ................................................................................................
......................................................................................... rpm

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/45
Preferred speed ................................................................................................
................................................................................ rpm
n95h ................................................................................................
.................................................................................................. rpm
5.2. Declared values for power test according to Annex XIV to Regulation (EU) No 582/2011
5.2.1. Idle speed ................................................................................................
......................................................................................... rpm
5.2.2. Speed at maximum power ................................................................................................
.......................................................... rpm
5.2.3. Maximum power ................................................................................................................................................................
.............. kW
5.2.4. Speed at maximum torque ......................................................................................................................................................... rpm
5.2.5. Maximum torque ..............................................................................................
.............................................................................. Nm
6. Dynamometer
load
setting
information
(if
applicable)
6.3. Fixed
load
curve
dynamometer
setting
information
(if
used)
6.3.1. Alternative dynamometer load setting method used (yes/no)
6.3.2. Inertia mass (kg):
6.3.3. Effective power absorbed at 80 km/h including running losses of the vehicle on the dynamometer (kW)
6.3.4. Effective power absorbed at 50 km/h h including running losses of the vehicle on the dynamometer (kW)
6.4. Adjustable
load
curve
dynamometer
setting
information
(if
used)
6.4.1. Coast down information from the test track.
6.4.2. Tyres make and type:
6.4.3. Tyre dimensions (front/rear):
6.4.4. Tyre pressure (front/rear) (kPa):
6.4.5. Vehicle test mass including driver (kg):
6.4.6 Road coast down data (if used)
Table 2
Road coast down data
V (km/h) V2
(km/h) V1
(km/h) Mean
corrected
coast
down
time
120
100
80
60
40
20

---

L 167/46
EN
Official Journal of the European Union
25.6.2011
6.4.7. Average corrected road power (if used)
Table 3
Average corrected road power
V (km/h) CP
corrected
(kW)
120
100
80
60
40
20
7. Test
conditions
for
OBD
testing
7.1. Test
cycle
used
for
the
verification
of
the
OBD
system:
7.2. Number
of
preconditioning
cycles
used
before
OBD
verification
tests:

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/47
Appendix 5
Model of EC type-approval certificate of an engine type/component as separate technical unit
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
EC TYPE-APPROVAL CERTIFICATE
Communication concerning:
Stamp of type-approval authority
— EC type-approval
( 1 )
— extension of EC type-approval
( 1 )
— refusal of EC type-approval
( 1 )
— withdrawal of EC type-approval
( 1 )
of a type of component/separate technical unit ( 1 ) with regard to Regulation (EC) No 595/2009 as implemented by
Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by ............................................................
EC type-approval number:
Reason for extension:
SECTION I
0.1. Make
(trade
name
of
manufacturer):
0.2. Type:
0.3. Means of identification of type, if marked on the component/separate technical unit ( 1 ) ( a ):
0.3.1. Location of that marking:
0.4. Name
and
address
of
manufacturer:
0.5. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.6. Name(s)
and
address(es)
of
assembly
plant(s):
0.7. Name
and
address
of
the
manufacturer’s
representative
(if
any)
SECTION II
1. Additional information (where applicable): see Addendum
2. Technical service responsible for carrying out the tests:
3. Date of test report:
4. Number of test report:
5. Remarks (if any): see Addendum
6. Place:
7. Date:
8. Signature:
Attachments: Information package.
Test report.

---

L 167/48
EN
Official Journal of the European Union
25.6.2011
Addendum
to EC type-approval certificate No …
1. ADDITIONAL
INFORMATION
1.1. Particulars
to
be
completed
in
relation
to
the
type-approval
of
a
vehicle
with
an
engine
installed:
1.1.1. Make of engine (name of undertaking):
1.1.2. Type and commercial description (mention any variants):
1.1.3. Manufacturer's code as marked on the engine:
1.1.4. Category of vehicle (if applicable) ( b ):
1.1.5. Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) ( 1 )
1.1.6. Name and address of manufacturer:
1.1.7. Name and address of manufacturer's authorised representative (if any):
1.2. If
the
engine
referred
to
in
1.1
has
been
type
approved
as
a
separate
technical
unit:
1.2.1. Type-approval number of the engine/engine family ( 1 ):
1.2.2. Engine Control Unit (ECU) software calibration number:
1.3. Particulars
to
be
completed
in
relation
to
the
type-approval
of
an
engine/engine
family
( 1 ) as a separate technical
unit (conditions to be respected in the installation of the engine on a vehicle):
1.3.1. Maximum and/or minimum intake depression:
1.3.2. Maximum allowable back pressure:
1.3.3. Exhaust system volume:
1.3.4. Restrictions of use (if any):
1.4. Emission
levels
of
the
engine/parent
engine
( 1 ):
Deterioration Factor (DF): calculated/fixed ( 1 )
Specify the DF values and the emissions on the WHSC (if applicable) and WHTC tests in the table below
If CNG and LPG fuelled engines are tested on different reference fuels, the tables shall be reproduced for each
reference fuel tested.
1.4.1. WHSC test
Table 4
WHSC test
WHSC test (if applicable)
DF
CO THC NO x
PM Mass NH 3
PM Number
Mult/add ( 1 )
CO
THC
NO x
PM Mass
NH 3
PM Number
Emissions
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
ppm
(#/kWh)
Test result
Calculated with DF
CO 2 emissions mass emission: .......................................................................................................................................... g/kWh
Fuel consumption: .................................................................................................................................................................g/kWh

---

EN
25.6.2011 Official
Journal
of
the
European
Union L
167/49
1.4.2. WHTC test
Table 5
WHTC test
WHTC test
DF
CO THC NO x
PM Mass NH 3
PM Number
Mult/add ( 1 )
CO
THC
NO x
PM Mass
NH 3
Emissions
PM Number
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
ppm
Cold start
Hot start w/o regeneration
Hot start with regeneration ( 1 )
k r,u (mult/add) ( 1 )
k r,d (mult/add) ( 1 )
Weighted test result
Final test result with DF
CO 2 emissions mass emission: .......................................................................................................................................... g/kWh
Fuel consumption: .................................................................................................................................................................g/kWh
1.4.3. Idle test
Table 6
Idle test
CO value
Test
Lambda (
Engine oil

1 )
Engine speed
(% vol.)
(min –1 )
temperature (°C)
Low idle test N/A
High idle test
1.5 Power
measurement
1.5.1. Engine power measured on test bench
Table 7
Engine power measured on test bench
Measured engine speed (rpm)
Measured fuel flow (g/h)
Measured torque (Nm)
Measured power (kW)
Barometric pressure (kPa)
Water vapour pressure (kPa)
Intake air temperature (K)
Power correction factor
Corrected power (kW)
Auxiliary power (kW) ( 1 )
Net power (kW)
Net torque (Nm)
Corrected specific fuel consumption (g/kWh)
1.5.2. Additional data

---

L 167/50
EN
Official Journal of the European Union
25.6.2011
Appendix 6
Model of ECT type-approval certificate of a type of vehicle with an approved engine
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
EC TYPE-APPROVAL CERTIFICATE
Communication concerning:
Stamp of type-approval authority
— EC type-approval
( 1 )
— extension of EC type-approval
( 1 )
— refusal of EC type-approval
( 1 )
— withdrawal of EC type-approval
( 1 )
of a type of a vehicle with an approved engine with regard to Regulation (EC) No 595/2009 as implemented by
Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by ............................................................
EC type-approval number:
Reason for extension:
SECTION I
0.1. Make
(trade
name
of
manufacturer):
0.2. Type:
0.3. Means of identification of type, if marked on the component/separate technical unit ( 1 ) ( a ):
0.3.1. Location of that marking:
0.4. Name
and
address
of
manufacturer:
0.5. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.6. Name(s)
and
address(es)
of
assembly
plant(s):
0.7. Name
and
address
of
the
manufacturer's
representative
(if
any)
SECTION II
1. Additional information (where applicable): see Addendum
2. Technical service responsible for carrying out the tests:
3. Date of test report:
4. Number of test report:
5. Remarks (if any): see Addendum
6. Place:
7. Date:
8. Signature:

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/51
Appendix 7
Model of EC type-approval certificate of a type of vehicle with regard to a system
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
EC TYPE-APPROVAL CERTIFICATE
Communication concerning:
Stamp of type-approval authority
— EC type-approval
( 1 )
— extension of EC type-approval
( 1 )
— refusal of EC type-approval
( 1 )
— withdrawal of EC type-approval
( 1 )
of a type of a vehicle with regard to a system with regard to Regulation (EC) No 595/2009 as implemented by Regulation
(EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by ............................................................
EC type-approval number:
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 ( 1 ) ( a ):
0.3.1. Location of that marking:
0.4. Category
of
vehicle
( b ):
0.5. Name
and
address
of
manufacturer:
0.6. Name(s)
and
address(es)
of
assembly
plant(s):
0.7. Name
and
address
of
the
manufacturer's
representative
(if
any):
SECTION II
1. Additional information (where applicable): see Addendum
2. Technical service responsible for carrying out the tests:
3. Date of test report:
4. Number of test report:
5. Remarks (if any): see Addendum
6. Place:
7. Date:
8. Signature:
Attachments: Information package.
Test report.
Addendum

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L 167/52
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Official Journal of the European Union
25.6.2011
Addendum
to EC type-approval certificate No …
1. ADDITIONAL
INFORMATION
1.1. Particulars
to
be
completed
in
relation
to
the
type-approval
of
a
vehicle
with
an
engine
installed:
1.1.1. Make of engine (name of undertaking):
1.1.2. Type and commercial description (mention any variants):
1.1.3. Manufacturer’s code as marked on the engine:
1.1.4. Category of vehicle (if applicable):
1.1.5. Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) ( 1 )
1.1.6. Name and address of manufacturer:
1.1.7. Name and address of manufacturer's authorised representative (if any):
1.2. If
the
engine
referred
to
in
1.1
has
been
type-approved
as
a
separate
technical
unit:
1.2.1. Type-approval number of the engine/engine family ( 1 ):
1.2.2. Engine Control Unit (ECU) software calibration number:
1.3. Particulars
to
be
completed
in
relation
to
the
type-approval
of
an
engine/engine
family
( 1 ) as a separate technical
unit (conditions to be respected in the installation of the engine on a vehicle):
1.3.1. Maximum and/or minimum intake depression:
1.3.2. Maximum allowable back pressure:
1.3.3. Exhaust system volume:
1.3.4. Restrictions of use (if any):
1.4. Emission
levels
of
the
engine/parent
engine
( 1 ):
Deterioration Factor (DF): calculated/fixed ( 1 )
Specify the DF values and the emissions on the WHSC (if applicable) and WHTC tests in the table below
If CNG and LPG fuelled engines are tested on different reference fuels, the tables shall be reproduced for each
reference fuel tested.
1.4.1. WHSC test
Table 4
WHSC test
WHSC test (if applicable)
DF
CO THC NO x
PM Mass NH 3
PM Number
Mult/add ( 1 )
CO
THC
NO x
PM Mass
NH 3
PM Number
Emissions
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
ppm
(#/kWh)
Test result
Calculated with DF
CO 2 emissions mass emission: .......................................................................................................................................... g/kWh
Fuel consumption: .................................................................................................................................................................g/kWh

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25.6.2011 Official
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European
Union L
167/53
1.4.2. WHTC test
Table 5
WHTC test
WHTC test
DF
CO THC NO x
PM Mass NH 3
PM Number
Mult/add ( 1 )
CO
THC
NO x
PM Mass
NH 3
Emissions
PM Number
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
ppm
Cold start
Hot start w/o regeneration
Hot start with regeneration ( 1 )
k r,u (mult/add) ( 1 )
k r,d (mult/add) ( 1 )
Weighted test result
Final test result with DF
CO 2 emissions mass emission: .......................................................................................................................................... g/kWh
Fuel consumption: .................................................................................................................................................................g/kWh
1.4.3. Idle test
Table 6
Idle test
CO value
Test
Lambda (
Engine oil

1 )
Engine speed
(% vol.)
(min –1 )
temperature (°C)
Low idle test N/A
High idle test
1.5 Power
measurement
1.5.1. Engine power measured on test bench
Table 7
Engine power measured on test bench
Measured engine speed (rpm)
Measured fuel flow (g/h)
Measured torque (Nm)
Measured power (kW)
Barometric pressure (kPa)
Water vapour pressure (kPa)
Intake air temperature (K)
Power correction factor
Corrected power (kW)
Auxiliary power (kW) ( 1 )
Net power (kW)
Net torque (Nm)
Corrected specific fuel consumption (g/kWh)
1.5.2. Additional data

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L 167/54
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Official Journal of the European Union
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Appendix 8
Example of the EC type-approval mark
The approval mark in this Appendix affixed to an engine approved as a separate technical unit shows that the type
concerned has been approved in Belgium (e 6), pursuant to this Regulation. The first two digits of the approval number
(00) indicate that this engine approved as a separate technical unit was approved according to this Regulation. The
following four digits (0004) are those allocated by the type-approval authority to engine approved as a separate technical
unit as the base approval number.

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/55
Appendix 9
EC Type-Approval Certification Numbering System
1. Section 3 of the EC type-approval number issued according to Articles 6(1), 8(1) and 10(1) shall be composed by the
number of the implementing regulatory act or the latest amending regulatory act applicable to the EC type-approval.
The number shall be followed by an alphabetical character reflecting the requirements of OBD and SCR systems in
accordance with Table 1.
Table 1
Reagent
Implementation
Character NO
Implementation
Last date of

x OTL ( 1 ) PM
OTL
( 2 )
quality and
dates: all
consumption dates: new types
vehicles
registration
A Row
‘phase-in
Performance.
Phase in ( 4 ) 31.12.2012 31.12.2013 1.9.2015
period’ of Tables 1 Monitoring ( 3 )
and 2
B Row
‘phase-in
Row ‘phase-in
Phase in ( 4 ) 1.9.2014 1.9.2015 31.12.2016
period’ of Tables 1 period’ of Table 1
and 2
C Row
‘general Row ‘general
General ( 5 ) 31.12.2015 31.12.2016
requirements’ of
requirements’ of
Tables 1 and 2
Table 1
Key:
( 1 ) ‘NO x OTL’ monitoring requirements as set out in Table 1 and 2 of Annex X.
( 2 ) ‘PM OTL’ monitoring requirements as set out in Table 1 of Annex X.
( 3 ) ‘Performance monitoring’ requirements as set out in point 2.3.3.3 of Annex X.
( 4 ) Reagent quality and consumption ‘phase-in’ requirements as set out in points 7.1.1.1 and 8.4.1.1 of Annex XIII.
( 5 ) Reagent quality and consumption ‘general’ requirements as set out in points 7.1.1 and 8.4.1 of Annex XIII.

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L 167/56
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Official Journal of the European Union
25.6.2011
Appendix 10
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.
(4) To be documented in case of a single OBD engine family and if not already documented in the documentation
package(s) referred to in line 3.2.12.2.7.0.4.
(5) Fuel consumption for the combined WHTC including cold and hot part according to Annex VIII.
(6) To be documented if not documented in the documentation referred to in point 3.2.12.2.7.1.1.
(7) Delete as appropriate.
(8) Information concerning engine performance shall only be given for the parent engine.
(9) Specify the tolerance; to be within ± 3 % of the values declared by the manufacturer.
(a) 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 documen
tation by the symbol ‘?’ (e.g. ABC?123??).
(b) Classified according to definitions listed in Section A of Annex II to Directive 2007/46/EC.
(l) This
figure
shall
be
rounded
off
to
the
nearest
tenth
of
a
millimetre.
(m) This value shall be calculated and rounded off to the nearest cm 3 .
(n) Determined in accordance with the requirements of Annex XIV.

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/57
ANNEX II
CONFORMITY OF IN-SERVICE ENGINES OR VEHICLES
1. INTRODUCTION
1.1. This
Annex
sets
out
requirements
for
checking
and
demonstrating
the
conformity
of
in-service
engines
and
vehicles.
2. PROCEDURE
FOR
IN-SERVICE
CONFORMITY
2.1.
The conformity of in-service vehicles or engines of an engine family shall be demonstrated by testing vehicles
on the road operated over their normal driving patterns, conditions and payloads. The in-service conformity
test shall be representative for vehicles operated on their real driving routes, with their normal load and with
the usual professional driver of the vehicle. When the vehicle is operated by a driver other than the usual
professional driver of the particular vehicle, this alternative driver shall be skilled and trained to operate
vehicles of the category subject to be tested.
2.2. If
the
normal
in-service
conditions
of
a
particular
vehicle
are
considered
to
be
incompatible
with
the
proper
execution of the tests, the manufacturer or the approval authority may request that alternative driving routes
and payloads are used.
2.3.
The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns,
conditions and payloads are representative for the engine family. The requirements as specified in points 4.1
and 4.5 shall be used to determine whether the driving patterns and payloads are acceptable for in-service
conformity testing.
2.4.
The manufacturer shall report the schedule and the sampling plan for conformity testing at the time of the
initial type-approval of a new engine family.
2.5. Vehicles
without
a
communication
interface
which
permits
the
collection
of
the
necessary
ECU
data
as
specified in points 5.2.1 and 5.2.2 of Annex I, with missing data or with a non-standard data protocol shall
be considered as non-compliant.
2.6.
Vehicles where the collection of ECU data influences the vehicle emissions or performance shall be
considered as non-compliant.
3. ENGINE
OR
VEHICLE
SELECTION
3.1. After
the
granting
of
type-approval
for
an
engine
family
the
manufacturer
shall
perform
in-service
testing
on
this engine family within 18 months from first registration of a vehicle fitted with an engine from that
family. In case of multistage type-approval first registration means first registration of a completed vehicle.
The testing shall be repeated at least every 2 years for each engine family periodically on vehicles over their
useful life period as specified in Article 4 of Regulation (EC) No 595/2009.
At the request of the manufacturer the testing may stop 5 years after the end of production.
3.1.1.
With a minimum sample size of three engines the sampling procedure shall be set so that the probability of
a lot passing a test with 20 % of the vehicles or engines defective is 0,90 (producer’s risk = 10 %) while the
probability of a lot being accepted with 60 % of the vehicles or engines defective is 0,10 (consumer’s risk =
10 %).
3.1.2.
The test statistic quantifying the cumulative number of non-conforming tests at the n-th test shall be
determined for the sample.
3.1.3.
The pass or fail decision of the lot shall be made according to the following requirements:
(a) if the test statistic is less than or equal to the pass decision number for the sample size given in Table 1,
a pass decision is reached for the lot;
(b) if the test statistic is greater than or equal to the fail decision number for the sample size given in Table
1, a fail decision is reached for the lot;
(c) otherwise, an additional engine is tested according to this Annex and the calculation procedure is applied
to the sample increased by one more unit.

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Official Journal of the European Union
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In Table 1 the pass and fail decision numbers are calculated by means of the International Standard ISO
8422/1991.
Table 1
Pass and fail decision numbers of the sampling plan
Minimum sample size: 3
Cumulative number of engines tested
(sample size)
Pass decision number Fail
decision
number
3
—
3
4
0
4
5
0
4
6
1
4
7
1
4
8
2
4
9
2
4
10
3
4
The approval authority shall approve the selected engines and vehicle configurations before the launch of the
testing procedures. The selection shall be performed by presenting to the approval authority the criteria used
for the selection of the particular vehicles.
3.2.
The engines and vehicles selected shall be used and registered in the Union. The vehicle shall have been in
service for at least 25 000 km.
3.3.
Each vehicle tested shall have a maintenance record to show that the vehicle has been properly maintained
and serviced in accordance with the manufacturer’s recommendations.
3.4. The
OBD
system
shall
be
checked
for
proper
functioning
of
the
engine.
Any
malfunction
indications
and
the
readiness code in the OBD memory shall be recorded and any required repairs shall be carried out.
Engines presenting a Class C malfunction shall not be forced to be repaired before testing. The Diagnostic
Trouble Code (DTC) shall not be cleared.
Engines having one of the counters required by provisions of Annex XIII not at ‘0’ may not be tested. This
shall be reported to the approval authority.
3.5.
The engine or vehicle shall exhibit no indications of abuse (such as overloading, misfuelling, or other
misuse), or other factors (such as tampering) that could affect emission performance. OBD system fault
code and engine running hours information stored in the computer shall be taken into account.
3.6.
All emission control system components on the vehicle shall be in conformity with those stated in the
applicable type-approval documents.
3.7.
In agreement with the approval authority, the manufacturer may run in-service conformity testing
comprising fewer engines or vehicles than the number given in point 3.1, if the number of engines manu
factured within an engine family is less than 500 units per year.
4. TEST
CONDITIONS
4.1. Vehicle
payload
For the purpose of in-service conformity testing the payload may be reproduced and an artificial load may be
used.
In the absence of statistics to demonstrate that the payload is representative for the vehicle, the vehicle
payload shall be 50 to 60 % of the maximum vehicle payload.

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25.6.2011 Official
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The maximum payload is the difference between technically permissible maximum laden mass of the vehicle
and the mass of the vehicle in running order as specified in accordance to Annex I to Directive 2007/46/EC.
4.2. Ambient
conditions
The test shall be conducted under ambient conditions meeting the following conditions:
Atmospheric pressure greater than or equal to 82,5 kPa,
Temperature greater than or equal to 266 K (– 7 °C) and less than or equal to the temperature determined by
the following equation at the specified atmospheric pressure:
T = – 0,4514 × (101,3 – pb) + 311
where:
— T is the ambient air temperature, K
— pb is the atmospheric pressure, kPa
4.3. Engine
coolant
temperature
The engine coolant temperature shall be in accordance with point 2.6.1 of Appendix 1.
4.4.
The lubricating oil, fuel and reagent shall be within the specifications issued by the manufacturer.
4.4.1. Lubricating
oil
Oil samples shall be taken.
4.4.2. Fuel
The test fuel shall be market fuel covered by Directive 98/70/EC and relevant CEN standards or reference fuel
as specified in Annex IX to this Regulation. Fuel samples shall be taken.
4.4.2.1. If
the
manufacturer
in
accordance
with
Section
1
of
Annex
I
to
this
Regulation
has
declared
the
capability
to
meet the requirements of this Regulation on market fuels declared in point 3.2.2.2.1 of Appendix 4 to
Annex I to this Regulation, tests shall be conducted on at least one of the declared market fuels or blend
between the declared market fuels and the market fuels included in Directive 98/70/EC and the relevant CEN
standards.
4.4.3. Reagent
For exhaust after-treatment systems that use a reagent to reduce emissions, a sample of the reagent shall be
taken. The reagent shall not be frozen.
4.5. Trip
requirements
The shares of operation shall be expressed as a percentage of the total trip duration.
The trip shall consist of urban driving followed by rural and motorway driving according to the shares
specified in points 4.5.1 to 4.5.4 In the case another testing order is justified for practical reasons and after
the agreement of the approval authority another order of urban, rural and motorway operation may be used.
For the purpose of this Section, ‘approximately’ shall mean the target value ± 5 %.
Urban operation is characterised by vehicle speeds between 0 and 50 km/h,
Rural operation is characterised by vehicle speeds between 50 and 75 km/h,
Motorway operation is characterised by vehicle speeds above 75 km/h.
4.5.1. For
M 1 and N 1 vehicles the trip shall consist of approximately 45 % urban, 25 % rural and 30 % motorway
operation.

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4.5.2. For
M 2 and M 3 vehicles the trip shall consist of approximately 45 % urban, 25 % rural and 30 % motorway
operation. M 2 and M 3 vehicles of Class I, II or Class A as defined in Annex I to Directive 2001/85/EC of the
European Parliament and of the Council ( 1 ) shall be tested in approximately 70 % urban and 30 % rural
operation.
4.5.3. For
N 2 vehicles the trip shall consist of approximately 45 % urban, 25 % rural and followed by 30 %
motorway operation.
4.5.4. For
N 3 vehicles the trip shall consist of approximately 20 % urban, 25 % rural and followed by 55 %
motorway operation.
4.5.5 The
following
distribution
of
the
characteristic
trip
values
from
the
WHDC
database
may
serve
as
additional
guidance for the evaluation of the trip:
(a) accelerating: 26,9 % of the time;
(b) decelerating: 22,6 % of the time;
(c) cruising: 38,1 % of the time;
(d) stop (vehicle speed = 0): 12,4 % of the time.
4.6. Operational
requirements
4.6.1. The
trip
shall
be
selected
in
such
a
way
that
the
testing
is
uninterrupted
and
the
data
continuously
sampled
to reach the minimum test duration defined in point 4.6.5.
4.6.2.
Emissions and other data sampling shall start prior to starting the engine. Any cold start emissions may be
removed from the emissions evaluation, in accordance with point 2.6 of Appendix 1.
4.6.3.
It shall not be permitted to combine data of different trips or to modify or remove data from a trip.
4.6.4.
If the engine stalls, it may be restarted, but the sampling shall not be interrupted.
4.6.5. The
minimum
test
duration
shall
be
long
enough
to
complete
five
times
the
work
performed
during
the
WHTC or produce five times the CO 2 reference mass in kg/cycle from the WHTC as applicable.
4.6.6.
The electrical power to the PEMS system shall be supplied by an external power supply unit, and not from a
source that draws its energy either directly or indirectly from the engine under test.
4.6.7.
The installation of the PEMS equipment shall not influence the vehicle emissions and/or performance.
4.6.8. It
is
recommended
to
operate
the
vehicles
under
normal
daytime
traffic
conditions.
4.6.9.
If the approval authority is not satisfied with the data consistency check results according to Sections 3.2 of
Appendix 1 to this Annex, the approval authority may consider the test to be void.
4.6.10.
The same route shall be used for the tests of vehicles within the sample described in points 3.1.1 to 3.1.3.
5. ECU
DATA
STREAM
5.1.
Verification of the availability and conformity of the ECU data stream information required for in-service
testing.
5.1.1.
The availability of the data stream information according to the requirements of point 5.2 of Annex I shall
be demonstrated prior to the in-service test.
5.1.1.1.
If that information cannot be retrieved by the PEMS system in a proper manner, the availability of the
information shall be demonstrated by using an external OBD scan-tool as described in Annex X.
( 1 ) Directive 2001/85/EC of the European Parliament and of the Council of 20 November 2001 relating to special provisions for vehicles
used for the carriage of passengers comprising more than eight seats in addition to the driver’s seat, and amending Directives
70/156/EEC and 97/27/EC (OJ L 42, 13.2.2002, p. 1).

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5.1.1.1.1. In the case where this information can be retrieved by the scan-tool in a proper manner, the PEMS system is
considered as failing and the test is void.
5.1.1.1.2. In
the
case
where
that
information
cannot
be
retrieved
in
a
proper
manner
from
two
vehicles
with
engines
from the same engine family, while the scan-tool is working properly, the engine is considered as non-
compliant.
5.1.2.
The conformity of the torque signal calculated by the PEMS equipment from the ECU data stream
information required in point 5.2.1 of Annex I shall be verified at full load.
5.1.2.1. The
method
used
to
check
this
conformity
is
described
in
Appendix
4.
5.1.2.2.
The conformity of the ECU torque signal is considered to be sufficient if the calculated torque remains within
the full load torque tolerance specified in point 5.
5.1.2.3.
If the calculated torque does not remain within the full load torque tolerance specified in point 5.2.5 of
Annex I, the engine is considered to have failed the test.
6. EMISSIONS
EVALUATION
6.1.
The test shall be conducted and the test results shall be calculated in accordance with the provisions of
Appendix 1 to this Annex.
6.2. The
conformity
factors
shall
be
calculated
and
presented
for
both
the
CO 2 mass based method and the Work
based method. The pass/fail decision shall be made on the basis of the results of the Work based method.
6.3. The
90
%
cumulative
percentile
of
the
exhaust
emission
conformity
factors
from
each
engine
system
tested,
determined in accordance with the measurement and calculation procedures specified in Appendix 1, shall
not exceed any of the values set out in Table 2.
Table 2
Maximum allowed conformity factors for in-service conformity emission testing
Pollutant Maximum
allowed
conformity
factor
CO 1,50
THC ( 1 ) 1,50
NMHC ( 2 ) 1,50
CH 4 ( 2 ) 1,50
NO x
1,50
PM mass
—
PM number
—
( 1 ) For compression-ignition engines.
( 2 ) For positive-ignition engines.
7. EVALUATION
OF
IN-SERVICE
CONFORMITY
RESULTS
7.1.
On the basis of the in-service conformity report referred to in Section 10, the approval authority shall either:
(a) decide that the in-service conformity testing of an engine system family is satisfactory and not take any
further action;
(b) decide that the data provided is insufficient to reach a decision and request additional information and
test data from the manufacturer;
(c) decide that the in-service conformity of an engine system family is unsatisfactory and proceed to the
measures referred to in Article 13 and in Section 9 of this Annex.

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8. CONFIRMATORY
VEHICLE
TESTING
8.1.
Confirmatory testing is done for the purpose of confirmation of the in-service emission functionality of an
engine family.
8.2. Approval
authorities
may
conduct
confirmatory
testing.
8.3.
The confirmatory test shall be performed as vehicle testing as specified in points 2.1 and 2.2. Representative
vehicles shall be selected and used under normal conditions and be tested according to the procedures
defined in this Annex.
8.4. A
test
result
may
be
regarded
as
non-satisfactory
when,
from
tests
of
two
or
more
vehicles
representing
the
same engine family, for any regulated pollutant component, the limit value as determined according to
Section 6 is exceeded significantly.
9. PLAN
OF
REMEDIAL
MEASURES
9.1.
The manufacturer shall submit a report to the approval authority of the Member State where the engines or
vehicles subject to remedial action are registered or used when planning to conduct remedial action, and
shall submit this report when deciding to take action. The report shall specify the details of the remedial
action and describe the engine families to be included in the action. The manufacturer shall report regularly
to the approval authority after the start of the remedial action.
9.2.
The manufacturer shall provide a copy of all communications related to the plan of remedial measures, and
shall maintain a record of the recall campaign, and supply regular status reports to the approval authority.
9.3.
The manufacturer shall assign a unique identifying name or number to the plan of remedial measures.
9.4.
The manufacturer shall present a plan of remedial measures which shall consist of the information specified
in points 9.4.1 to 9.4.11.
9.4.1.
A description of each engine system type included in the plan of remedial measures.
9.4.2. A
description
of
the
specific
modifications,
alterations,
repairs,
corrections,
adjustments,
or
other
changes
to
be made to bring the engines into conformity including a brief summary of the data and technical studies
which support the manufacturer’s decision as to the particular measures to be taken to correct the non-
conformity.
9.4.3.
A description of the method by which the manufacturer informs the engine or vehicle owners about the
remedial measures.
9.4.4.
A description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of
eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer’s reasons
for imposing any such condition. No maintenance or use conditions may be imposed unless it is demon
strably related to the non-conformity and the remedial measures.
9.4.5.
A description of the procedure to be followed by engine or vehicle owners to obtain correction of the non-
conformity. This description shall include a date after which the remedial measures may be taken, the
estimated time for the workshop to perform the repairs and where they can be done. The repair shall be
done expediently, within a reasonable time after delivery of the vehicle.
9.4.6.
A copy of the information transmitted to the engine or vehicle owner.
9.4.7.
A brief description of the system which the manufacturer uses to assure an adequate supply of components
or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of
components or systems to initiate the campaign.
9.4.8.
A copy of all instructions to be sent to those persons who are to perform the repair.
9.4.9.
A description of the impact of the proposed remedial measures on the emissions, fuel consumption,
driveability, and safety of each engine or vehicle type, covered by the plan of remedial measures with
data, technical studies, etc., which support these conclusions.
9.4.10. Any
other
information,
reports
or
data
the
approval
authority
may
reasonably
determine
is
necessary
to
evaluate the plan of remedial measures.

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9.4.11.
Where the plan of remedial measures includes a recall, a description of the method for recording the repair
shall be submitted to the approval authority. If a label is used, an example of it shall be submitted.
9.5. The
manufacturer
may
be
required
to
conduct
reasonably
designed
and
necessary
tests
on
components
and
engines incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the
change, repair, or modification.
10. REPORTING
PROCEDURES
10.1.
A technical report shall be submitted to the approval authority for each engine family tested. The report shall
show the activities and results of the in-service conformity testing. The report shall include at least the
following:
10.1.1. General
10.1.1.1. Name
and
address
of
the
manufacturer.
10.1.1.2. Address(es)
of
assembly
plant(s).
10.1.1.3. The name, address, telephone and fax numbers and e-mail address of the manufacturer’s representative.
10.1.1.4. Type
and
commercial
description
(mention
any
variants).
10.1.1.5. Engine
family.
10.1.1.6. Parent
engine.
10.1.1.7. Engine
family
members.
10.1.1.8.
The vehicle identification number (VIN) codes applicable to the vehicles equipped with an engine that is part
of the in-service conformity check.
10.1.1.9. Means
and
location
of
identification
of
type,
if
marked
on
the
vehicle.
10.1.1.10. Category
of
vehicle.
10.1.1.11. Type
of
engine:
petrol,
ethanol
(E85),
diesel/NG
/LPG/ethanol
(ED95)
(Delete
as
appropriate).
10.1.1.12. The numbers of the type-approvals applicable to the engine types within the in-service family, including,
where applicable, the numbers of all extensions and field fixes/recalls (reworks).
10.1.1.13. Details of extensions, field fixes/recalls to those type-approvals for the engines covered within the manu
facturer’s information.
10.1.1.14. The engine build period covered within the manufacturer’s information (e.g. ‘vehicles or engines manu
factured during the 2014 calendar year’).
10.1.2. Engine/vehicle
selection
10.1.2.1. Vehicle
or
engine
location
method.
10.1.2.2. Selection
criteria
for
vehicles,
engines,
in-service
families.
10.1.2.3. Geographical
areas
within
which
the
manufacturer
has
collected
vehicles.
10.1.3. Equipment
10.1.3.1. PEMS
Equipment,
brand
and
type.
10.1.3.2. PEMS
calibration.
10.1.3.3. PEMS
power
supply.
10.1.3.4. Calculation
software
and
version
used
(e.g.
EMROAD
4.0).

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L 167/64
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10.1.4. Test
data
10.1.4.1. Date
and
time
of
test.
10.1.4.2. Location of test including details information about the test route.
10.1.4.3. Weather/ambient
conditions
(e.g.
temperature,
humidity,
altitude).
10.1.4.4. Distances
covered
per
vehicle
on
the
test
route.
10.1.4.5. Test
fuel
specifications
characteristics.
10.1.4.6. Reagent
specification
(if
applicable).
10.1.4.7. Lubrication
oil
specification.
10.1.4.8. Emission
test
results
according
to
Appendix
1
to
this
Annex.
10.1.5. Engine
information
10.1.5.1. Engine
fuel
type
(e.g.
diesel,
ethanol
ED95,
NG,
LPG,
petrol,
E85).
10.1.5.2. Engine combustion system (e.g. compressed ignition or positive ignition).
10.1.5.3. Type-approval
number.
10.1.5.4. Engine
rebuilt.
10.1.5.5. Engine
manufacturer.
10.1.5.6. Engine
model.
10.1.5.7. Engine
production
year
and
month.
10.1.5.8. Engine
identification
number.
10.1.5.9. Engine
displacement
[litres].
10.1.5.10. Number
of
cylinders.
10.1.5.11. Engine
rated
power
[kW
@
rpm].
10.1.5.12. Engine
peak
torque
[Nm
@
rpm].
10.1.5.13. Idle
speed
[rpm].
10.1.5.14. Manufacturer
supplied
full-load
torque
curve
available
(yes/no).
10.1.5.15. Manufacturer
supplied
full-load
torque
curve
reference
number.
10.1.5.16. DeNO x system (e.g. EGR, SCR).
10.1.5.17. Type
of
catalytic
converter.
10.1.5.18. Type
of
Particulate
trap.
10.1.5.19. After-treatment
modified
with
respect
to
type-approval?
(yes/no)
10.1.5.20. Engine
ECU
information
(Software
calibration
number).
10.1.6. Vehicle
information
10.1.6.1. Vehicle
owner.

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10.1.6.2. Vehicle
type
(e.g.
M 3 , N 3 ) and application (e.g. rigid or articulated truck, city bus).
10.1.6.3. Vehicle
manufacturer.
10.1.6.4. Vehicle
Identification
Number.
10.1.6.5. Vehicle
registration
number
and
country
of
registration.
10.1.6.6. Vehicle
model.
10.1.6.7. Vehicle
production
year
and
month.
10.1.6.8. Transmission type (e.g. manual, automatic or other).
10.1.6.9. Number
of
forward
gears.
10.1.6.10. Odometer
reading
at
test
start
[km].
10.1.6.11. Gross
vehicle
combination
weight
rating
(GVW)
[kg].
10.1.6.12. Tire
size
[Not
mandatory].
10.1.6.13. Tail
pipe
diameter
[mm]
[Not
mandatory].
10.1.6.14. Number
of
axles.
10.1.6.15. Fuel
tank(s)
capacity
[litres]
[Not
mandatory].
10.1.6.16. Number
of
fuel
tanks
[Not
mandatory].
10.1.6.17. Reagent
tank(s)
capacity
[litres]
[Not
mandatory].
10.1.6.18. Number
of
reagent
tanks
[Not
mandatory].
10.1.7. Test
route
characteristics
10.1.7.1. Odometer
reading
at
test
start
[km]
10.1.7.2. Duration
[s]
10.1.7.3. Average
ambient
conditions
(as
calculated
from
the
instantaneous
measured
data)
10.1.7.4. Ambient
conditions
sensor
information
(type
and
location
of
sensors)
10.1.7.5. Vehicle speed information (for example cumulative speed distribution)
10.1.7.6. Shares of the time of the trip characterised by urban, rural and motorway operation as described in point
4.5.
10.1.7.7. Shares of the time of the trip characterised by accelerating, decelerating, cruising and stop as described in
point 4.5.5.
10.1.8. Instantaneous
measured
data
10.1.8.1. THC
concentration
[ppm].
10.1.8.2. CO
concentration
[ppm].
10.1.8.3. NO x concentration [ppm].
10.1.8.4. CO 2 concentration [ppm].
10.1.8.5. CH 4 concentration [ppm] for P.I. engines only.

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L 167/66
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10.1.8.6. Exhaust
gas
flow
[kg/h].
10.1.8.7. Exhaust
temperature
[°C].
10.1.8.8. Ambient
air
temperature
[°C].
10.1.8.9. Ambient
pressure
[kPa].
10.1.8.10. Ambient
humidity
[g/kg]
[Not
mandatory].
10.1.8.11. Engine
torque
[Nm].
10.1.8.12. Engine
speed
[rpm].
10.1.8.13. Engine
fuel
flow
[g/s].
10.1.8.14. Engine
coolant
temperature
[°C].
10.1.8.15. Vehicle
ground
speed
[km/h]
from
ECU
and
GPS.
10.1.8.16. Vehicle latitude [degree] (Accuracy needs to be sufficient to enable the traceability of the test route).
10.1.8.17. Vehicle
longitude
[degree].
10.1.9. Instantaneous
calculated
data
10.1.9.1. THC
mass
[g/s].
10.1.9.2. CO
mass
[g/s].
10.1.9.3. NO x mass [g/s].
10.1.9.4. CO 2 mass [g/s].
10.1.9.5. CH 4 mass [g/s] for P.I. engines only.
10.1.9.6. THC
cumulated
mass
[g].
10.1.9.7. CO
cumulated
mass
[g].
10.1.9.8. NO x cumulated mass [g].
10.1.9.9. CO 2 cumulated mass [g].
10.1.9.10. CH 4 cumulated mass [g] for P.I. engines only.
10.1.9.11. Calculated
fuel
rate[g/s].
10.1.9.12. Engine
power
[kW].
10.1.9.13. Engine
work
[kWh].
10.1.9.14. Work
window
duration
[s].
10.1.9.15. Work
window
average
engine
power
[%].
10.1.9.16. Work
window
THC
conformity
factor
[-].
10.1.9.17. Work
window
CO
conformity
factor
[-].
10.1.9.18. Work
window
NO x conformity factor [-].
10.1.9.19. Work
window
CH 4 conformity factor [-] for P.I. engines only.

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10.1.9.20. CO 2 mass window duration [s].
10.1.9.21. CO 2 mass window THC conformity factor [-].
10.1.9.22. CO 2 mass window CO conformity factor [-].
10.1.9.23. CO 2 mass window NO x conformity factor [-].
10.1.9.24. CO 2 mass window CH 4 conformity factor [-] for P.I. engines only.
10.1.10. Averaged
and
integrated
data
10.1.10.1. Average
THC
concentration
[ppm]
[Not
mandatory].
10.1.10.2. Average
CO
concentration
[ppm]
[Not
mandatory].
10.1.10.3. Average
NO x concentration [ppm] [Not mandatory].
10.1.10.4. Average
CO 2 concentration [ppm] [Not mandatory].
10.1.10.5. Average
CH 4 concentration [ppm] for gas engines only [Not mandatory].
10.1.10.6. Average
Exhaust
gas
flow
[kg/h]
[Not
mandatory].
10.1.10.7. Average
Exhaust
temperature
[°C]
[Not
mandatory].
10.1.10.8. THC
emissions
[g].
10.1.10.9. CO
emissions
[g].
10.1.10.10. NO x emissions [g].
10.1.10.11. CO 2 emissions [g].
10.1.10.12. CH 4 emissions [g] for gas engines only.
10.1.11. Pass-fail
results
10.1.11.1. Minimum,
maximum,
and
90
%
cumulative
percentile
for:
10.1.11.2. Work
window
THC
conformity
factor
[-].
10.1.11.3. Work
window
CO
conformity
factor
[-].
10.1.11.4. Work
window
NO x conformity factor [-].
10.1.11.5. Work
window
CH 4 conformity factor [-] for P.I. engines only.
10.1.11.6. CO 2 mass window THC conformity factor [-].
10.1.11.7. CO 2 mass window CO conformity factor [-].
10.1.11.8. CO 2 mass window NO x conformity factor [-].
10.1.11.9. CO 2 mass window CH 4 conformity factor [-] for P.I. engines only.
10.1.11.10. Work window: Minimum and maximum average window power [%].
10.1.11.11. CO 2 mass window: Minimum and maximum window duration [s].
10.1.11.12. Work window: Percentage of valid windows.
10.1.11.13. CO 2 mass window: Percentage of valid windows.

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10.1.12. Test
verifications
10.1.12.1. THC analyser zero, span and audit results, pre and post test.
10.1.12.2. CO analyser zero, span and audit results, pre and post test.
10.1.12.3. NO x analyser zero, span and audit results, pre and post test.
10.1.12.4. CO 2 analyser zero, span and audit results, pre and post test.
10.1.12.5. Data
consistency
check
results,
according
to
Section
3.2
of
Appendix
1
to
this
Annex.
10.1.13. List
of
further
attachments
where
these
exist.

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Appendix 1
Test procedure for vehicle emissions testing with portable emissions measurement systems
1. INTRODUCTION
This Appendix describes the procedure to determine gaseous emissions from on-vehicle on-road measurements
using Portable Emissions Measurement Systems (hereinafter ‘PEMS’). The gaseous emissions to be measured from
the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons and nitrogen
oxides for diesel engines with the addition of methane for gas engines. Additionally, carbon dioxide shall be
measured to enable the calculation procedures described in Sections 4 and 5.
2. TEST
PROCEDURE
2.1. General
requirements
The tests shall be carried out with a PEMS comprised of:
2.1.1. Gas analysers to measure the concentrations of regulated gaseous pollutants in the exhaust gas.
2.1.2. An exhaust mass flow meter based on the averaging Pitot or equivalent principle.
2.1.3. A Global Positioning System (hereinafter ‘GPS’).
2.1.4. Sensors to measure the ambient temperature and pressure.
2.1.5. A connection with the vehicle ECU).
2.2. Test
parameters
The parameters summarised in Table 1 shall be measured and recorded:
Table 1
Test parameters
Parameter Unit Source
THC concentration ( 1 ) ppm Analyser
CO concentration ( 1 ) ppm Analyser
NO x concentration ( 1 ) ppm Analyser
CO 2 concentration ( 1 ) ppm Analyser
CH 4 concentration ( 1 ) ( 2 ) ppm Analyser
Exhaust gas flow kg/h Exhaust
Flow
Meter
(hereinafter ‘EFM’)
Exhaust temperature °K EFM
Ambient temperature ( 3 ) °K Sensor
Ambient pressure kPa Sensor
Engine torque ( 4 ) Nm ECU
or
Sensor
Engine speed rpm ECU
or
Sensor
Engine fuel flow g/s ECU
or
Sensor
Engine coolant temperature °K ECU
or
Sensor
Engine intake air temperature ( 3 ) °K Sensor
Vehicle ground speed km/h ECU
and
GPS
Vehicle latitude degree GPS
Vehicle longitude degree GPS
( 1 ) Measured or corrected to a wet basis.
( 2 ) Gas engines only.
( 3 ) Use the ambient temperature sensor or an intake air temperature sensor.
( 4 ) The recorded value shall be either (a) the net torque or (b) the net torque calculated from the actual engine percent torque, the
friction torque and the reference torque, according to the SAE J1939-71 standard.

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2.3. Preparation
of
the
vehicle
The preparation of the vehicle shall include the following:
(a) the check of the OBD system: any identified problems once solved shall be recorded and presented to the
approval authority;
(b) the replacement of oil, fuel and reagent, if any.
2.4. Installation
of
the
measuring
equipment
2.4.1. Main Unit
Whenever possible, PEMS shall be installed in a location where it will be subject to minimal impact from the
following:
(a) ambient temperature changes;
(b) ambient pressure changes;
(c) electromagnetic radiation;
(d) mechanical shock and vibration;
(e) ambient hydrocarbons — if using a FID analyser that uses ambient air as FID burner air.
The installation shall follow the instructions issued by the PEMS manufacturer.
2.4.2. Exhaust flow meter
The exhaust flow meter shall be attached to the vehicle’s tailpipe. The EFM sensors shall be placed between two
pieces of straight tube whose length should be at least 2 times the EFM diameter (upstream and downstream). It is
recommended to place the EFM after the vehicle silencer, to limit the effect of exhaust gas pulsations upon the
measurement signals.
2.4.3. Global Positioning System
The antenna shall be mounted at the highest possible location, without risking interference with any obstructions
encountered during on-road operation.
2.4.4. Connection with the vehicle ECU
A data logger shall be used to record the engine parameters listed in Table 1. This data logger can make use of the
Control Area Network (hereinafter ‘CAN’) bus of the vehicle to access the ECU data broadcasted on the CAN
according to standard protocols such as SAE J1939, J1708 or ISO 15765-4.
2.4.5. Sampling of gaseous emissions
The sample line shall be heated according to the specifications of point 2.3 of Appendix 2 and properly insulated
at the connection points (sample probe and back of the main unit), to avoid the presence of cold spots that could
lead to a contamination of the sampling system by condensed hydrocarbons.
The sample probe shall be installed in the exhaust pipe in accordance with the requirements of Section 9.3.10 of
Annex 4B to UN/ECE Regulation No 49.
If the length of the sample line is changed, the system transport times shall be verified and if necessary corrected.
2.5. Pre-test
procedures
2.5.1. Starting and stabilising the PEMS instruments
The main units shall be warmed up and stabilised according to the instrument manufacturer specifications until
pressures, temperatures and flows have reached their operating set points.
2.5.2. Cleaning the sampling system
To prevent system contamination, the sampling lines of the PEMS instruments shall be purged until sampling
begins, according to the instrument manufacturer specifications.
2.5.3. Checking and calibrating the analysers
The zero and span calibration and the linearity checks of the analysers shall be performed using calibration gases
meeting the requirements of Section 9.3.3 of Annex 4B to UN/ECE Regulation No 49.

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2.5.4. Cleaning the EFM
The EFM shall be purged at the pressure transducer connections in accordance with the instrument manufacturer
specifications. This procedure shall remove condensation and diesel particulate matter from the pressure lines and
the associated flow tube pressure measurement ports.
2.6. Emissions
test
run
2.6.1. Test start
Emissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall
start prior to starting the engine. The data evaluation shall start after the coolant temperature has reached 343K
(70 °C) for the first time or after the coolant temperature is stabilised within +/– 2K over a period of 5 minutes
whichever comes first but no later than 20 minutes after engine start.
2.6.2. Test run
Emission sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall
continue throughout the normal in-use operation of the engine. The engine may be stopped and started, but
emissions sampling shall continue throughout the entire test.
Periodic checks of the PEMS gas analysers shall be conducted at least every 2 hours. The data recorded during the
checks shall be flagged and shall not be used for the emission calculations.
2.6.3. End of test sequence
At the end of the test, sufficient time shall be given to the sampling systems to allow their response times to
elapse. The engine may be shut down before or after sampling is stopped.
2.7. Verification
of
the
measurements
2.7.1. Checking of the analysers
The zero, span and linearity checks of the analysers as described in point 2.5.3 shall be performed using calibration
gases meeting the requirements of Section 9.3.3 of Annex 4B to UN/ECE Regulation No 49.
2.7.2. Zero drift
Zero response is defined as the mean response, including noise, to a zero gas during a time interval of at least 30
seconds. The drift of the zero response shall be less than 2 % of full scale on the lowest range used.
2.7.3. Span drift
Span response is defined as the mean response, including noise, to a span gas during a time interval of at least 30
seconds. The drift of the span response shall be less than 2 % of full scale on the lowest range used.
2.7.4. Drift verification
This shall apply only if, during the test, no zero drift correction was made.
As soon as practical but no later than 30 minutes after the test is complete the gaseous analyser ranges used shall
be zeroed and spanned to check their drift compared to the pre-test results.
The following provisions shall apply for analyser drift:
(a) if the difference between the pre-test and post-test results is less than 2 % as specified in points 2.7.2 and 2.7.3,
the measured concentrations may be used uncorrected or may be corrected for drift according to point 2.7.5;
(b) if the difference between the pre-test and post-test results is equal to or greater than 2 % as specified in points
2.7.2 and 2.7.3, the test shall be voided or the measured concentrations shall be corrected for drift according to
point 2.7.5.
2.7.5. Drift correction
If drift correction is applied in accordance with point 2.7.4, the corrected concentration value shall be calculated
according to Section 8.6.1 of Annex 4B to UN/ECE Regulation No 49.
The difference between the uncorrected and the corrected brake-specific emission values shall be within ± 6 % of
the uncorrected brake-specific emission values. If the drift is greater than 6 %, the test shall be voided. If drift
correction is applied, only the drift-corrected emission results shall be used when reporting emissions.

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3. CALCULATION
OF
THE
EMISSIONS
The final test result shall be rounded 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, in accordance with ASTM E
29-06b. No rounding of intermediate values leading to the final brake-specific emission result shall be allowed.
3.1. Time
alignment
of
data
To minimise the biasing effect of the time lag between the different signals on the calculation of mass emissions,
the data relevant for emissions calculation shall be time aligned, as described in points 3.1.1 to 3.1.4.
3.1.1. Gas analysers data
The data from the gas analysers shall be properly aligned using the procedure in Section 9.3.5 of Annex 4B to
UN/ECE Regulation No 49.
3.1.2. Gas analysers and EFM data
The data from the gas analysers shall be properly aligned with the data of the EFM using the procedure in point
3.1.4.
3.1.3. PEMS and engine data
The data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from the engine ECU
using the procedure in point 3.1.4.
3.1.4. Procedure for improved time-alignment of the PEMS data
The test data listed in Table 1 are split into 3 different categories:
1: Gas analysers (THC, CO, CO 2 , NO x concentrations);
2: Exhaust Flow Meter (Exhaust mass flow and exhaust temperature);
3: Engine (Torque, speed, temperatures, fuel rate, vehicle speed from ECU).
The time alignment of each category with the other categories shall be verified by finding the highest correlation
coefficient between two series of parameters. All the parameters in a category shall be shifted to maximise the
correlation factor. The following parameters shall be used to calculate the correlation coefficients:
To time-align:
(a) categories 1 and 2 (Analysers and EFM data) with category 3 (Engine data): the vehicle speed from the GPS and
from the ECU;
(b) category 1 with category 2: the CO 2 concentration and the exhaust mass;
(c) category 2 with category 3: the CO 2 concentration and the engine fuel flow.
3.2. Data
consistency
checks
3.2.1. Analysers and EFM data
The consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified
using a correlation between the measured fuel flow from the ECU and the fuel flow calculated using the formula in
Section 8.4.1.6 of Annex 4B to UN/ECE Regulation No 49. A linear regression shall be performed for the
measured and calculated fuel rate values. The method of least squares shall be used, with the best fit equation
having the form:
y = mx + b
where:
— y is the calculated fuel flow [g/s]
— m is the slope of the regression line
— x is the measured fuel flow [g/s]
— b is the y intercept of the regression line
The slope (m) and the coefficient of determination (r 2 ) shall be calculated for each regression line. It is recom
mended to perform this analysis in the range from 15 % of the maximum value to the maximum value and at a
frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:

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Table 2
Tolerances
Slope of the regression line, m
0,9 to 1,1 — Recommended
Coefficient of determination r 2
min. 0,90 — Mandatory
3.2.2. ECU torque data
The consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at
different engine speeds with the corresponding values on the official engine full load torque curve according to
Section 5 of Annex II.
3.2.3. Brake-Specific Fuel Consumption
The Brake Specific Fuel Consumption (BSFC) shall be checked using:
(a) the fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow
data), according to the formulae in Section 8.4.1.6 of Annex 4B to UN/ECE Regulation No 49;
(b) the work calculated using the data from the ECU (Engine torque and engine speed).
3.2.4. Odometer
The distance indicated by the vehicle odometer shall be checked against the GPS data and verified.
3.2.5. Ambient pressure
The ambient pressure value shall be checked against the altitude indicated by the GPS data.
3.3. Dry-Wet
correction
If the concentration is measured on a dry basis, it shall be converted to a wet basis according to the formula in
Section 8.1 of Annex 4B to UN/ECE Regulation No 49.
3.4. NO x correction for humidity and temperature
The NO x concentrations measured by the PEMS shall not be corrected for ambient air temperature and humidity.
3.5. Calculation
of
the
instantaneous
gaseous
emissions
The mass emissions shall be determined as described in Section 8.4.2.3 of Annex 4B to UN/ECE Regulation No 49.
4. DETERMINATION
OF
EMISSIONS
AND
CONFORMITY
FACTORS
4.1. Averaging
window
principle
The emissions shall be integrated using a moving averaging window method, based on the reference CO 2 mass or
the reference work. The principle of the calculation is as follows: The mass emissions are not calculated for the
complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to
match the engine CO 2 mass or work measured over the reference laboratory transient cycle. The moving average
calculations are conducted with a time increment Δt equal to the data sampling period. These sub-sets used to
average the emissions data are referred to as ‘averaging windows’ in the following Sections.
Any Section of invalidated data shall not be considered for the calculation of the work or CO 2 mass and the
emissions of the averaging window.
The following data shall be considered as invalidated data:
(a) the periodic verification of the instruments and/or after the zero drift verifications;
(b) the data outside the conditions specified in points 4.2 and 4.3 of Annex II.
The mass emissions (mg/window) shall be determined as described in Section 8.4.2.3 of Annex 4B to UN/ECE
Regulation No 49.

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L 167/74
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Figure 1
Vehicle speed versus time and Vehicle averaged emissions, starting from the first averaging window,
versus time
4.2. Work
based
method
Figure 2
Work based method

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25.6.2011 Official
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The duration (t 2,i – t 1,i ) of the i th averaging window is determined by:
Wt 2,i – Wt 1,i ≥ W ref
where:
— W(t j,i ) is the engine work measured between the start and time t j,i , kWh;
— W ref is the engine work for the WHTC, kWh;
— t 2,i shall be selected such that:
Wt 2,i – Δt – Wt l,i < W ref ≤ Wt 2,i – Wt 1,i
Where Δt is the data sampling period, equal to 1 second or less.
4.2.1. Calculation of the specific emissions
The specific emissions e gas (mg/kWh) shall be calculated for each window and each pollutant in the following way:
m
e gas Wt 2,i – Wt 1,i
where:
— m is the mass emission of the component, mg/window
— W(t 2,i ) – W(t 1,i ) is the engine work during the i th averaging window, kWh
4.2.2. Selection
of
valid
windows
The valid windows are the windows whose average power exceeds the power threshold of 20 % of the maximum
engine power. The percentage of valid windows shall be equal or greater than 50 %.
4.2.2.1. If the percentage of valid windows is less than 50 %, the data evaluation shall be repeated using lower power
thresholds. The power threshold shall be reduced in steps of 1 % until the percentage of valid windows is equal
to or greater than 50 %.
4.2.2.2. In any case, the lower threshold shall not be lower than 15 %.
4.2.2.3. The test shall be void if the percentage of valid windows is less than 50 % at a power threshold of 15 %.
4.2.3. Calculation
of
the
conformity
factors
The conformity factors shall be calculated for each individual valid window and each individual pollutant in the
following way:
e
CF L
where:
— e is the brake-specific emission of the component, mg/kWh;
— L is the applicable limit, mg/kWh.
4.3. CO 2 mass based method

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Official Journal of the European Union
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Figure 3
CO 2 mass based method
The duration (t 2,i – t 1,i ) of the i th averaging window is determined by:
m CO2 t 2,i – m CO2 t 1,i ≥ m CO2,ref
where:
— m CO2 (t j,i ) is the CO 2 mass measured between the test start and time t j,i , kg;
— m CO2,ref is the CO 2 mass determined for the WHTC, kg;
— t 2,i shall be selected such as:
m CO2 t 2,i – Δt – m CO2 t 1,i < m CO2,ref ≤ m CO2 t 2,i – m CO2 t 1,i
Where Δt is the data sampling period, equal to 1 second or less.
The CO 2 masses are calculated in the windows by integrating the instantaneous emissions calculated according
to the requirements introduced in point 3.5.
4.3.1. Selection of valid windows
The valid windows shall be the windows whose duration does not exceed the maximum duration calculated from:
W
D
ref

max 3600 0:2 P max
where:
— D max is the maximum window duration, s;
— P max is the maximum engine power, kW.

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4.3.2. Calculation of the conformity factors
The conformity factors shall be calculated for each individual window and each individual pollutant in the
following way:
CF
CF

I
CF C
m
with CF I
(in service ratio) and
m CO2 t 2,i – m CO2 t 1,i
m
CF

L

C
(certification ratio)
m CO2,ref
where:
— m is the mass emission of the component, mg/window;
— m CO2 (t 2,i ) – m CO2 (t 1,i ) is the CO 2 mass during the i th averaging window, kg;
— m CO2,ref is the engine CO 2 mass determined for the WHTC, kg;
— m L is the mass emission of the component corresponding to the applicable limit on the WHTC, mg.

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L 167/78
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Official Journal of the European Union
25.6.2011
Appendix 2
Portable measurement equipment
1. GENERAL
The gaseous emissions shall be measured according to the procedure set out in Appendix 1. The present Appendix
describes the characteristics of the portable measurement equipment that shall be used to perform such tests.
2. MEASURING
EQUIPMENT
2.1. Gas analysers general specifications
The PEMS gas analysers specifications shall meet the requirements set out in Section 9.3.1 of Annex 4B to UN/ECE
Regulation No 49.
2.2. Gas analysers technology
The gases shall be analysed using the technologies specified in Section 9.3.1 of Annex 4B to UN/ECE Regulation
No 49.
The oxides of nitrogen analyser may also be of the Non-Dispersive Ultra Violet (NDUV) type.
2.3. Sampling of gaseous emissions
The sampling probes shall meet the requirements defined in Section 3.1.2 of Appendix 3 to Annex 4B to UN/ECE
Regulation No 49. The sampling line shall be heated to 190 °C (+/– 10 °C).
2.4. Other instruments
The measuring instruments shall satisfy the requirements given in Table 7 and Section 9.3.1 to Annex 4B to UN/ECE
Regulation No 49.
3. AUXILIARY
EQUIPMENT
3.1. Exhaust Gas Flow Meter (EFM) tailpipe connection
The installation of the EFM shall not increase the backpressure by more than the value recommended by the engine
manufacturer, nor increase the length of the tailpipe by more than 1,2 m. As for the all the components of the PEMS
equipment, the installation of the EFM shall comply with the locally applicable road safety regulations and insurance
requirements.
3.2. PEMS location and mounting hardware
The PEMS equipment shall be installed as specified in Section 2.4 of Appendix 1.
3.3. Electrical power
The PEMS equipment shall be powered using the method described in point 4.6.6 of Annex II.

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25.6.2011 Official
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European
Union L
167/79
Appendix 3
Calibration of portable measurement equipment
1. EQUIPMENT
CALIBRATION
AND
VERIFICATION
1.1. Calibration gases
The PEMS gas analysers shall be calibrated using gases meeting the requirements as set out in Section 9.3.3 of Annex
4B to UN/ECE Regulation No 49.
1.2. Leakage test
The PEMS leakage tests shall be conducted following the requirements defined in Section 9.3.4 of Annex 4B to
UN/ECE Regulation No 49.
1.3. Response time check of the analytical system
The response time check of the PEMS analytical system shall be conducted in accordance with the requirements set
out in Section 9.3.5 of Annex 4B to UN/ECE Regulation No 49.

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L 167/80
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Official Journal of the European Union
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Appendix 4
Method to check the conformity of the ECU torque signal
1. INTRODUCTION
This Appendix describes in a non-detailed manner the method used to check the conformity of the ECU torque
signal during ISC-PEMS testing.
The detailed applicable procedure is left to the engine manufacturer, subject to approval of the approval authority.
2. THE
‘MAXIMUM
TORQUE’
METHOD
2.1. The ‘maximum torque’ method consists of demonstrating that a point on the reference maximum torque curve as a
function of the engine speed has been reached during vehicle testing.
2.2. If a point on the reference maximum torque curve as a function of the engine speed has not been reached during the
ISC PEMS emissions testing, the manufacturer is entitled to modify the load of the vehicle and/or the testing route as
necessary in order to perform that demonstration after the ISC PEMS emissions test.

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European
Union L
167/81
ANNEX III
VERIFYING EXHAUST EMISSIONS
1. INTRODUCTION
1.1. This Annex sets out the test procedure for verifying exhaust emissions.
2. GENERAL
REQUIREMENTS
2.1. The general requirements for conducting the tests and interpreting the results shall be those set out in Annex 4B to
UN/ECE Regulation No 49 with the exceptions set out in points 2.2 to 2.6.
2.2. The appropriate reference fuels as described in Annex IX to this Regulation shall be used for testing.
2.3. If the emissions are measured in the raw exhaust gas, Table 5 in Section 8.4.2.3 of Annex 4B to UN/ECE Regulation
No 49 of shall be replaced with the following table:
Table 1
Raw exhaust gas u values and component densities
Gas
NO x
CO HC CO 2
O 2
CH 4
Fuel
ρ e
ρ gas [kg/m 3 ]
2,053 1,250
( a ) 1,9636 1,4277 0,716
u gas ( b )
Diesel (B7) 1,2943 0,001586 0,000966 0,000482 0,001517 0,001103 0,000553
Ethanol (ED95) 1,2768 0,001609 0,000980 0,000780 0,001539 0,001119 0,000561
CNG ( c ) 1,2661 0,001621 0,000987 0,000528
( d ) 0,001551 0,001128 0,000565
Propane 1,2805 0,001603 0,000976 0,000512 0,001533 0,001115 0,000559
Butane 1,2832 0,001600 0,000974 0,000505 0,001530 0,001113 0,000558
LPG ( e ) 1,2811 0,001602 0,000976 0,000510 0,001533 0,001115 0,000559
( a ) depending on fuel.
( b ) at λ = 2, dry air, 273 K, 101,3 kPa.
( c ) u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %.
( d ) NMHC on the basis of CH 2,93 (for total HC the u gas coefficient of CH 4 shall be used).
( e ) u accurate within 0,2 % for mass composition of: C 3 = 70 - 90 %; C 4 = 10 - 30 %.
2.4. If the emissions are measured in the dilute exhaust gas, Table 6 in Section 8.5.2.3.1 of Annex 4B to UN/ECE
Regulation No 49 shall be replaced with the following table:
Table 2
Dilute exhaust gas u values and component densities
Gas
NO x
CO HC CO 2
O 2
CH 4
Fuel
ρ de
ρ gas [kg/m 3 ]
2,053 1,250
( a ) 1,9636 1,4277 0,716
u gas ( b )
Diesel (B7) 1,293 0,001588 0,000967 0,000483 0,001519 0,001104 0,000553

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Gas
NO x
CO HC CO 2
O 2
CH 4
Fuel
ρ de
ρ gas [kg/m 3 ]
2,053 1,250
( a ) 1,9636 1,4277 0,716
u gas ( b )
Ethanol (ED95) 1,293 0,001588 0,000967 0,000770 0,001519 0,001104 0,000553
CNG ( c ) 1,293 0,001588 0,000967 0,000517
( d ) 0,001519 0,001104 0,000553
Propane 1,293 0,001588 0,000967 0,000507 0,001519 0,001104 0,000553
Butane 1,293 0,001588 0,000967 0,000501 0,001519 0,001104 0,000553
LPG ( e ) 1,293 0,001588 0,000967 0,000505 0,001519 0,001104 0,000553
( a ) depending on fuel.
( b ) at λ = 2, dry air, 273 K, 101,3 kPa.
( c ) u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %.
( d ) NMHC on the basis of CH 2,93 (for total HC the u gas coefficient of CH 4 shall be used).
( e ) u accurate within 0,2 % for mass composition of: C 3 = 70 - 90 %; C 4 = 10 - 30 %.
2.5. Ammonia (NH 3 ) shall be determined in accordance with Appendix 1 to this Annex.
2.6. The emissions from positive-ignition engines fuelled with petrol or E85 shall be determined in accordance with
Appendix 2 to this Annex.

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25.6.2011 Official
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European
Union L
167/83
Appendix 1
Procedure for the measurement of ammonia
1. This
Appendix
describes
the
procedure
for
measurement
of
ammonia
(NH 3 ). For non-linear analysers, the use of
linearising circuits shall be permitted.
2. Two
measurement
principles
are
specified
for
NH 3 measurement and either principle may be used provided it
meets the criteria specified in point 2.1 or 2.2, respectively. Gas dryers shall not be permitted for NH 3
measurement.
2.1. Laser
Diode
Spectrometer
(LDS)
2.1.1. Measurement principle
The LDS employs the single line spectroscopy principle. The NH 3 absorption line is chosen in the near infrared
spectral range and scanned by a single-mode diode laser.
2.1.2. Installation
The analyser shall be installed either directly in the exhaust pipe (in-situ) or within an analyser cabinet using
extractive sampling in accordance with the instrument manufacturers instructions. If installed in an analyser
cabinet, the sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and
shall be heated to 463 ± 10 K (190 ± 10 °C) in order to minimise NH 3 losses and sampling artefacts. In addition,
the sampling line shall be as short as practically possible.
Influence from exhaust temperature and pressure, installation environment and vibrations on the measurement
shall be minimised, or compensation techniques be used.
If applicable, sheath air used in conjunction with in-situ measurement for protection of the instrument, shall not
affect the concentration of any exhaust component measured downstream of the device, or sampling of other
exhaust components shall be made upstream of the device.
2.1.3. Cross interference
The spectral resolution of the laser shall be within 0,5 cm -1 in order to minimise cross interference from other
gases present in the exhaust gas.
2.2. Fourier
Transform
Infrared
(hereinafter
‘FTIR’)
analyser
2.2.1. Measurement principle
The FTIR employs the broad waveband infrared spectroscopy principle. It allows simultaneous measurement of
exhaust components whose standardised spectra are available in the instrument. The absorption spectrum
(intensity/wavelength) is calculated from the measured interferogram (intensity/time) by means of the Fourier
transform method.
2.2.2. Installation and sampling
The FTIR shall be installed in accordance with the instrument manufacturer's instructions. The NH 3 wavelength
shall be selected for evaluation. The sample path (sampling line, pre-filter(s) and valves) shall be made of stainless
steel or PTFE and shall be heated to 463 ± 10 K (190 ± 10 °C) in order to minimise NH 3 losses and sampling
artefacts. In addition, the sampling line shall be as short as practically possible.
2.2.3. Cross interference
The spectral resolution of the NH 3 wavelength shall be within 0,5 cm -1 in order to minimise cross interference
from other gases present in the exhaust gas.
3. EMISSIONS
TEST
PROCEDURE
AND
EVALUATION
3.1. Checking
the
analysers
Prior to the emissions test, the analyser range shall be selected. Emission analysers with automatic or manual range
switching shall be permitted. During the test cycle, the range of the analysers shall not be switched.

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Zero and span response shall be determined, if the provisions of point 3.4.2 do not apply for the instrument. For
the span response, a NH 3 gas that meets the specifications of point 4.2.7 shall be used. The use of reference cells
that contain NH 3 span gas is permitted.
3.2. Collection
of
emission
relevant
data
At the start of the test sequence, the NH 3 data collection shall be started, simultaneously. The NH 3 concentration
shall be measured continuously and stored with at least 1 Hz on a computer system.
3.3. Operations
after
test
At the completion of the test, sampling shall continue until system response times have elapsed. Determination of
analyser's drift according to point 3.4.1 shall only be required if the information in point 3.4.2 is not available.
3.4. Analyser
drift
3.4.1 As soon as practical but no later than 30 minutes after the test cycle is complete or during the soak period, the
zero and span responses of the analyser shall be determined. The difference between the pre-test and post-test
results shall be less than 2 % of full scale.
3.4.2. Determination of analyser drift is not required in the following situations:
(a) if the zero and span drift specified by the instrument manufacturer in points 4.2.3 and 4.2.4 meets the
requirements of point 3.4.1;
(b) the time interval for zero and span drift specified by the instrument manufacturer in points 4.2.3 and 4.2.4
exceeds the duration of the test.
3.5. Data
evaluation
The average NH 3 concentration (ppm/test) shall be determined by integrating the instantaneous values over the
cycle. The following equation shall be applied:
1 in
c NH3
c
n

NH3,i in ppm/test)
where:
X i1
c NH3,i is the instantaneous NH 3 concentration in the exhaust gas, ppm,
n is the number of measurements.
For the WHTC, the final test result shall be determined with the following equation:
c NH3 = (0,14 × c NH3,cold ) + (0,86 × c NH3,hot )
where:
c NH3,cold is the average NH 3 concentration of the cold start test, ppm,
c NH3,hot is the average NH 3 concentration of the hot start test, ppm.
4. ANALYSER
SPECIFICATION
AND
VERIFICATION
4.1. Linearity
requirements
The analyser shall comply with the linearity requirements specified in Table 7 of Annex 4B to UN/ECE Regulation
No 49. The linearity verification in accordance with Section 9.2.1 of Annex 4B to UN/ECE Regulation No 49, shall
be performed at least every 12 months or whenever a system repair or change is made that could influence
calibration. With the prior approval of the approval authority, less than 10 reference points are permitted, if an
equivalent accuracy can be demonstrated.
For the linearity verification, a NH 3 gas that meets the specifications of point 4.2.7 shall be used. The use of
reference cells that contain NH 3 span gas shall be permitted.

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Instruments, whose signals are used for compensation algorithms, shall meet the linearity requirements specified in
Table 7 of Annex 4B to the UN/ECE Regulation No 49. Linearity verification shall be done as required by internal
audit procedures, by the instrument manufacturer or in accordance with ISO 9000 requirements.
4.2. Analyser
specifications
The analyser shall have a measuring range and response time appropriate for the accuracy required to measure the
concentration of NH 3 under transient and steady state conditions.
4.2.1. Minimum detection limit
The analyser shall have a minimum detection limit of < 2 ppm under all conditions of testing.
4.2.2. Accuracy
The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed ± 3 % of
the reading or ± 2 ppm, whichever is larger.
4.2.3. Zero drift
The drift of the zero response and the related time interval shall be specified by the instrument manufacturer.
4.2.4. Span drift
The drift of the span response and the related time interval shall be specified by the instrument manufacturer.
4.2.5. System response time
The system response time shall be ≤ 20 s.
4.2.6. Rise time
The rise time of the analyser shall be ≤ 5 s.
4.2.7. NH 3 calibration gas
A gas mixture with the following chemical composition shall be available:
NH 3 and purified nitrogen.
The true concentration of the calibration gas shall be within ± 3 % of the nominal value. The concentration of
NH 3 shall be given on a volume basis (volume per cent or volume ppm).
The expiration date of the calibration gases stated by the manufacturer shall be recorded.
5. ALTERNATIVE
SYSTEMS
Other systems or analysers may be approved by the approval authority, if it is found that they yield equivalent
results in accordance with Section 5.1.1 of Annex 4B to UN/ECE Regulation No 49.
‘Results’ shall refer to average cycle specific NH 3 concentrations.

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L 167/86
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Official Journal of the European Union
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Appendix 2
Determination of emissions from positive-ignition engines fuelled with petrol or E85
1.
This Appendix describes the procedure for measurement of gaseous and particulate emissions from positive-
ignition engines.
2.1.
The tests shall be conducted and evaluated as set out in Annex 4B to UN/ECE Regulation No 49 with the
exceptions set out in points 2.1.1 to 2.2.
2.1.1. Calculation
of
mass
emission
(raw
exhaust
gas)
The mass of the pollutants (g/test) shall be determined in accordance with Section 8.4.2.3 or 8.4.2.4 of Annex
4B to UN/ECE Regulation No 49 with the u values from Table 3.
Table 3
Raw exhaust gas u values and component densities
Gas
NO x
CO HC CO 2
O 2
CH 4
Fuel
ρ e
ρ gas [kg/m 3 ]
2,053 1,250
( a ) 1,9636 1,4277 0,716
u gas ( b )
Petrol
1,2931 0,001587 0,000966 0,000499 0,001518 0,001104 0,000553
(E10)
Ethanol
1,2797 0,001604 0,000977 0,000730 0,001534 0,001116 0,000559
(E85)
( a ) depending on fuel.
( b ) at λ = 2, dry air, 273 K, 101,3 kPa.
2.1.2. Calculation
of
mass
emission
(dilute
exhaust
gas)
The mass of the pollutants (g/test) shall be determined in accordance with Section 8.5.2.3 of Annex 4B to
UN/ECE Regulation No 49 with the u values from Table 4.
Table 4
Dilute exhaust gas u values and component densities
Gas
NO x
CO HC CO 2
O 2
CH 4
Fuel
ρ e
ρ gas [kg/m 3 ]
2,053 1,250
( a ) 1,9636 1,4277 0,716
u gas ( b )
Petrol
1,293 0,001588 0,000967 0,000499 0,001519 0,001104 0,000554
(E10)
Ethanol
1,293 0,001588 0,000967 0,000722 0,001519 0,001104 0,000554
(E85)
( a ) depending on fuel.
( b ) at λ = 2, dry air, 273 K, 101,3 kPa.
For systems with flow compensation, the u gas values given in Table 4, shall be inserted into equation 62 of
Section 8.5.2.3.3 of Annex 4B to UN/ECE Regulation No 49.

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2.1.2.1. B a c k g r o u n d c o r r e c t i o n
The emissions shall be background corrected according to the requirements of Section 8.5.2.3.2 of Annex 4B to
UN/ECE Regulation No 49. If the fuel composition is not known, the following stoichiometric factors may be
used:
F S (E10) = 13,3
F S (E85) = 11,5
2.2.
For the dilute testing of positive-ignition engines, it is permitted to use analyser systems that meet the general
requirements and calibration procedures of Un/ECE Regulation No 83. In this case, the provisions of Section 9
and Appendix 3 of Annex 4B to UN/ECE Regulation No 49 shall not apply.
However, the test procedures in Section 7 of Annex 4B to UN/ECE Regulation No 49 and the emission
calculations provided in Section 2.1 of this Appendix and in Section 8 of Annex 4B to UN/ECE Regulation
No 49 shall apply.

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L 167/88
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Official Journal of the European Union
25.6.2011
ANNEX IV
EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES
Measuring carbon monoxide emissions at idling speeds
1. INTRODUCTION
1.1. This Annex sets out the procedure for measuring carbon monoxide emissions at idling speeds (normal and high) for
positive-ignition engines fuelled with petrol or ethanol (E85) or positive-ignition engines fuelled with
NG/Biomethane or LPG installed in M 2 , N 1 or M 1 vehicles with a maximum permissible mass not exceeding
7,5 tonnes.
2. GENERAL
REQUIREMENTS
2.1. The general requirements shall be those set out in Sections 5.3.7.1 to 5.3.7.4 of UN/ECE Regulation No 83, with the
exceptions set out in Sections 2.2, 2.3 and 2.4.
2.2. The atomic ratios set out in Section 5.3.7.3 shall be understood as follows:
Hcv = Atomic ratio of hydrogen to carbon
— for petrol (E10) 1,93
— for LPG 2,525
— for NG/biomethane 4,0
— for ethanol (E85) 2,74
Ocv = Atomic ratio of oxygen to carbon
— for petrol (E10) 0,032
— for LPG 0,0
— for NG/biomethane 0,0
— for ethanol (E85) 0,385
2.3. The table in point 1.4.3 of Appendix 5 to Annex I to this Regulation shall be completed on the basis of the
requirements set out in points 2.2 and 2.4 of this Annex.
2.4. The manufacturer shall confirm the accuracy of the Lambda value recorded at the time of type-approval in point 2.1
of this Annex as being representative of typical production vehicles within 24 months of the date of the granting of
type-approval. An assessment shall be made on the basis of surveys and studies of production vehicles.
3. TECHNICAL
REQUIREMENTS
3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exception set
out in point 3.2.
3.2. The reference fuels specified in Section 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring
to the appropriate reference fuel specifications set out in Annex IX to this Regulation.

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EN
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ANNEX V
VERIFYING EMISSIONS OF CRANKCASE GASES
1. INTRODUCTION
1.1. This
Annex
sets
out
the
provisions
and
test
procedures
for
verifying
emissions
of
crankcase
gases.
2. GENERAL
REQUIREMENTS
2.1. No
crankcase
emissions
shall
be
discharged
directly
into
the
ambient
atmosphere,
with
the
exception
given
in
point 3.1.1.
3. SPECIFIC
REQUIREMENTS
3.1. Points 3.1.1 and 3.1.2 shall apply to compression-ignition engines and to positive-ignition engines fuelled with
natural gas (NG) or liquefied petroleum gas (LPG).
3.1.1. Engines equipped with turbochargers, pumps, blowers, or superchargers for air induction may discharge crankcase
emissions to the ambient atmosphere if the emissions are added to the exhaust emissions (either physically or
mathematically) during all emission testing in accordance with Section 6.10 of Annex 4B to UN/ECE Regulation
No 49.
3.1.2. Crankcase emissions that are routed into the exhaust upstream of any exhaust after-treatment device during all
operation are not considered to be discharged directly into the ambient atmosphere.
3.2. Points 3.2.1 and 3.2.2 shall apply to positive-ignition engines fuelled with petrol or E85.
3.2.1. The pressure in the crankcase shall be measured over the emissions test cycles at an appropriate location. The
pressure in the intake manifold shall be measured to within ± 1 kPa.
3.2.2. Compliance with point 2.1 shall be deemed satisfactory if, in every condition of measurement set out in point
3.2.1, the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of
measurement.

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ANNEX VI
REQUIREMENTS TO LIMIT OFF-CYCLE EMISSIONS (OCE) AND IN-USE EMISSIONS
1. INTRODUCTION
1.1. This Annex sets out the performance requirements and prohibition of defeat strategies for engines and vehicles
type-approved according to Regulation (EC) No 595/2009 and this Regulation so as to achieve effective control of
emissions under a broad range of engine and ambient operating conditions encountered during normal in-use
vehicle operation. This Annex also sets out the test procedures for testing off-cycle emissions during type-approval
and in actual use of the vehicle.
2. DEFINITIONS
The definitions in Section 3 of Annex 10 to UN/ECE Regulation No 49 shall apply.
3. GENERAL
REQUIREMENTS
3.1. The general requirements shall be those set out in Sections 4 and 4.1 of Annex 10 to UN/ECE Regulation No 49.
4. PERFORMANCE
REQUIREMENTS
4.1. The
performance
requirements
shall
be
those
set
out
in
Section
5
of
Annex
10
to
UN/ECE
Regulation
No
49
with
the exceptions in points 4.1.1 to 4.1.4.
4.1.1. Section 5.1.2(a) of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
(a) its operation is substantially included in the applicable type-approval tests, including the off-cycle test
procedures under Section 6 of Annex VI to Regulation (EU) No 582/2011 and the in-service provisions set
out in Article 12 to Regulation (EU) No 582/2011.
4.1.2. Section 5.2.1. of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
Exhaust emissions shall not exceed the applicable emission limits specified in point 4.1.3 of Annex VI to
Regulation (EU) No 582/2011.
4.1.3. The applicable emission limits shall be the following:
(a) for CO: 2 000 mg/kWh;
(b) for THC: 220 mg/kWh;
(c) for NO x : 600 mg/kWh;
(d) for PM: 16 mg/kWh.
4.1.4. Sections 5.2.2 and 5.2.3 of Annex 10 to UN/ECE Regulation No 49 shall not apply.
5. AMBIENT
AND
OPERATING
CONDITIONS
5.1. The ambient and operating conditions for the purpose of this Annex shall be those set out in Section 6. of
Annex 10 to UN/ECE Regulation No 49.
6. OFF-CYCLE
LABORATORY
TESTING
AT
TYPE-APPROVAL
6.1. The
off-cycle
test
procedure
during
type-approval
shall
follow
the
World-harmonised
Not-To-Exceed
Methodology
as described in Section 7 of Annex 10 to UN/ECE Regulation No 49 with the exceptions in points 6.1.1 to 6.1.6.
6.1.1. The off-cycle laboratory test requirements shall not apply for the type-approval of positive-ignition engine under
Regulation (EC) No 595/2009 and this Regulation.

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6.1.2. Section 7.2.1 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
To determine compliance with the WNTE emissions limits specified in Section 5.2, the engine shall be operated
within the WNTE control area defined in Section 7.1 and its emissions shall be measured and integrated over a
minimum period of 30 seconds. A WNTE event is defined as a single set of integrated emissions over the period of
time. For example, if the engine operates for 65 consecutive seconds within the WNTE control area and ambient
conditions this would constitute a single WNTE event and the emissions would be averaged over the full
65-second period. In the case of laboratory testing, the integrating period defined in Section 7.5 shall apply.
6.1.3. Section 7.3 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
In-use testing
Additional requirements with respect to in-use vehicle testing will be specified at a later stage in accordance with
Article 14(3) to Regulation (EU) No 582/2011.
6.1.4. Section 7.5.4 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
The WNTE laboratory test shall meet the validation statistics of Section 7.8.7 of Annex 4B to UN/ECE Regulation
No 49.
6.1.5. Section 7.5.5 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
The measurement of the emissions shall be carried out in accordance with Sections 7.5, 7.7 and 7.8 of Annex 4B
to UN/ECE Regulation No 49.
6.1.6. Section 7.5.6 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
The calculation of the test results shall be carried out in accordance with Section 8 of Annex 4B to UN/ECE
Regulation No 49.
7. WORLD-HARMONISED
NOT-TO-EXCEED
DEFICIENCIES
Section 8 of Annex 10 to UN/ECE shall not apply.
8. WORLD-HARMONISED
NOT-TO-EXCEED
EXEMPTIONS
Section 9 of Annex 10 to UN/ECE Regulation No 49 shall not apply.
9. STATEMENT
OF
OFF-CYCLE
EMISSION
COMPLIANCE
Section 10 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
In the application for type-approval, the manufacturer shall provide a statement that the engine family or vehicle
complies with the requirements of Regulation (EU) No 582/2011 limiting off-cycle emissions. In addition to this
statement, compliance with the applicable emission limits and in use requirements shall be verified through
additional tests.
9.1. Sections 10.1 and 10.2 of Annex 10 to UN/ECE Regulation No 49 shall apply.
10. DOCUMENTATION
The documentation shall be those specified in Section 11 of Annex 10 to UN/ECE Regulation No 49.

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ANNEX VII
VERIFYING THE DURABILITY OF ENGINE SYSTEMS
1. INTRODUCTION
1.1. This
Annex
sets
out
the
procedures
for
selecting
engines
to
be
tested
over
a
service
accumulation
schedule
for
the purpose of determining deterioration factors. The deterioration factors shall be applied in accordance with
the requirements of point 3.6 of this Annex to the emissions measured according to Annex III.
1.2.
This Annex also sets out the emission and non-emission-related maintenance carried out on engines
undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance
performed on in-service engines and shall be communicated to owners of new engines and vehicles.
2. SELECTION
OF
ENGINES
FOR
ESTABLISHING
USEFUL
LIFE
DETERIORATION
FACTORS
2.1. Engines
shall
be
selected
from
the
engine
family
defined
in
accordance
with
point
6
of
Annex
I
for
emission
testing in order to establish useful life deterioration factors.
2.2.
Engines from different engine families may be further combined into families based on the type of exhaust
after-treatment system utilised. In order to place engines with different numbers of cylinders and different
cylinder configuration but having the same technical specifications and installation for the exhaust after-
treatment systems into the same engine-aftertreatment system family, the manufacturer shall provide data to
the approval authority that demonstrates that the emissions reduction performance of such engine systems is
similar.
2.3. One
engine
representing
the
engine-aftertreatment
system
family
as
determined
in
accordance
with
point
2.2,
shall be selected by the engine manufacturer for testing over the service accumulation schedule defined in point
3.2, and shall be reported to the approval authority before any testing commences.
2.3.1.
If the approval authority decides that the worst case emissions of the engine-aftertreatment system family can
be characterised better by another engine then the test engine shall be selected jointly by the approval authority
and the engine manufacturer.
3. ESTABLISHING
USEFUL
LIFE
DETERIORATION
FACTORS
3.1. General
Deterioration factors applicable to an engine-aftertreatment system family are developed from the selected
engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate
emissions over the WHTC and WHSC tests.
3.2. Service
accumulation
schedule
Service accumulation schedules may be carried out at the choice of the manufacturer by running a vehicle
equipped with the selected engine over an in-service accumulation schedule or by running the selected engine
over a dynamometer service accumulation schedule.
3.2.1. In-service
and
dynamometer
service
accumulation
3.2.1.1. The manufacturer shall determine the form and extent of the distance, the service accumulation and the ageing
cycle for engines, consistent with good engineering practice.
3.2.1.2. The
manufacturer
shall
determine
the
test
points
where
gaseous
and
particulate
emissions
will
be
measured
over the hot WHTC and WHSC tests. The minimum number of test points shall be three, one at the beginning,
one approximately in the middle and one at the end of the service accumulation schedule.
3.2.1.3. The emission values at the start point and at the useful life end point calculated in accordance with point 3.5.2
shall meet the limit values specified in the table of Annex I to Regulation (EC) No 595/2009 but individual
emission results from the test points may exceed those limit values.
3.2.1.4. At the request of the manufacturer and with the agreement of the approval authority, only one test cycle
(either the hot WHTC or WHSC test) needs to be run at each test point, with the other test cycle run only at
the beginning and at the end of the service accumulation schedule.
3.2.1.5. Service accumulation schedules may be different for different engine-aftertreatment system families.

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3.2.1.6. Service accumulation schedules may be shorter than the useful life period, but shall not be shorter than shown
in the table in point 3.2.1.8.
3.2.1.7. For engine dynamometer service accumulation, the manufacturer shall provide the applicable correlation
between the service accumulation period (driving distance) and engine dynamometer hours, for example,
fuel consumption correlation, vehicle speed versus engine revolutions correlation, etc.
3.2.1.8. M i n i m u m s e r v i c e a c c u m u l a t i o n p e r i o d
Table 1
Minimum service accumulation period
Useful life (Article of
Category of vehicle in which engine will be installed
Minimum service accumu
lation period
Regulation (EC) No
595/2009)
Category N 1 vehicles
160 000 km Article
4(2)(a)
Category N 2 vehicles
188 000 km Article
4(2)(b)
Category N 3 vehicles with a maximum technically 188 000 km Article
4(2)(b)
permissible mass not exceeding 16 tonnes
Category N 3 vehicles with a maximum technically 233 000 km Article
4(2)(c)
permissible mass exceeding 16 tonnes
Category M 1 vehicles
160 000 km Article
4(2)(a)
Category M 2 vehicles
160 000 km Article
4(2)(a)
Category M 3 vehicles of classes I, II, A and B as defined in 188 000 km Article
4(2)(b)
Annex I to Directive 2001/85/EC, with a maximum
technically permissible mass not exceeding 7,5 tonnes
Category M 3 vehicles of classes III and B as defined in 233 000 km Article
4(2)(c)
Annex I to Directive 2001/85/EC with a maximum
technically permissible mass exceeding 7,5 tonnes
3.2.1.9. Accelerated
ageing
is
permitted
by
adjusting
the
service
accumulation
schedule
on
a
fuel
consumption
basis.
The adjustment shall be based on the ratio between the typical in-use fuel consumption and the fuel
consumption on the ageing cycle, but the fuel consumption on the ageing cycle shall not exceed the
typical in-use fuel consumption by more than 30 %.
3.2.1.10. The service accumulation schedule shall be fully described in the application for type-approval and reported to
the type-approval authority before the start of any testing.
3.2.2.
If the type-approval authority decides that additional measurements need to be carried out on the hot WHTC
and WHSC tests between the points selected by the manufacturer it shall notify the manufacturer. The revised
service accumulation schedule shall be prepared by the manufacturer and agreed by the approval authority.
3.3. Engine
testing
3.3.1. Engine
system
stabilisation
3.3.1.1. For each engine-aftertreatment system family, the manufacturer shall determine the number of hours of vehicle
or engine running after which the operation of the engine-aftertreatment system has stabilised. If requested by
the approval authority the manufacturer shall make available the data and analysis used to make this deter
mination. As an alternative, the manufacturer may elect to run the engine between 60 and 125 hours or the
equivalent mileage on the ageing cycle to stabilise the engine-aftertreatment system.
3.3.1.2. The end of the stabilisation period determined in point 3.3.1.1 will be deemed to be the start of the service
accumulation schedule.

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3.3.2. Service
accumulation
testing
3.3.2.1. After stabilisation, the engine shall be run over the service accumulation schedule selected by the manufacturer,
as described in point 3.2. At the periodic intervals in the service accumulation schedule determined by the
manufacturer, and, where appropriate, also stipulated by the approval authority according to point 3.2.2 the
engine shall be tested for gaseous and particulate emissions over the hot WHTC and WHSC tests. In
accordance with point 3.2.1.4, if it has been agreed that only one test cycle (hot WHTC or WHSC) be run
at each test point, the other test cycle (hot WHTC or WHSC) shall be run at the beginning and end of the
service accumulation schedule.
3.3.2.2. During the service accumulation schedule, maintenance shall be carried out on the engine according to the
requirements of point 4.
3.3.2.3. During the service accumulation schedule, unscheduled maintenance on the engine or vehicle may be
performed, for example if the OBD system has specifically detected a problem that has resulted in the
malfunction indicator (hereinafter ‘MI’) being activated.
3.4. Reporting
3.4.1. The
results
of
all
emission
tests
(hot
WHTC
and
WHSC)
conducted
during
the
service
accumulation
schedule
shall be made available to the approval authority. If any emission test is declared to be void, the manufacturer
shall provide an explanation of why the test has been declared void. In such a case, another series of emission
tests over the hot WHTC and WHSC tests shall be carried out within the following 100 hours of service
accumulation.
3.4.2.
The manufacturer shall retain records of all information concerning all the emission tests and maintenance
carried out on the engine during the service accumulation schedule. This information shall be submitted to the
approval authority along with the results of the emission tests conducted over the service accumulation
schedule.
3.5. Determination
of
deterioration
factors
3.5.1.
For each pollutant measured on the hot WHTC and WHSC tests at each test point during the service
accumulation schedule, a ‘best fit’ linear regression analysis shall be made on the basis of all test results.
The results of each test for each pollutant shall be expressed to the same number of decimal places as the limit
value for that pollutant, as shown in the table of Annex I to Regulation (EC) No 595/2009, plus one additional
decimal place. In accordance with point 3.2.1.4 of this Annex, if it has been agreed that only one test cycle
(hot WHTC or WHSC) be run at each test point and the other test cycle (hot WHTC or WHSC) run only at the
beginning and at the end of the service accumulation schedule, the regression analysis shall be made only on
the basis of the test results from the test cycle run at each test point.
At the request of the manufacturer and with the prior approval of the approval authority a non-linear
regression shall be permitted.
3.5.2.
The emission values for each pollutant at the start of the service accumulation schedule and at the useful life
end point that is applicable for the engine under test shall be calculated from the regression equation. If the
service accumulation schedule is shorter than the useful life period, the emission values at the useful life end
point shall be determined by extrapolation of the regression equation as determined in point 3.5.1.
3.5.3.
The deterioration factor for each pollutant is defined as the ratio of the applied emission values at the useful
life end point and at the start of the service accumulation schedule (multiplicative deterioration factor).
At the request of the manufacturer and with the prior approval of the approval authority, an additive
deterioration factor for each pollutant may be applied. The additive deterioration factor shall be considered
as the difference between the calculated emission values at the useful life end point and at the start of the
service accumulation schedule.
If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive
DF, then the deterioration factor shall be 1,0 or 0,00, respectively.
An example for determination of deterioration factors by using linear regression is shown in Figure 1.
Mixing of multiplicative and additive deterioration factors within one set of pollutants shall not be permitted.

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In accordance with point 3.2.1.4, if it has been agreed that only one test cycle (hot WHTC or WHSC) be run at
each test point and the other test cycle (hot WHTC or WHSC) run only at the beginning and end of the service
accumulation schedule, the deterioration factor calculated for the test cycle that has been run at each test point
shall be applicable also for the other test cycle.
Figure 1
Example of deterioration factor determination
3.6. Assigned
deterioration
factors
3.6.1.
As an alternative to using a service accumulation schedule to determine deterioration factors, engine manu
facturers may choose to use the following assigned multiplicative deterioration factors:
Table 2
Deterioration factors
Test cycle CO THC
( 1 ) NMHC
( 2 ) CH 4 ( 2 ) NO x
NH 3
PM mass
PM
number
WHTC 1,3 1,3 1,4 1,4 1,15 1,0 1,05 1,0
WHSC 1,3 1,3 1,4 1,4 1,15 1,0 1,05 1,0
( 1 ) Applies in case of a compression-ignition engine.
( 2 ) Applies in case of a positive-ignition engine.
Assigned additive deterioration factors are not given. It shall not be permitted to transform the assigned
multiplicative deterioration factors into additive deterioration factors.
3.7. Application
of
deterioration
factors
3.7.1.
The engines shall meet the respective emission limits for each pollutant, as given in the table of Annex I to
Regulation (EC) No 595/2009, after application of the deterioration factors to the test result as measured in
accordance with Annex III (e gas , e PM ). Depending on the type of deterioration factor (DF), the following
provisions shall apply:
(a) Multiplicative: (e gas or e PM ) x DF ≤ emission limit
(b) Additive: (e gas or e PM ) + DF ≤ emission limit

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3.7.2. The
manufacturer
may
choose
to
carry
across
the
DFs
determined
for
an
engine
after
treatment
system
family
to an engine system that does not fall into the same engine-aftertreatment system family. In such cases, the
manufacturer shall demonstrate to the approval authority that the engine system for which the aftertreatment
system family was originally tested and the engine system for which the DFs are being carried across have the
same technical specifications and installation requirements on the vehicle and that the emissions of such engine
or engine system are similar.
3.7.3. The
deterioration
factors
for
each
pollutant
on
the
appropriate
test
cycle
shall
be
recorded
in
points
1.4.1
and
1.4.2 of the Addendum to Appendix 5 to Annex I and in points 1.4.1 and 1.4.2 of the Addendum to
Appendix 7 to Annex I.
3.8.
Checking of conformity of production
3.8.1.
Conformity of production for emissions compliance shall be checked on the basis of the requirements of
Section 7 of Annex I.
3.8.2. The
manufacturer
may
choose
to
measure
the
pollutant
emissions
before
any
exhaust
after-treatment
system
at
the same time as the type-approval test is being performed. In doing so, the manufacturer may develop an
informal deterioration factor separately for the engine and the aftertreatment system that may be used by the
manufacturer as an aid to end of production line auditing.
3.8.3.
For the purposes of type-approval, only the deterioration factors according to points 3.5 or 3.6 shall be
recorded in points 1.4.1 and 1.4.2 of the Addendum to Appendix 5 and points 1.4.1 and 1.4.2 of the
Addendum to Appendix 7 to Annex I.
4. MAINTENANCE
For the purpose of the service accumulation schedule, maintenance shall be performed in accordance with the
manufacturer’s manual for service and maintenance.
4.1. Emission-related
scheduled
maintenance
4.1.1. Emission-related
scheduled
maintenance
for
purposes
of
conducting
a
service
accumulation
schedule
shall
occur at the same distance or equivalent intervals to those that will be specified in the manufacturer’s main
tenance instructions to the owner of the engine or vehicle. This maintenance schedule may be updated as
necessary throughout the service accumulation schedule provided that no maintenance operation is deleted
from the maintenance schedule after the operation has been performed on the test engine.
4.1.2.
The engine manufacturer shall specify for the service accumulation schedule the adjustment, cleaning and
maintenance (where necessary) and scheduled exchange of the following items:
(a) filters and coolers in the exhaust gas recirculation system;
(b) positive crankcase ventilation valve, if applicable;
(c) fuel injector tips (cleaning only);
(d) fuel injectors;
(e) turbocharger;
(f) electronic engine control unit and its associated sensors and actuators;
(g) particulate aftertreatment system (including related components);
(h) deNO x system;
(i) exhaust gas recirculation system, including all related control valves and tubing;
(j) any other exhaust after-treatment system.
4.1.3.
Critical emission-related scheduled maintenance shall only be performed if being performed in-use and being
communicated to the owner of the vehicle.

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4.2. Changes
to
scheduled
maintenance
4.2.1. The
manufacturer
shall
submit
a
request
to
the
approval
authority
for
approval
of
any
new
scheduled
main
tenance that it wishes to perform during the service accumulation schedule and subsequently recommend to
owners of engines or vehicles. The request shall be accompanied by data supporting the need for the new
scheduled maintenance and the maintenance interval.
4.3. Non-emission-related
scheduled
maintenance
4.3.1. Non-emission-related
scheduled
maintenance
which
is
reasonable
and
technically
necessary
such
as
oil
change,
oil filter change, fuel filter change, air filter change, cooling system maintenance, idle speed adjustment,
governor, engine bolt torque, valve lash, injector lash, timing, adjustment of the tension of any drive-belt,
etc., may be performed on engines or vehicles selected for the service accumulation schedule at the least
frequent intervals recommended by the manufacturer to the owner.
4.4. Repair
4.4.1. Repairs
to
the
components
of
an
engine
selected
for
testing
over
a
service
accumulation
schedule
other
than
the engine emission control system or fuel system shall be performed only as a result of component failure or
engine system malfunction.
4.4.2.
If the engine itself, the emission control system or the fuel system fail during the service accumulation
schedule, the service accumulation shall be considered void, and a new service accumulation shall be started
with a new engine system.

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ANNEX VIII
CO 2 EMISSIONS AND FUEL CONSUMPTION
1. INTRODUCTION
1.1. This
Annex
sets
out
the
provisions
and
test
procedures
for
reporting
CO 2 emissions and fuel consumption.
2. GENERAL
REQUIREMENTS
2.1. CO 2 emissions and fuel consumption shall be determined over the WHTC and WHSC test cycles in accordance
with Section 7.2 to 7.8 of Annex 4B to UN/ECE Regulation No 49.
2.2. The
test
results
shall
be
reported
as
cycle
averaged
brake
specific
values
and
expressed
in
the
unit
of
g/kWh.
3. DETERMINATION
OF
CO 2 EMISSIONS
3.1. Raw
measurement
This Section shall apply, if CO 2 is measured in the raw exhaust gas.
3.1.1. Measurement
CO 2 in the raw exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive
infrared (NDIR) analyser in accordance with Section 9.3.2.3 and Appendix 3 to Annex 4B to UN/ECE Regulation
No 49.
The measurement system shall meet the linearity requirements of Section 9.2 and Table 7of Annex 4B to UN/ECE
Regulation No 49.
The measurement system shall meet the requirements of Sections 9.3.1, 9.3.4 and 9.3.5 of Annex 4B to UN/ECE
Regulation No 49.
3.1.2. Data evaluation
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE
Regulation No 49. The traces of the recorded concentrations and the trace of the exhaust gas mass flow rate
shall be time aligned with the transformation time as defined in Section 3.1.30 of Annex 4B to UN/ECE Regulation
No 49.
3.1.3. Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction according to Section 8.1 of Annex 4B to UN/ECE Regulation No
49 shall be applied to the instantaneous concentration values before any further calculation is done.
The mass of CO 2 (g/test) shall be determined by calculating the instantaneous mass emissions from the raw CO 2
concentration and the exhaust gas mass flow, aligned with respect to their transformation times as determined in
accordance with Section 8.4.2.2 of Annex 4B to UN/ECE Regulation No 49, integrating the instantaneous values
over the cycle, and multiplying the integrated value with the u values of CO 2 from Table 5 of Annex 4B to
UN/ECE Regulation No 49.
The following equation shall be applied:
in
1
m CO2 X u CO2 c CO2,i q mew,i (in g/test)
f
il
where:
u CO2 is the ratio between CO 2 density and density of the exhaust gas
c CO2,i is the instantaneous CO 2 concentration in the exhaust gas, ppm
q mew,i is the instantaneous exhaust mass flow, kg/s
f is
the
data
sampling
rate,
Hz
n is
the
number
of
measurements

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Optionally, the CO 2 mass may be calculated in accordance with Section 8.4.2.4 of Annex 4B to UN/ECE
Regulation No 49 by using a CO 2 molar mass (M CO2 ) of 44,01 g/mol.
3.2. Dilute
measurement
This Section applies, if CO 2 is measured in the dilute exhaust gas.
3.2.1. Measurement
CO 2 in the dilute exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive
infrared (NDIR) analyser in accordance with Section 9.3.2.3 and Appendix 3 to Annex 4B to UN/ECE Regulation
No 49. Dilution of the exhaust shall be done with filtered ambient air, synthetic air or nitrogen. The flow capacity
of the full flow system shall be large enough to completely eliminate water condensation in the dilution and
sampling systems.
The measurement system shall meet the linearity requirements of Section 9.2 and Table 7 of Annex 4B to UN/ECE
Regulation No 49.
The measurement system shall meet the requirements of Sections 9.3.1, 9.3.4 and 9.3.5 of Annex 4B to UN/ECE
Regulation No 49.
3.2.2. Data evaluation
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE
Regulation No 49.
3.2.3. Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction according to Section 8.1 of Annex 4B to UN/ECE Regulation No
49 shall be applied.
For systems with constant mass flow (with heat exchanger), the mass of CO 2 (g/test) shall be determined with the
following equation:
m CO2 0,001519 c CO2,i m ed (in g/test)
where:
c CO2,e
is the average background corrected CO 2 concentration, ppm
0,001519 is
the
ratio
between
CO 2 density and density of air (u factor)
m ed
is the total diluted exhaust mass over the cycle, kg
For systems with flow compensation (without heat exchanger), the mass of CO 2 (g/test) shall be determined by
calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also, the
background correction shall be applied directly to the instantaneous concentration values. The following equation
shall be applied:
n
m CO2 X m ed,i c CO2,e 0,001519 – m ed c CO2,d 1 – 1=D 0,001519
il
where:
c CO2,e
is the CO 2 concentration measured in the diluted exhaust gas, ppm
c CO2,d
is the CO 2 concentration measured in the dilution air, ppm
0,001519 is
the
ratio
between
CO 2 density and density of air (u factor)
m ed,i
is the instantaneous mass of the diluted exhaust gas, kg
m ed
is the total mass of diluted exhaust gas over the cycle, kg
D is
the
dilution
factor

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Optionally, the u factor may be calculated with equation 57 in Section 8.5.2.3.1 of Annex 4B to UN/ECE
Regulation No 49 by using a CO 2 molar mass (M CO2 ) of 44,01 g/mol.
CO 2 background correction shall be applied in accordance with Section 8.5.2.3.2 of Annex 4B to UN/ECE
Regulation No 49.
3.3. Calculation
of
brake
specific
emissions
The cycle work needed for the calculation of brake specific CO 2 emissions shall be determined in accordance with
Section 7.8.6 of Annex 4B to UN/ECE Regulation No 49.
3.3.1. WHTC
The brake specific emissions e CO2 (g/kWh) shall be calculated as follows:
e CO2 0,14 m CO2,cold 0,86 m CO2,hot
0,14 W act,cold 0,86 W act,hot
where:
m CO2,cold is the CO 2 mass emissions of the cold start test, g/test
m CO2,hot is the CO 2 mass emissions of the hot start test, g/test
W act,cold is the actual cycle work of the cold start test, kWh
W act,hot
is the actual cycle work of the hot start test, kWh
3.3.2. WHSC
The brake specific emissions e CO2 (g/kWh) shall be calculated as follows:
m
e

CO2

CO2 W act
where:
m CO2 is the CO 2 mass emissions, g/test
W act is the actual cycle work, kWh
4. DETERMINATION
OF
FUEL
CONSUMPTION
4.1. Measurement
Measurement of the instantaneous fuel flow shall be done by systems that preferably measure mass directly such as
the following:
(a) mass flow sensor;
(b) fuel weighing;
(c) Coriolis meter.
The fuel flow measurement system shall have the following:
(a) an accuracy of ± 2 % of the reading or ± 0,3 % of full scale whichever is better;
(b) a precision of ± 1 % of full scale or better;
(c) a rise time that does not exceed 5 s.
The fuel flow measurement system shall meet the linearity requirements of Section 9.2 and Table 7 of Annex 4B to
UN/ECE Regulation No 49.
Precautions shall be taken to avoid measurement errors. Such precautions shall at least include the following:
(a) the careful installation of the device according to the instrument manufacturers’ recommendations and to good
engineering practice;

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(b) flow conditioning as needed to prevent wakes, eddies, circulating flows, or flow pulsations that affect accuracy
or precision of the fuel flow system;
(c) account for any fuel that bypasses the engine or returns from the engine to the fuel storage tank.
4.2. Data
evaluation
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE
Regulation No 49.
4.3. Calculation of cycle averaged fuel consumption
The mass of fuel (g/test) shall be determined by the sum of the instantaneous values over the cycle, as follows:
in
1
q mf X q mf,i f
il
1 000
where:
q mf,i
is the instantaneous fuel flow, kg/s
f is
the
data
sampling
rate,
Hz
n is
the
number
of
measurements
4.4. Calculation
of
brake
specific
fuel
consumption
The cycle work needed for the calculation of the brake specific fuel consumption shall be determined in
accordance with Section 7.8.6 of Annex 4B to UN/ECE Regulation No 49.
4.4.1. WHTC
The brake specific fuel consumption e f (g/kWh) shall be calculated as follows:
e f 0,14 q mf,cold 0,86 q mf,hot
0,14 W act;cold 0,86 W act,hot
where:
q mf, cold
is the fuel mass of the cold start test, g/test
q mf, hot
is the fuel mass of the hot start test, g/test
W act, cold is the actual cycle work of the cold start test, kWh
W act, hot is the actual cycle work of the hot start test, kWh
4.4.2. WHSC
The brake specific fuel consumption e f (g/kWh) shall be calculated as follows:
q
e

mf

f W act
where:
q mf
is the fuel mass, g/test
W act is the actual cycle work, kWh

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L 167/102
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Official Journal of the European Union
25.6.2011
Appendix 1
Provisions on CO 2 emissions and fuel consumption for extension of an EC type-approval for a vehicle type
approved under Regulation (EC) No 595/2009 and this Regulation with a reference mass exceeding 2 380 kg but
not exceeding 2 610 kg
1. INTRODUCTION
1.1. This
Appendix
sets
out
the
provisions
and
test
procedures
for
reporting
CO 2 emissions and fuel consumption for
extension of an EC type-approval for a vehicle type approved under Regulation (EC) No 595/2009 and this
Regulation to a vehicle with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg.
2. GENERAL
REQUIREMENTS
2.1. In order to receive an extension of an EC type-approval for a vehicle in respect of its engine type approved under
this Regulation to a vehicle with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg the manu
facturer shall meet the requirements of Annex XII to Commission Regulation (EC) No 692/2008 ( 1 ) with the
exceptions specified below.
2.1.1. Section 2.2.1 of Annex XII to Regulation (EC) No 692/2008 shall be understood as referring to the reference fuels
described in Annex IX.
2.1.2. Section 5.2.4 of UN/ECE Regulation 101 referred to in point 2.3 of Annex XII to Regulation (EC) No 692/2008
shall be understood as follows:
(1) density: measured on the test fuel according to ISO 3675 or an equivalent method. For petrol, diesel, ethanol
(E85) and ethanol for dedicated C.I. engines (ED95) the density measured at 288 K (15 °C) shall be used; for
LPG and natural gas/biomethane a reference density will be used, as follows:
0,538 kg/litre for LPG.
0,654 kg/m 3 for NG.
(2) hydrogen-carbon-oxygen ratio: fixed values shall be used which are:
C 1 H 1,93 O 0,032 for petrol (E10),
C 1 H 1,86 O 0,006 for diesel (B7),
C 1 H 2,525 for LPG (liquefied petroleum gas),
CH 4 for NG (natural gas) and biomethane,
C 1 H 2,74 O 0,385 for ethanol (E85),
C 1 H 2,92 O 0,46 for ethanol for dedicated C.I. engines (ED95).
2.1.3. Point 1.4.3 of Annex 6 to UN/ECE Regulation 101 referred to in Section 3.3 of Annex XII to Regulation (EC) No
692/2008 shall be understood as:
‘1.4.3. The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85 and ED95)
and diesel) or in m 3 per 100 km (in the case of NG/biomethane) is calculated by means of the following
formulae:
(a) for vehicles with a positive-ignition engine fuelled with petrol (E10):
FC = (0,120/D) [(0,831 HC) + (0,429 CO) + (0,273 CO 2 )]
( 1 ) OJ L 199, 28.7.2008, p. 1.

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(b) for vehicles with a positive-ignition engine fuelled with LPG:
FC norm = (0,1212/0,538) [(0,825 HC) + (0,429 CO) + (0,273 CO 2 )]
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, as follows:
FC norm = (0,1212/0,538) (cf) [(0,825 HC) + (0,429 CO) + (0,273 CO 2 )]
The correction factor cf, which may be applied, is determined as follows:
cf = 0,825 + 0,0693 n actual
where:
n actual is the actual H/C ratio of the fuel used.
(c) for vehicles with a positive-ignition engine fuelled with NG/biomethane:
FC norm = (0,1336/0,654) [(0,749 HC) + (0,429 CO) + (0,273 CO 2 )]
(d) for vehicles with a positive-ignition engine fuelled with ethanol (E85):
FC = (0,1742/D) [(0,574 HC) + (0,429 CO) + (0,273 CO 2 )]
(e) for vehicles with a compression-ignition engine fuelled with diesel (B7):
FC = (0,1165/D) [(0,859 HC) + (0,429 CO) + (0,273 CO 2 )]
(f) for vehicles with a dedicated compression-ignition engine fuelled with ethanol (ED95):
FC = (0,186/D) [(0,538 HC) + (0,429 CO) + (0,273 CO 2 )]
In these formulae:
FC is the fuel consumption in litre per 100 km (in the case of petrol, ethanol, LPG, diesel or biodiesel) or in m 3
per 100 km (in the case of natural gas)
HC is
the
measured
emission
of
hydrocarbons
in
g/km
CO is
the
measured
emission
of
carbon
monoxide
in
g/km
CO 2 is the measured emission of carbon dioxide in g/km
D
is the density of the test fuel.
In the case of gaseous fuels this is the density at 288K (15 °C)’.
2.1.4. The reporting requirements in Section 3.4 of Annex XII to Regulation (EC) No 692/2008 shall be understood as
referring to Appendix 4 to Annex I to this Regulation.

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L 167/104
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Official Journal of the European Union
25.6.2011
ANNEX IX
SPECIFICATIONS OF REFERENCE FUELS
Technical data on fuels for testing compression-ignition engines
Type: Diesel (B7)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
Cetane index 46,0
— EN
ISO
4264
Cetane number ( 2 ) 52,0 56,0 EN-ISO
5165
Density at 15 °C kg/m 3
833 837 EN-ISO
3675
EN ISO 12185
Distillation:
— 50 % point °C 245
— EN-ISO
3405
— 95 % point °C 345 350 EN-ISO
3405
— final boiling point °C
— 360 EN-ISO
3405
Flash point °C 55
— EN
22719
CFPP °C
— –
5 EN
116
Viscosity at 40 °C mm 2 /s 2,3 3,3 EN-ISO
3104
Polycyclic aromatic hydrocarbons %
m/m 2,0 4,0 EN
12916
Sulphur content mg/kg
— 10 EN-ISO
20846/
EN-ISO 20884
Copper corrosion
Rating
— Class
1 EN-ISO
2160
(3h at 50 °C)
Conradson carbon residue (10 % DR) %
m/m
— 0,2 EN-ISO
10370
Ash content %
m/m
— 0,01 EN-ISO
6245
Total contamination mg/kg
— 24 EN
12662
Water content %
m/m
— 0,02 EN-ISO
12937
Neutralisation (strong acid) number mg
KOH/g
— 0,10 ASTM
D
974
Oxidation stability ( 3 ) mg/ml
— 0,025 EN-ISO
12205
Lubricity (HFRR wear scan diameter at 60 °C)
μm
— 400 EN
ISO
12156
Oxidation stability at 110 °C ( 3 )
H 20,0 EN
15751
FAME ( 4 ) %
v/v 6,0 7,0 EN
14078
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum
value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum
difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels
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.
( 2 ) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute
between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of
sufficient number to archive the necessary precision, are made in preference to single determinations.
( 3 ) 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.
( 4 ) FAME content to meet the specification of EN 14214.

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Type: Ethanol for dedicated compression-ignition engines (ED95) ( 1 )
Parameter Unit Limits
( 2 )
Test method ( 3 )
Minimum Maximum
Total alcohol (Ethanol incl. content on higher
% m/m 92,4 EN
15721
saturated alcohols)
Other higher saturated mono-alcohols (C 3 -C 5 ) %
m/m 2,0 EN
15721
Methanol %
m/m 0,3 EN
15721
Density at 15 °C kg/m 3
793,0 815,0 EN-ISO
12185
Acidity, calculated as acetic acid %
m/m 0,0025 EN
15491
Appearance Bright
and
clear
Flashpoint °C 10 EN
3679
Dry residue mg/kg 15 EN
15691
Water content %
m/m 6,5 EN
15489
( 4 )
EN-ISO 12937
EN 15692
Aldehydes calculated as acetaldehyde %
m/m 0,0050 ISO
1388-4
Esters calculated as ethylacetat %
m/m 0,1 ASTM
D1617
Sulphur content mg/kg 10,0 EN
15485
EN 15486
Sulphates mg/kg 4,0 EN
15492
Particulate contamination mg/kg 24 EN
12662
Phosphorus mg/l 0,20 EN
15487
Inorganic chloride mg/kg 1,0 EN
15484
or
EN 15492
Copper mg/kg 0,100 EN
15488
Electrical Conductivity
μS/cm 2,50 DIN
51627-4
or
prEN 15938
( 1 ) Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative
side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.
( 2 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum
value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum
difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels
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.
( 3 ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.
( 4 ) Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied.

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L 167/106
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Official Journal of the European Union
25.6.2011
Technical data on fuels for testing positive-ignition engines
Type: Petrol (E10)
Limits ( 1 )
Parameter Unit
Test method ( 2 )
Minimum Maximum
Research octane number, RON 95,0 97,0 EN-ISO
5164:2005
( 3 )
Motor octane number, MON 84,0 86,0 EN-ISO
5163:2005
( 3 )
Density at 15 °C kg/m 3
743 756 EN-ISO
3675
EN-ISO 12185
Vapour pressure kPa 56,0 60,0 EN-ISO
13016-1
(DVPE)
Water content %
v/v 0,015 ASTM
E
1064
Distillation:
— evaporated at 70 °C %
v/v 24,0 44,0 EN-ISO
3405
— evaporated at 100 °C %
v/v 56,0 60,0 EN-ISO
3405
— evaporated at 150 °C %
v/v 88,0 90,0 EN-ISO
3405
— final boiling point °C 190 210 EN-ISO
3405
Residue %
v/v
— 2,0 EN-ISO
3405
Hydrocarbon analysis:
— olefins %
v/v 3,0 18,0 EN
14517
EN 15553
— aromatics %
v/v 25,0 35,0 EN
14517
EN 15553
— benzene %
v/v 0,4 1,0 EN
12177
EN 238, EN 14517
— saturates %
v/v Report EN
14517
EN 15553
Carbon/hydrogen ratio Report
Carbon/oxygen ratio Report
Induction period ( 4 ) minutes 480
— EN-ISO
7536
Oxygen content ( 5 ) %
m/m 3,7 EN
1601
EN 13132
EN 14517
Existent gum mg/ml
— 0,04 EN-ISO
6246
Sulphur content ( 6 ) mg/kg
— 10 EN-ISO
20846
EN ISO 20884

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Limits ( 1 )
Parameter Unit
Test method ( 2 )
Minimum Maximum
Copper corrosion
rating
— Class
1 EN-ISO
2160
(3 h at 50 °C)
Lead content mg/l
—
5 EN
237
Phosphorus content ( 7 ) mg/l
— 1,3 ASTM
D
3231
Ethanol ( 4 ) %
v/v 9,5 10,0 EN
1601
EN 13132
EN 14517
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum
value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum
difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels
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.
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.
( 3 ) 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.
( 4 ) 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.
( 5 ) Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel.
( 6 ) The actual sulphur content of the fuel used for the Type 1 test shall be reported.
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
Type: Ethanol (E85)
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
Research octane number, RON 95,0
— EN-ISO
5164
Motor octane number, MON 85,0
— EN-ISO
5163
Density at 15 °C kg/m 3
Report ISO
3675
Vapour pressure kPa 40,0 60,0 EN-ISO
13016-1
(DVPE)
Sulphur content ( 2 ) mg/kg
— 10 EN
15485
or
EN 15486
Oxidation stability Minutes 360 EN-ISO
7536
Existent gum content (solvent washed) mg/100
ml
—
5 EN-ISO
6246
Appearance
Clear and bright, visibly free
Visual inspection
This shall be determined at ambient
of suspended or precipitated
temperature or 15 °C whichever is higher.
contaminants
Ethanol and higher alcohols ( 3 ) %
v/v 83 85 EN
1601
EN 13132
EN 14517
E DIN 51627-3
Higher alcohols (C 3 -C 8 ) %
v/v
— 2,0 E
DIN
51627-3

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L 167/108
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Official Journal of the European Union
25.6.2011
Limits ( 1 )
Parameter Unit
Test method
Minimum Maximum
Methanol %
v/v 1,00 E
DIN
51627-3
Petrol ( 4 ) %
v/v Balance EN
228
Phosphorus mg/l 0,20
( 5 ) EN
15487
Water content %
v/v 0,300 EN
15489
or
EN 15692
Inorganic chloride content mg/l
1 EN
15492
pHe 6,5 9,0 EN
15490
Copper strip corrosion
Rating Class
1 EN
ISO
2160
(3 h at 50 °C)
Acidity, (as acetic acid CH 3 COOH) %
m/m
— 0,0050 EN 15491
(mg/l)
(40)
Electric Conductivity
μS/cm 1,5 DIN
51627-4
or
prEN 15938
Carbon/hydrogen ratio report
Carbon/oxygen ratio report
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum
value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum
difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels
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.
( 2 ) The actual sulphur content of the fuel used for the emission tests shall be reported.
( 3 ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
( 4 ) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water, alcohols, MTBE and ETBE.
( 5 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
Type: LPG
Parameter Unit Fuel
A Fuel
B Test
method
Composition:
EN 27941
C 3 -content %
v/v 30
±
2 85
±
2
C 4 -content %
v/v Balance
( 1 ) Balance
( 1 )
< C 3 , > C 4
% v/v Maximum
2 Maximum
2
Olefins %
v/v Maximum
Maximum
12
15
Evaporation residue mg/kg Maximum
Maximum
EN 15470
50
50
Water at 0 °C Free Free EN
15469

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Parameter Unit Fuel
A Fuel
B Test
method
Total sulphur content including odorant mg/kg Maximum
Maximum
EN 24260,
10
10
ASTM D 3246
ASTM 6667
Hydrogen sulphide None None EN-ISO
8819
Copper strip corrosion
Rating Class
1 Class
1 ISO
6251
( 2 )
(1 h at 40 °C)
Odour Charac
Charac
teristic
teristic
Motor octane number ( 3 ) Minimum
Minimum
EN 589 Annex B
89,0
89,0
( 1 ) Balance shall be read as follows: balance = 100 - C 3 - < C 3 - > C 4 .
( 2 ) 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.
( 3 ) At the request of the engine manufacturer, a higher MON could be used to perform the type-approval tests.
Type: NG/Biomethane
Limits
Characteristics Units Basis
Test method
minimum maximum
Reference fuel G R
Composition
Methane 87 84 89
Ethane 13 11 15
Balance ( 1 ) %
mole
—
—
1 ISO
6974
Sulphur content mg/m 3 ( 2 )
— 10 ISO
6326-5
( 1 ) Inerts + C 2+
( 2 ) Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.
Reference fuel G 23
Composition
Methane 92,5 91,5 93,5
Balance ( 1 ) %
mole
—
—
1 ISO
6974
N 2
% mole 7,5 6,5 8,5
Sulphur content mg/m 3 ( 2 )
—
— 10 ISO
6326-5
( 1 ) Inerts (different from N 2 ) + C 2 + C 2+
( 2 ) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

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L 167/110
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Reference fuel G 25
Composition
Methane %
mole 86 84 88
Balance ( 1 ) %
mole
—
—
1 ISO
6974
N 2
% mole 14 12 16
Sulphur content mg/m 3 ( 2 )
—
— 10 ISO
6326-5
( 1 ) Inerts (different from N 2 ) + C 2 + C 2+
( 2 ) Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

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EN
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ANNEX X
ON-BOARD DIAGNOSTICS
1. INTRODUCTION
1.1.
This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions
from engine systems which are covered by this Regulation.
2. GENERAL
REQUIREMENTS
2.1. The
general
requirements,
including
the
specific
requirements
for
electronic
system
security,
shall
be
those
set
out
in Section 4 of Annex 9B to UN/ECE Regulation No 49 and those described in Section 2 of this Annex.
2.2.
The reference to Driving cycle in Annex 9C to UN/ECE Regulation No 49 shall be read as reference to Driving
cycle as defined in Article 2(36) of this Regulation.
2.3. Additional
provisions
concerning
monitoring
requirements
2.3.1. In addition to the monitoring requirements set out in Appendix 3 to Annex 9B to UN/ECE Regulation No 49
the monitoring requirements set out in Appendix 1 to this Annex shall apply.
2.3.1.1. The failure classification rules shall be the ones set out in Annex 9B to UN/ECE Regulation No 49. Failures
detected by the additional monitors required by Appendix 1 shall not be classified as class C failures ( 1 ).
2.3.2. In the case where the control of reagent injection is performed by means of a closed-loop system, the monitoring
requirements set out in Item 1 of Appendix 3 to Annex 9B to UN/ECE Regulation No 49 shall apply.
2.3.2.1. Failures detected according to the provisions of 2.3.2 shall not be classified as class C failures.
2.3.3. The
monitoring
requirements
concerning
particulate
aftertreatment
devices
set
out
in
Item
2(c)
of
Appendix
3
to
Annex 9B to UN/ECE Regulation No 49 shall be understood and complemented as set out in points 2.3.3.1,
2.3.3.2 and 2.3.3.3.
2.3.3.1 The performance of the particulate aftertreatment device including the filtration and continuous regeneration
processes shall be monitored against the OBD threshold limit specified in Table 1.
2.3.3.2. The periodic regeneration shall be monitored against the ability of the device to perform as designed
(for example to perform regeneration within a manufacturer-specified time interval, to perform regeneration
upon demand, etc.). This shall constitute one element of the component monitoring associated with the device.
2.3.3.3. Before the dates specified in Article 4(8) and in the case of a wall-flow diesel particulate filter (DPF), the
manufacturer may choose to apply the performance monitoring requirements set out in Appendix 3 to this
Annex instead of the requirements of Section 2.3.3.1, if he can demonstrate with technical documentation that
in case of deterioration there is a positive correlation between the loss of filtration efficiency and the loss of
pressure drop (delta pressure) across the DPF under the operating conditions of the engine specified in the test
described in Appendix 3 to this Annex.
2.3.3.4. The Commission shall conduct a review of the monitoring requirements set out in point 2.3.3.1 by
31 December 2012. In case the technical non-feasibility of the respective requirements by the dates indicated
in point 2.3.3.3 is demonstrated, the Commission shall make a proposal for amending these dates accordingly.
2.4. Alternative
approval
2.4.1. If
requested
by
the
manufacturer,
for
vehicles
of
category
M 1 , M 2 , N 1 and N 2 with a maximum permissible mass
not exceeding 7,5 tonnes and M 3 Class I, Class II and Class A and Class B as defined in Annex I to Directive
2001/85/EC with a permissible mass not exceeding 7,5 tonnes, compliance with the requirements of Annex XI
to Regulation (EC) No 692/2008 according to OBD standard Euro 6 as defined in Appendix 6 to Annex I to
Regulation (EC) No 692/2008 shall be considered equivalent to the compliance with this Annex.
( 1 ) The failure classification rules are specified in Annex 9B to UN/ECE Regulation No 49.

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If such alternative approval is used, the information related to OBD systems in Sections 3.2.12.2.7.1 to
3.2.12.2.7.4 of Part 2 of Appendix 4 to Annex I is replaced by the information of Section 3.2.12.2.7 of
Appendix 3 to Annex I to Regulation (EC) No 692/2008.
Selective application of the provisions of this Annex and of the provisions of Annex XVI to Regulation (EC)
No 692/2008 shall not be permitted except to the extent explicitly set out in Section 2.4.1.
2.4.2. Small
series
production
As an alternative to the requirements set out in Section 4 of Annex 9B to UN/ECE Regulation No 49 and those
described in this Annex, engine manufacturers whose world-wide annual production of engines within an engine
type subject to this Regulation is less than 500 engines per year, may obtain EC type-approval on the basis of
the other requirements of this Regulation when the emission control components of the engine system are at
least monitored for circuit continuity, and for rationality and plausibility of sensor outputs, and when the
aftertreatment system is at least monitored for total functional failure. Engine manufacturers whose world-
wide annual production of engines within an engine type subject to this Regulation is less than 50 engines
per year, may obtain EC type-approval on the basis of the requirements of this Regulation when the emission
control components of the engine system are at least monitored for circuit continuity, and for rationality and
plausibility of sensor outputs (component monitoring).
2.4.3. A
manufacturer
shall
not
be
permitted
to
use
the
alternative
provisions
specified
in
Section
2.4.1
for
more
than
500 engines per year.
2.4.4. The approval authority shall inform the Commission of the circumstances of each type-approval granted under
Sections 2.4.1 and 2.4.2.
2.5. Conformity
of
production
The OBD system is subject to the requirements for conformity of production specified in Directive 2007/46/EC.
If the approval authority decides that verification of the conformity of production of the OBD system is required,
the verification shall be conducted in accordance with the requirements specified in Annex I to this Regulation.
3. PERFORMANCE
REQUIREMENTS
3.1.
The performance requirements shall be those set out in Section 5 of Annex 9B to UN/ECE Regulation No 49.
3.2. OBD
threshold
limits
3.2.1. The OBD threshold limits (hereinafter ‘OTLs’) applicable to the OBD system are those specified in the rows
‘general requirements’ of Table 1 for compression-ignition engines and of Table 2 for gas-fuelled engines and
positive-ignition engines fitted to vehicles belonging to category M 3 , to N 2 vehicles having a maximum
permissible mass exceeding 7,5 tonnes, and to N 3 vehicles.
3.2.2. Until the end of the phase-in period set out in Article 4(7), the OBD threshold limits specified in rows ‘phase-in
period’ of Table 1 for compression-ignition engines and of Table 2 for gas fuelled engines and positive-ignition
engines fitted to vehicles belonging to category M 3 , to N 2 vehicles having a maximum permissible mass
exceeding 7,5 tonnes and, to N 3 vehicles shall apply.
Table 1
OTLs (Compression-ignition engines)
Limit in mg/kWh
NO x
PM Mass
Phase-in period 1
500 25
General requirements 1
200 25

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Table 2
OTLs (all gas fuelled engines and positive-ignition engines fitted to vehicles belonging to category M 3 , to
N 2 vehicles having a maximum permissible mass exceeding 7,5 tonnes, and to N 3 vehicles)
Limit in mg/kWh
NO x
CO ( 1 )
phase-in period 1
500
general requirements 1
200
( 1 ) The OTL for CO shall be set at a later stage.
4. DEMONSTRATION
REQUIREMENTS
4.1.
The demonstration requirements shall be those set out in Section 6 of Annex 9B to UN/ECE Regulation No 49
and those described in Section 4 of this Annex.
4.2.
In addition to the point 4.1 the manufacturer may use the requirements as set out in Appendix 2 to demonstrate
the performance monitoring.
Approval authorities may approve a manufacturer’s use of a type of performance monitoring technique other
than the one referred to in Appendix 2. The chosen type of monitoring shall be demonstrated by the manu
facturer by a robust technical case based upon the design characteristics, or by presentation of test results, or by
reference to previous approvals, or by some other acceptable method, to be at least as robust, timely and efficient
as the ones mentioned in Appendix 2.
5. DOCUMENTATION
REQUIREMENTS
5.1. The
documentation
requirements
shall
be
those
set
out
in
Section
8
of
Annex
9B
to
UN/ECE
Regulation
No
49.
6. IN
USE
PERFORMANCE
REQUIREMENTS
The requirements of this Section shall apply to the OBD system monitors in accordance with the provisions of
Annex 9C to UN/ECE Regulation No 49.
6.1. Technical
requirements
6.1.1. The
technical
requirements
for
assessing
the
in-use
performance
of
OBD
systems
including
requirements
concerning communication protocols, numerators, denominators and their increment shall be those set out in
Annex 9C to UN/ECE Regulation No 49.
6.1.2. In
particular,
the
in-use
performance
ratio
(IUPR m ) of a specific monitor m of the OBD system shall be calculated
by the following formula:
IUPR m = Numerator m / Denominator m
where:
‘Numerator m ’ means the numerator of a specific monitor m and is a counter indicating the number of times a
vehicle has been operated in such a way that all monitoring conditions necessary for that specific monitor to
detect a malfunction have been encountered; and
‘Denominator m ’ means the denominator of a specific monitor m and is a counter indicating the number of
vehicle driving cycles that are of relevance to that specific monitor (or, ‘in which events occur that are of
relevance to that specific monitor’).
6.1.3. The in-use performance ratio (IUPR g ) of a group g of monitors on board a vehicle is calculated by the following
formula:
IUPR g = Numerator g / Denominator g
where:
‘Numerator g ’ means the numerator of a group g of monitors and is the actual value (Numerator m ) of the specific
monitor m that has the lowest in-use performance ratio as defined in Section 6.1.2 of all monitors within that
group g of monitors on board a particular vehicle; and

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‘Denominator g ’ means the denominator of a group g of monitors and is the actual value (Denominator m ) of the
specific monitor m that has the lowest in-use performance ratio as defined in Section 6.1.2 of all monitors
within that group g of monitors on board a particular vehicle.
6.2. Minimum
in-use
performance
ratio
6.2.1. The in-use performance ratio IUPR m of a monitor m of the OBD system as defined in Section 5 of Annex 9C to
UN/ECE Regulation No 49, shall be greater than or equal to the minimum in-use-performance ratio IUPR m (min)
applicable to the monitor m throughout the useful life of the engine as specified in Article 4 of Regulation (EC)
No 595/2009.
6.2.2. The
value
of
minimum
in-use-performance
ratio
IUPR(min)
is
0,1
for
all
monitors.
6.2.3. The
requirement
of
Section
6.2.1
is
deemed
to
be
fulfilled
if
for
all
groups
of
monitors
g
the
following
conditions are met:
6.2.3.1. The average value of
the
values
IUPR g of all vehicles equipped with engines belonging to the OBD engine
family under consideration is equal to or above IUPR(min), and
6.2.3.2. more than 50 % of all engines considered in Section 6.2.3.1 have an IUPR g equal to or above IUPR(min).
6.3. Documentation
requirements
6.3.1. The
documentation
associated
with
each
monitored
component
or
system
and
required
by
Section
8
of
Annex
9B to UN/ECE Regulation No 49 shall include the following information concerning in-use performance data:
(a) the criteria used for incrementing the numerator and the denominator;
(b) any criterion for disabling incrementation of the numerator or of the denominator.
6.3.1.1. Any criterion for disabling incrementation of the general denominator shall be added to the documentation
referred to in Section 6.3.1.
6.4. Statement
of
OBD
in-use
Performance
compliance
6.4.1. In the application for type-approval, the manufacturer shall provide a statement of OBD in-use Performance
compliance in accordance with the model set out in Appendix 6. In addition to this statement, compliance with
the requirements of Section 6.1 shall be verified through the additional assessment rules specified in Section 6.5.
6.4.2. This statement referred to in point 6.4.1 shall be attached to the documentation related to the OBD engine
family required by points 5 and 6.3 of this Annex.
6.4.3. The manufacturer shall maintain records which contain all test data, engineering and manufacturing analyses,
and other information which provides the basis for the OBD in-use performance compliance statement. The
manufacturer shall make such information available to the approval authority upon request.
6.4.4. During the phase-in period set out in Article 4(7), the manufacturer shall be exempted from providing the
statement required by Section 6.4.1.
6.5. Assessment
of
the
in-use
performance
6.5.1. The OBD in-use performance and compliance with Section 6.2.3 of this Annex shall be demonstrated at least
according to the procedure set out in Appendix 4 to this Annex.
6.5.2. National authorities and their delegates may pursue further tests to verify compliance with Section 6.2.3 of this
Annex.
6.5.2.1. To demonstrate non-compliance with the requirements of Section 6.2.3 of this Annex, based on the provision of
Section 6.5.2 of this Annex, the authorities must show for at least one of the requirements of Section 6.2.3 of
this Annex non-compliance with a statistical confidence level of 95 %, based on a sample of at least 30 vehicles.
6.5.2.2. The manufacturer shall have the opportunity to establish compliance with the requirements of Section 6.2.3 of
this Annex, for which non-compliance was demonstrated according to Section 6.5.2.1 of this Annex, by using a
test based on a sample of at least 30 vehicles, with a better statistical confidence than the test mentioned in
6.5.2.1.

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6.5.2.3. For tests performed according to Sections 6.5.2.1 and 6.5.2.2 both authorities and manufacturers must disclose
relevant details, such as those relating to the selection of the vehicles, to the other party.
6.5.3. If non-compliance with the requirements of Section 6.2.3 of this Annex is established according to Sections
6.5.1 or 6.5.2 of this Annex, remedial measures in accordance with Article 13 shall be taken.
6.5.4. The reference to driving cycle in Annex 9C to UN/ECE Regulation No 49 shall be read as reference to Driving
cycle as defined in Article 2 point 36 of this Regulation.
6.5.5. During the phase-in period set out in Article 4(7) the assessment of the in-use performance of OBD systems shall
be conducted in accordance with the provisions set out in Appendix 5.
6.5.5.1. During the phase-in period set out in Article 4(7) compliance of the OBD systems with the requirements of
Section 6.2.3 of this Annex is not mandatory.

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Appendix 1
Additional monitoring requirements
1. LOW
EGR
FLOW
1.1. The following requirement shall apply in addition to those of Appendix 3 to Annex 9B to UN/ECE Regulation
No 49.
In the case where the emissions would not exceed the OBD threshold limits even upon total failure of the EGR
system's ability to maintain the commanded EGR flow rate (for example, because of the correct functioning of an
SCR system downstream of the engine), then:
1.1.1. Where the control of the EGR flow rate is performed by means of a closed-loop system, the OBD system shall
detect a malfunction when the EGR system cannot increase the EGR flow to achieve the demanded flow rate.
1.1.2. Where the control of the EGR flow rate is performed by means of an open-loop system, the OBD system shall
detect a malfunction when the system has no detectable amount of EGR flow when EGR flow is expected.
2. EGR
COOLER
UNDERPERFORMANCE
2.1. The following requirements shall apply in addition to those of Appendix 3 to Annex 9B to UN/ECE Regulation
No 49.
2.1.1. In the case where total failure of the EGR cooler system’s ability to achieve the manufacturer’s specified cooling
performance would not result in the monitoring system detecting a failure (because the resulting increase in
emissions would not reach the OBD threshold limit for any pollutant), the OBD system shall detect a malfunction
when the system has no detectable amount of EGR cooling.
3. LOW
BOOST
PRESSURE
3.1. The following requirements shall apply in addition to those of Appendix 3 to Annex 9B to UN/ECE Regulation
No 49.
3.1.1. In the case where the emissions would not exceed the OBD threshold limits even upon total failure of the boost
system's ability to maintain the demanded boost pressure and the control of the boost pressure is performed by
means of a closed-loop system, the OBD system shall detect a malfunction when the boost system cannot increase
the boost pressure to achieve the demanded boost pressure.
3.1.2. In the case where the emissions would not exceed the OBD threshold limits even upon total failure of the boost
system's ability to maintain the demanded boost pressure and the control of the boost pressure is performed by
means of an open-loop system, the OBD system shall detect a malfunction when the system has no detectable
amount of boost pressure when boost pressure is expected.
4. MALFUNCTIONING
INJECTORS
4.1. The manufacturer shall submit to the approval authority an analysis of the long-term effects on the emission
control system of malfunctioning fuel injectors (for example clogged or soiled injectors) even if the OTLs are not
exceeded as a consequence of these malfunctions.
4.2. After the period set out in Article 4(7) the manufacturer shall submit to the approval authority a plan of the
monitoring techniques he intends to use in addition to those required by Appendix 3 to Annex 9B to UN/ECE
Regulation No 49 in order to diagnose the effects considered in Section 4.1.
4.2.1. After approval of this plan by the authority, the manufacturer shall implement those techniques in the OBD
system.

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Appendix 2
Performance monitoring
1. GENERAL
1.1. This
Appendix
sets
out
provisions
relating
to
the
demonstration
process
applicable
in
some
cases
of
performance
monitoring.
2. DEMONSTRATION
OF
PERFORMANCE
MONITORING
2.1. Approval
of
the
failure
classification
2.1.1. As specified in Section 4.2.1.1 of Annex 9B to UN/ECE Regulation No 49, in the case of performance
monitoring no correlation to actual emissions is necessary. However, the approval authority may request test
data in order to verify the classification of the malfunction effects as described in Section 6.2 of that Annex.
2.2. Approval
of
the
performance
monitoring
selected
by
the
manufacturer
2.2.1. In arriving at an approval decision on the choice of the performance criteria selected by the manufacturer, the
approval authority shall consider technical information provided by the manufacturer.
2.2.2. The performance threshold selected by the manufacturer for the monitor under consideration shall be
determined on the parent engine of the OBD engine family during a qualification test performed as follows:
2.2.2.1. The qualification test is performed in the same way as specified in Section 6.3.2.1 of Annex 9B to UN/ECE
Regulation No 49.
2.2.2.2. The decrease of performance of the component under consideration is measured and subsequently serves as the
performance threshold.
2.2.3. The
performance
criterion
and
the
performance
threshold
approved
for
the
parent
engine
will
be
considered
to
be applicable to all other members of the OBD engine family without further demonstration.
2.3. Qualification
of
a
deteriorated
component
2.3.1. A deteriorated component that is qualified for the parent engine of an OBD engine family is considered to be
qualified for the purposes of demonstrating the OBD performance of any member of that family.
2.4. Demonstration
of
the
OBD
performance
2.4.1. The demonstration of the OBD performance shall be conducted according to the requirements of Section 7.1.2
of Annex 9B to UN/ECE Regulation No 49 using the qualified deteriorated component that is qualified for use
with the parent engine.

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Appendix 3
Demonstration requirements in case of performance monitoring of a wall-flow diesel particulate filter
1. GENERAL
1.1.
This Appendix specifies the OBD demonstration process applicable in the case where the filtering process of a
wall-flow diesel particulate filter (DPF) is subject to performance monitoring.
1.1.1. A deteriorated wall-flow DPF can be created, for example, by drilling holes into the DPF substrate or by grinding
the end caps of the DPF substrate.
2. QUALIFICATION
TEST
2.1. Principle
2.1.1. A deteriorated wall-flow DPF is considered as a Qualified Deteriorated Component if, under the operating
conditions of the engine specified for the purpose of that test, the pressure drop (delta pressure) across that
deteriorated wall-flow DPF exceeds or is no less than 60 % of the pressure drop measured across a clean and
non-deteriorated wall-flow DPF of the same type.
2.1.1.1. The manufacturer shall demonstrate that this clean and non-deteriorated wall-flow DPF leads to the same
back-pressure as the deteriorated one before its deterioration.
2.1.2. Upon request of the manufacturer, the approval authority may accept per derogation a pressure drop threshold
of 50 % instead of 60 %. In order to apply for that derogation, the manufacturer shall justify his request by
sound technical arguments, such as the spread in new filter quality etc.
2.1.2.1. When granting such a derogation, the approval authority shall notify the manufacturer, the Commission, and all
Members States of its decision.
2.2. Qualification
process
2.2.1. For qualifying a deteriorated wall-flow DPF, the engine equipped with that wall-flow DPF shall be operated under
stabilised steady-state conditions, set at the speed and load values specified for mode 9 in the WHSC test cycle
specified in Annex 4B to UN/ECE Regulation No 49 (55 % normalised speed and 50 % normalised torque).
2.2.2. To qualify a deteriorated wall-flow DPF as a ‘Qualified Deteriorated Component’, the manufacturer shall demon
strate that the pressure drop across that deteriorated wall-flow DPF, measured when the engine system is
operated under the conditions specified in Section 2.2.1, is no less than the percentage of the pressure drop
across a clean and non-deteriorated DPF under the same conditions which is applicable in accordance with
Sections 2.1.1 and 2.1.2 of this Appendix.
2.3. Demonstration
of
the
OBD
performance
2.3.1. The
demonstration
of
the
OBD
performance
shall
be
conducted
in
accordance
with
the
requirements
of
Section 7.1.2 of Annex 9B to UN/ECE Regulation No 49 with the qualified deteriorated wall-flow DPF
mounted on the parent engine system.

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Appendix 4
Assessment of the in-use performance of the on-board diagnostic system
1. GENERAL
1.1. This
Appendix
sets
out
the
procedure
to
be
followed
when
demonstrating
the
OBD
in-use
performance
with
regard to the provisions set out in Section 6 of this Annex.
2. PROCEDURE
FOR
DEMONSTRATING
OBD
IN-USE
PERFORMANCE
2.1.
The OBD in-use performance of an engine family shall be demonstrated by the manufacturer to the approval
authority that granted the type-approval for the vehicles or engines concerned. The demonstration shall require
consideration of the OBD in-use performance of all OBD engine families within the engine family under
consideration (Figure 1).
Figure 1
Two OBD engine families within one engine family
2.1.1. The demonstration of OBD in-use performance shall be organised and conducted by the manufacturer, in close
cooperation with the approval authority.
2.1.2. The manufacturer may use in the demonstration of conformity relevant elements that were used to demonstrate
the conformity of an OBD engine family within another engine family provided that this earlier demonstration
took place no more than 2 years before the current demonstration (Figure 2).
2.1.2.1. A manufacturer may not, however, then use these elements in demonstrating conformity of a third or
subsequent, engine family unless each of these demonstrations takes place within 2 years of the first use of
the elements in a demonstration of conformity.

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Figure 2
Previously demonstrated conformity of an OBD engine family
2.2.
The demonstration of OBD in-use performance shall be performed at the same time and at the same frequency
as the in-service conformity demonstration specified in Annex II.
2.3.
The manufacturer shall report the initial schedule and the sampling plan for conformity testing to the approval
authority at the time of the initial type-approval of a new engine family.
2.4.
Vehicle types without a communication interface which permits the collection of the necessary in-use
performance data as specified in Annex 9C to UN/ECE Regulation No 49, with missing data or with a non-
standard data protocol shall be considered as non-compliant.
2.4.1. Individual vehicles with mechanical or electrical faults which prevent the collection of the necessary in-use
performance data as specified in Annex 9C to UN/ECE Regulation No 49 shall be excluded from the conformity
testing survey and the vehicle type shall not be considered non-compliant unless insufficient vehicles that meet
the sampling requirements can be found to permit the survey to be properly conducted.
2.5.
Engine or vehicle types where the collection of in-use performance data influences the OBD monitoring
performance shall be considered as non-compliant.
3. OBD
IN-USE
PERFORMANCE
DATA
3.1.
The OBD in-use performance data to be considered for assessing the conformity of an OBD engine family shall
be those recorded by the OBD system according to Section 6 of Annex 9C to UN/ECE Regulation No 49, and
made available according to Section 7 of that Annex.
4. ENGINE
OR
VEHICLE
SELECTION
4.1. Engine
selection
4.1.1. In the case where an OBD engine family is used in several engine families (Figure 2), engines from each of these
engine families shall be selected by the manufacturer for demonstrating the in-use performance of that OBD
engine family.
4.1.2. Any engine of a particular OBD engine family may be included in the same demonstration even if the
monitoring systems with which they are equipped are of different generations or at different modification states.
4.2. Vehicle
selection
4.2.1. Vehicle
segments
4.2.1.1. For the purpose of classifying the vehicles subject to demonstration, six vehicle segments shall be considered:
(a) for vehicles of class N: long-haul vehicles, distribution vehicles, and others such as construction vehicles;
(b) for vehicles of class M: coaches and inter-city buses, city buses, and others such as M 1 vehicles.

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4.2.1.2. Where possible, vehicles shall be selected from each segment in a survey.
4.2.1.3. There shall be a minimum of 15 vehicles per segment.
4.2.1.4. In the case where an OBD engine family is used in several engine families (Figure 2), the number of engines from
each of these engine families within a vehicle segment shall be as representative as possible of their volume share,
in terms of vehicles sold and in use, for that vehicle segment.
4.2.2. Vehicle
qualification
4.2.2.1. The engines selected shall be fitted to vehicles registered and used in a Member State.
4.2.2.2. Each vehicle selected shall have a maintenance record to show that the vehicle has been properly maintained and
serviced in accordance with the manufacturer's recommendations.
4.2.2.3. The OBD system shall be checked for proper functioning. Any malfunction indications relevant to the OBD
system itself that are stored in the OBD memory shall be recorded and the required repairs shall be carried out.
4.2.2.4. The engine and vehicle shall exhibit no indications of abuse such as overloading, misfuelling, or other misuse, or
other factors such as tampering that could affect the OBD performance. OBD system fault codes and information
on operating hours stored in the computer memory shall be amongst the evidence taken into account in
determining whether the vehicle has been subject to abuse or is otherwise ineligible for inclusion in a survey.
4.2.2.5. All emission control system and OBD components on the vehicle shall be as stated in the applicable type-
approval documents.
5. IN-USE
PERFORMANCE
SURVEYS
( 1 )
5.1. Collection
of
in-use
performance
data
5.1.1. In accordance with the provisions of Section 6, the manufacturer shall retrieve the following information from
the OBD system of each vehicle in the survey:
(a) the VIN (vehicle identification number);
(b) the numerator g and denominator g for each group of monitors recorded by the system in accordance with the
requirements of Section 6 of Annex 9C to UN/ECE Regulation No 49;
(c) the general denominator;
(d) the value of the ignition cycle counter;
(e) the total engine running hours.
5.1.2. The results from the group of monitors under evaluation shall be disregarded if a minimum value of 25 for its
denominator has not been reached.
5.2. Assessment
of
the
in-use
performance
5.2.1. The actual performance ratio per group of monitors of an individual engine (IUPR g ) shall be calculated from the
numerator g and denominator g retrieved from the OBD system of that vehicle.
5.2.2. The assessment of the in-use performance of the OBD engine family in accordance with the requirements of
Section 6.5.1 shall be made for each group of monitors within the OBD engine family considered in a vehicle
segment.
5.2.3. For
any
segment
of
vehicles
defined
in
Section
4.2.1
of
this
Appendix,
the
OBD
in-use
performance
is
considered
as being demonstrated for the purposes of Section 6.5.1 of this Annex if, and only if, for any group g of
monitors the following conditions are met:
(a) the average value of
the
IUPR g values of the considered sample is greater than 88 % of IUPR(min); and
(b) more than 34 % of all engines in the considered sample have an IUPR g value of more or equal than
IUPR(min).
( 1 ) This Section is subject to review after the end of the phase-in period specified in Article 4(7).

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6. REPORT
TO
THE
APPROVAL
AUTHORITY
The manufacturer shall provide the approval authority with a report on the in-use performance of the OBD
engine family that contains the following information:
6.1.
The list of the engine families within the considered OBD engine family (Figure 1).
6.2.
The following information concerning the vehicles considered in the demonstration:
(a) the total number of vehicles considered in the demonstration;
(b) the number and the type of vehicle segments;
(c) the VIN, and a short description (type-variant-version) of each vehicle.
6.3. In-use
performance
information
for
each
vehicle:
(a) the numerator g , denominator g , and in-use performance ratio (IUPR g ) for each group of monitors;
(b) the general denominator, the value of the ignition cycle counter, the total engine running hours.
6.4.
The results of the in-use performance statistics for each group of monitors:
(a) the average value of
the
IUPR g values of the sample;
(b) the number and the percentage of engines in the sample that have an IUPR g equal to or above IUPR m (min).

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Appendix 5
Assessment of the in-use performance of the on-board diagnostic system during the phase-in period
1. GENERAL
1.1. This Appendix specifies the process to be followed for the in-use performance assessment of the OBD system as
regards the provisions set out in Section 6 during the phase-in period set out in Article 4(7).
2. PROCEDURE
FOR
OBD
IN-USE
PERFORMANCE
ASSESSMENT
2.1. The
in-use
performance
assessment
during
the
phase-in
period
set
out
in
Article
4(7)
shall
consist
of
a
survey
programme including at least two in-use performance surveys, each of 9 months duration. These two surveys shall
be completed not later than by 1 July 2015.
2.2. Each manufacturer’s first survey shall start when the first complete or completed vehicle fitted with an engine
produced by that manufacturer and type-approved according to this Regulation is put into service.
2.3. The
surveys
shall
be
organised
and
conducted
by
each
manufacturer,
in
close
cooperation
with
the
approval
authority that granted the type-approval of the vehicles or engines concerned.
2.4. Data
Handling
During
the
Phase-In
Period
set
out
in
Article
4(7)
2.4.1. In order to achieve the aim of the phase-in period set out in Article 4(7) with respect to improvements in the
assessment of the OBD in-use performance requirements set out in Appendix 4 of this Annex, manufacturers shall
provide approval authorities and the Commission with following information:
(a) the IUPR data that manufacturers are required to supply in accordance with Section 6 of this Appendix;
(b) additional OBD information that manufacturers are required to supply by this Regulation and that may or may
not be considered to be confidential;
(c) additional data provided voluntarily by the manufacturer as an aid to achieving the aim of the phase-in period,
and which may be considered to be commercially sensitive by the manufacturer.
2.4.2. The passing of information considered confidential or commercially sensitive under the terms of this Regulation
falling into the category referred to in points (b) or (c) of Section 2.4.1 to third parties other than those mentioned
in Section 2.4.1 and 2.4.3 shall be subject to the manufacturer’s agreement.
2.4.3. Examples of the kinds of aspects of the complementary data within the category defined in point (c) of
Section 2.4.1 that might reasonably be thought to be commercially sensitive include the following:
(a) information that would permit the identity of either the vehicle or engine manufacturer, or of the vehicle
operator, to be determined or to be inferred with reasonable confidence;
(b) information on measurement techniques that are under development.
2.5. Section 2.4 of Appendix 4 shall apply to the problems posed by faulty or non-conformant communication
interfaces.
2.6. Engines
or
vehicles
where
the
collection
of
in-use
performance
data
influences
the
OBD
monitoring
performance
shall be considered to be non-compliant.
3. OBD
IN-USE
PERFORMANCE
DATA
3.1. The OBD in-use performance data to be considered for assessing the conformity of an OBD engine family shall be
those recorded by the OBD system in accordance with Section 6 of Annex 9C to UN/ECE Regulation No 49, and
made available in accordance with the requirements of Section 7 of that Annex.

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4. VEHICLE
AND
ENGINE
SELECTION
4.1. Engine
selection
4.1.1. In each of the two surveys required by Section 2.1 only one engine family and one OBD engine family shall be
considered.
4.1.2. If before 1 July 2015 a manufacturer has placed more than one engine family or OBD engine family on the
market, the two surveys shall cover different engine families or OBD engine families, respectively.
4.1.3. One of the surveys undertaken shall be performed using vehicles equipped with engines belonging to the engine
family with the highest sales volume reasonably expected after 31 December 2013, considering information
provided by the manufacturer.
4.1.4. Engines of a single engine family or OBD engine family may continue to be included in the same survey even if
the monitoring systems with which they are equipped are of different generations or modification states.
4.2. Vehicle
selection
4.2.1. The vehicle selection rules shall be those defined in Section 4.2 of Appendix 4 to this Annex.
5. IN-USE
PERFORMANCE
SURVEYS
5.1. Collection
of
in-use
performance
data
5.1.1. The rules concerning the collection of in-use performance data shall be those specified in Section 5.1 of
Appendix 4.
Notwithstanding the provisions of Section 5.1.2 of Appendix 4, the results from the group of monitors under
evaluation shall be disregarded if a minimum value of 25 for its denominator has not been reached unless
disregarding the data would result in there being fewer than 10 vehicles considered for the sampling in the
survey during the 9 month survey duration.
5.2. Assessment
of
the
in-use
performance
5.2.1. An assessment of the in-use performance shall be made for each group of monitors within the OBD engine family
considered in a vehicle segment.
5.2.2. The actual performance ratio per group of monitors for an individual engine (IUPR g ) shall be calculated from the
numerator g and denominator g retrieved from the OBD system of the vehicle in which it is fitted.
5.2.3. The assessment of the in-use performance of the OBD engine family shall be made for each group of monitors
within the OBD engine family considered in a vehicle segment in accordance with the provisions of Section 6.5.1
of this Annex
5.2.4. If any of the conditions mentioned in Section 6.5.1 of this Annex is not met, this shall be reported to the approval
authority together with the manufacturer’s assessment of the reason for this situation arising and, if applicable, a
plan of the work that the manufacturer will undertake with the aim of correcting the issue at latest for all vehicles
registered for the first time in the Union after the end of the phase-in period.
6.
REPORT TO THE APPROVAL AUTHORITY AND THE COMMISSION
For each survey performed in accordance with the provisions of this Appendix, the manufacturer shall provide the
approval authority and the Commission with a report on the in-use performance of the OBD engine family that
contains the following information:
6.1. The list of the engine families and OBD engine families considered for the survey.
6.2. Information concerning the vehicles considered in the survey including the following:
(a) the total number of vehicles considered in the survey;
(b) the number and the type of vehicle segments;

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(c) the VIN, and a short description (type-variant-version) of each vehicle;
(d) the segment to which an individual vehicle belongs;
(e) the usual type of duty or mode of operation of each individual vehicle;
(f) the accumulated mileage of each individual vehicle and/or the accumulated operating hours of its engine.
6.3. In-use
performance
information
for
each
vehicle
including
the
following:
(a) the numerator g , denominator g , and in-use performance ratio (IUPR g ) for each group of monitors;
(b) the general denominator, the value of the ignition cycle counter, the total engine running hours.
6.4. The results of the in-use performance statistics including the following:
(a) the average value of
the
IUPR g values of the sample;
(b) the number and the percentage of engines in the sample that have an IUPR g equal to or above IUPR m (min).

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Appendix 6
Model of an OBD in-use performance compliance statement
‘(Name of manufacturer) attests that the engines within this OBD engine family have been so designed and manufactured
as to comply with all requirements of Section 6.1 and 6.2 of Annex X to Regulation (EU) No 582/2011.
(Name of manufacturer) makes this statement in good faith, after having performed an appropriate engineering evaluation
of the OBD in-use performance of the engines within the OBD engine family over the applicable range of operating and
ambient conditions.
[date]’

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ANNEX XI
EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT
1. INTRODUCTION
1.1. This
Annex
contains
additional
requirements
for
the
type-approval
of
replacement
pollution
control
devices
as
separate technical units.
2. GENERAL
REQUIREMENTS
2.1. Marking
2.1.1. Each
replacement
pollution
control
device
shall
bear
at
least
the
following
identifications:
(a) the manufacturer’s name or trade mark;
(b) the make and identifying part number of the replacement pollution control device as recorded in the
information document issued in accordance with the model set out in Appendix 1.
2.1.2. Each
original
replacement
pollution
control
device
shall
bear
at
least
the
following
identifications:
(a) the vehicle or engine manufacturer’s name or trade mark;
(b) the make and identifying part number of the original replacement pollution control device as recorded in the
information referred to in point 2.3.
2.2. Documentation
2.2.1. Each
replacement
pollution
control
device
shall
be
accompanied
by
the
following
information:
(a) the manufacturer’s name or trade mark;
(b) the make and identifying part number of the replacement pollution control device as recorded in the
information document issued in accordance with the model set out in Appendix 1;
(c) the vehicles or engines including year of manufacture for which the replacement pollution control device is
approved, including, where applicable, a marking to identify if the replacement pollution control device is
suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;
(d) installation instructions.
The information referred to in this point shall be available in the product catalogue distributed to points of sale
by the manufacturer of replacement pollution control devices.
2.2.2. Each
original
replacement
pollution
control
device
shall
be
accompanied
by
the
following
information:
(a) the vehicle or engine manufacturer’s name or trade mark;
(b) the make and identifying part number of the original replacement pollution control device as recorded in the
information mentioned in Section 2.3;
(c) the vehicles or engines for which the original replacement pollution control device is of a type covered by
point 3.2.12.2.1 of Appendix 4 to Annex I, including, where applicable, a marking to identify if the original
replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board
diagnostic (OBD) system;
(d) installation instructions.
This information referred to in this point shall be available in the product catalogue distributed to points of sale
by the vehicle or engine manufacturer.
2.3.
For an original replacement pollution control device, the vehicle or engine manufacturer shall provide to the
approval authority the necessary information in electronic format which makes the link between the relevant
part numbers and the type-approval documentation.

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This information shall contain the following:
(a) make(s) and type(s) of vehicle or engine;
(b) make(s) and type(s) of original replacement pollution control device;
(c) part number(s) of original replacement pollution control device;
(d) type-approval number of the relevant engine or vehicle type(s).
3. EC
SEPARATE
TECHNICAL
UNIT
TYPE-APPROVAL
MARK
3.1. Every
replacement
pollution
control
device
conforming
to
the
type
approved
under
this
Regulation
as
a
separate
technical unit shall bear an EC type-approval mark.
3.2. This
mark
shall
consist
of
a
rectangle
surrounding
the
lower-case
letter
‘e’
followed
by
the
distinguishing
number
of the Member State which has granted the EC type-approval:
1. for Germany
2. for France
3. for Italy
4. for the Netherlands
5. for Sweden
6. for Belgium
7. for Hungary
8. for Czech Republic
9. for Spain
11. for the United Kingdom
12. for Austria
13. for Luxembourg
17. for Finland
18. for Denmark
19. for Romania
20. for Poland
21. for Portugal
23. for Greece
24. for Ireland
26. for Slovenia
27. for Slovakia
29. for Estonia
32. for Latvia
34. for Bulgaria
36. for Lithuania
49. for Cyprus
50. for Malta

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The EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’
contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC,
preceded by the two figures indicating the sequence number assigned to the latest major technical
amendment to Regulation (EC) No 595/2009 or this Regulation on the date EC type-approval for a separate
technical unit was granted. For this Regulation, the sequence number is 00.
3.3.
The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be
clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control device
is installed on the vehicle.
3.4.
An example of the EC type-approval mark for a separate technical unit is given in Appendix 8 to Annex I.
4. TECHNICAL
REQUIREMENTS
4.1. General
requirements
4.1.1. The
replacement
pollution
control
device
shall
be
designed,
constructed
and
capable
of
being
mounted
so
as
to
enable the engine and vehicle to comply with the rules with which it was originally in compliance and that
pollutant emissions are effectively limited throughout the normal life of the vehicle under normal conditions of
use.
4.1.2. The installation of the replacement pollution control device shall be at the exact position of the original
equipment pollution control device, and the position on the exhaust line of the exhaust gas, temperature and
pressure sensors shall not be modified.
4.1.3. If the original equipment pollution control device includes thermal protections, the replacement pollution control
device shall include equivalent protections.
4.1.4. Upon request of the applicant for the type-approval of the replacement component, the approval authority that
granted the original type-approval of the engine system shall make available on a non-discriminatory basis, the
information referred to in points 3.2.12.2.6.8.1 and 3.2.12.2.6.8.2 in Part 1 of the information document
contained in Appendix 4 to Annex I for each engine to be tested.
4.2. General
durability
requirements
The replacement pollution control device shall be durable, that is designed, constructed and capable of being
mounted so that reasonable resistance to the corrosion and oxidation phenomena to which it is exposed is
obtained, having regard to the conditions of use of the vehicle.
The design of the replacement pollution control device shall be such that the elements active in controlling
emissions are adequately protected from mechanical shock so as to ensure that pollutant emissions are effectively
limited throughout the normal life of the vehicle under normal conditions of use.
The applicant for type-approval shall provide to the approval authority details of the test used to establish
robustness to mechanical shock and the results of that test.
4.3. Requirements
regarding
emissions
4.3.1. Outline
of
procedure
for
evaluation
of
emissions
The engines indicated in Article 16(4)(a) equipped with a complete emissions control system including the
replacement pollution control device of the type for which approval is requested, shall be subjected to tests
appropriate for the intended application as described in Annex 4B to UN/ECE Regulation No 49, in order to
compare its performance with the original emissions control system according to the procedure described below.
4.3.1.1. Where the replacement pollution control device does not comprise the complete emissions control system, only
new original equipment or new original replacement pollution control components shall be used to provide a
complete system.
4.3.1.2. The emissions control system shall be aged according to the procedure described in point 4.3.2.4 and retested to
establish the durability of its emissions performance.
The durability of a replacement pollution control device is determined from a comparison of the two successive
sets of exhaust gas emissions tests:
(a) the first set is that made with the replacement pollution control device which has been run in with
12 WHSC Cycles;

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(b) the second set is that made with the replacement pollution control device which has been aged by the
procedures detailed below.
Where approval is applied for different types of engines from the same engine manufacturer, and provided that
these different types of engines are fitted with an identical original equipment pollution control system, the
testing may be limited to at least two engines selected after agreement with the approval authority.
4.3.2. Procedure for evaluation of emissions performance of a replacement pollution control device
4.3.2.1. The engine or engines shall be fitted with a new original equipment pollution control device according to
Article 16(4).
The exhaust after-treatment system shall be preconditioned with 12 WHSC cycles. After this preconditioning, the
engines shall be tested according to the WHDC test procedures specified in Annex 4B to UN/ECE Regulation
No 49. Three exhaust gas tests of each appropriate type shall be performed.
The test engines with the original exhaust after-treatment system or original replacement exhaust after-treatment
system shall comply with the limit values according to the type-approval of the engine or vehicle.
4.3.2.2. E x h a u s t g a s t e s t w i t h r e p l a c e m e n t p o l l u t i o n c o n t r o l d e v i c e
The replacement pollution control device to be evaluated shall be fitted to the exhaust after-treatment system
tested according to the requirements of point 4.3.2.1, replacing the relevant original equipment exhaust after-
treatment device.
The exhaust after-treatment system incorporating the replacement pollution control device shall then be precon
ditioned with 12 WHSC cycles. After this preconditioning, the engines shall be tested according to the WHDC
procedures described in Annex 4B to UN/ECE Regulation No 49. Three exhaust gas tests of each appropriate
type shall be performed.
4.3.2.3. I n i t i a l e v a l u a t i o n o f t h e e m i s s i o n o f p o l l u t a n t s o f e n g i n e s e q u i p p e d w i t h
r e p l a c e m e n t p o l l u t i o n c o n t r o l d e v i c e s
The requirements regarding emissions of the engines equipped with the replacement pollution control device
shall be deemed to be fulfilled if the results for each regulated pollutant (CO, HC, NMHC, methane, NO x , NH 3 ,
particulate mass and particle number as appropriate for the type-approval of the engine) meet the following
conditions:
(1) M ≤ 0,85S + 0,4G;
(2) M ≤ G
where:
M: mean value of the emissions of one pollutant obtained from the three tests with the replacement pollution
control device.
S: mean value of the emissions of one pollutant obtained from the three tests with the original or original
replacement pollution control device.
G: limit value of the emissions of one pollutant according to the type-approval of the vehicle.
4.3.2.4. D u r a b i l i t y o f e m i s s i o n s p e r f o r m a n c e
The exhaust after-treatment system tested in point 4.3.2.2 and incorporating the replacement pollution control
device shall be subjected to the durability procedures described in Appendix 4.
4.3.2.5. E x h a u s t g a s t e s t w i t h a g e d r e p l a c e m e n t p o l l u t i o n c o n t r o l d e v i c e
The aged exhaust after-treatment system incorporating the aged replacement control device shall then be fitted to
the test engine used in points 4.3.2.1 and 4.3.2.2
The aged exhaust after-treatment systems shall be preconditioned with 12 WHSC cycles and subsequently tested
using the WHDC procedures described in Annex 4B to UN/ECE Regulation No 49. Three exhaust gas tests of
each appropriate type shall be performed.
4.3.2.6. D e t e r m i n a t i o n o f a g e i n g f a c t o r f o r t h e r e p l a c e m e n t p o l l u t i o n c o n t r o l d e v i c e
The aging factor for each pollutant shall be the ratio of the applied emission values at the useful life end point
and at the start of the service accumulation. (e.g. if the emissions of pollutant A at the useful life end point are
1,50 g/kWh and those at the start of the service accumulation are 1,82 g/kWh, the ageing factor is
1,82/1,50 = 1,21).

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4.3.2.7. E v a l u a t i o n o f t h e e m i s s i o n o f p o l l u t a n t s o f e n g i n e s e q u i p p e d w i t h r e p l a c e m e n t
p o l l u t i o n c o n t r o l d e v i c e s
The requirements regarding emissions of the engines equipped with the aged replacement pollution control
device (as described in point 4.3.2.5) shall be deemed to be fulfilled if the results for each regulated pollutant
(CO, HC, NMHC, methane, NO x , NH 3 , particulate mass and particle number as appropriate for the type-approval
of the engine) meet the following condition:
M × AF ≤ G
where:
M: mean value of the emissions of one pollutant obtained from the three tests with the preconditioned
replacement pollution control device before ageing (i.e. results from Section 4.3.2)
AF: the aging factor for one pollutant
G: limit value of the emissions of one pollutant according to the type-approval of the vehicle(s).
4.3.3. Replacement
pollution
control
device
technology
family
The manufacturer may identify a replacement pollution control device technology family, to be identified by
basic characteristics which shall be common to devices within the family.
To belong to the same replacement pollution control device technology family the replacement pollution control
devices shall have the following:
(a) the same emissions control mechanism (oxidation catalyst, three-way catalyst, particulate filter, selective
catalytic reduction for NO x , etc.);
(b) the same substrate material (same type of ceramic, or same type of metal);
(c) the same substrate type and cell density;
(d) the same catalytically active materials and, where more than one, the same ratio of catalytically active
materials;
(e) the same total charge of catalytically active materials;
(f) the same type of washcoat applied by the same process.
4.3.4. Assessment of the durability of emissions performance of a replacement pollution control device by use of a technology family
aging factor
Where the manufacturer has identified a replacement pollution control technology family, the procedures
described in point 4.3.2 may be used to determine the Aging Factors (AFs) for each pollutant for the parent
of that family. The engine on which these tests are conducted shall have a minimum engine displacement of
[0,75 dm 3 ] per cylinder.
4.3.4.1. D e t e r m i n a t i o n o f d u r a b i l i t y p e r f o r m a n c e o f f a m i l y m e m b e r s
A replacement pollution control device A within a family and intended to be mounted on an engine of
displacement C A may be considered to have the same aging factors as the parent replacement pollution
control device P, determined on an engine of displacement C P , if the following conditions are fulfilled:
V A /C A ≥ V P /C P
where:
V A : Substrate volume (in dm 3 ) of replacement pollution control device A
V P : Substrate volume (in dm 3 ) of the parent replacement pollution control device P of the same family; and

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both engines use the same method for regeneration of any emissions control devices incorporated in the original
exhaust after-treatment system. This requirement shall apply only where devices requiring regeneration are
incorporated in the original exhaust after-treatment system.
If these conditions are fulfilled, the emissions durability performance of other members of the family may be
determined from the emissions results (S) of that family member determined according to the requirements set
out in points 4.3.2.1, 4.3.2.2 and 4.3.2.3 and using the Aging Factors determined for the parent of that family.
4.4. Requirements
regarding
exhaust
back-pressure
The back pressure shall not cause the complete exhaust system to exceed the value specified according to point
4.1.2 of Annex I.
4.5. Requirements
regarding
OBD
compatibility
(applicable
only
to
replacement
pollution
control
devices
intended to be fitted to vehicles equipped with an OBD system)
4.5.1. OBD
compatibility
demonstration
is
required
only
when
the
original
pollution
control
device
was
monitored
in
the original configuration.
4.5.2. The compatibility of the replacement pollution control device with the OBD system shall be demonstrated by
using the procedures described in Annex X to this Regulation and Annex 9B to UN/ECE Regulation No 49 for
replacement pollution control devices intended to be fitted to engines or vehicles type-approved in accordance
with Regulation (EC) No 595/2009 and this Regulation.
4.5.3. The
provisions
in
UN/ECE
Regulation
No
49
applicable
to
components
other
than
pollution
control
devices
shall
not apply.
4.5.4. The replacement pollution control device manufacturer may use the same preconditioning and test procedure as
used during the original type-approval. In this case, the approval authority which granted original type-approval
of an engine of a vehicle shall provide, on request and on a non-discriminatory basis, Appendix on test
conditions to Appendix 4 to Annex I which contains the number and type of preconditioning cycles and the
type of test cycle used by the original equipment manufacturer for OBD testing of the pollution control device.
4.5.5. In
order
to
verify
the
correct
installation
and
functioning
of
all
other
components
monitored
by
the
OBD
system, the OBD system shall indicate no malfunction and have no stored fault codes prior to the installation of
any of the replacement pollution control device. An evaluation of the status of the OBD system at the end of the
tests described in points 4.3.2 to 4.3.2.7 may be used for this purpose.
4.5.6. The
malfunction
indicator
shall
not
activate
during
vehicle
operation
required
by
points
4.3.2
to
4.3.2.7.
5. CONFORMITY
OF
PRODUCTION
5.1.
Measures to ensure the conformity of production shall be taken in accordance with Article 12 of Directive
2007/46/EC.
5.2. Special
provisions
5.2.1. The
checks
referred
to
in
Section
2.2
of
Annex
X
to
Directive
2007/46/EC
shall
include
compliance
with
the
characteristics as defined under ‘type of pollution control device’ in Article 2(8) of Regulation (EC) No 692/2008.
5.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests described in Section 4.3 of this Annex
(requirements regarding emissions) may be carried out. In this case, the holder of the approval may request, as an
alternative, to use as a basis for comparison not the original equipment pollution control device, but the
replacement pollution control device which was used during the type-approval tests (or another sample that
has been proven to conform to the approved type). Emissions values measured with the sample under verifi
cation shall then on average not exceed by more than 15 % the mean values measured with the sample used for
reference.

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Appendix 1
MODEL
Information document No …
relating to the EC type-approval of replacement pollution control devices
The following information shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in
appropriate scale and sufficient detail on size A4 or on a folder of A4 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.
0. GENERAL
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: ..........................................................................................................................................................
0.5. Name
and
address
of
manufacturer:
................................................................................................
..................................................
0.7. In the case of components and separate technical units, location and method of affixing of the EC
approval mark: ................................................................................................
..........................................................................................
0.8. Name(s)
and
address(es)
of
assembly
plant(s):
................................................................................................
................................
0.9 Name
and
address
of
the
manufacturer’s
authorised
representative
(if
any):
.......................................................................
1. DESCRIPTION
OF
THE
DEVICE
1.1. Type of the replacement pollution control device: (oxidation catalyst, three-way catalyst, SCR catalyst, particulate
filter, etc.) ................................................................................................
...................................................................................................
1.2. Drawings
of
the
replacement
pollution
control
device,
identifying
in
particular
all
the
characteristics
referred
to
under ‘type of pollution control device’ of Article 2 of Regulation (EU) No 582/2011: ...............................................
1.3. Description
of
the
engine
and
vehicle
type
or
types
for
which
the
replacement
pollution
control
device
is
intended: ......................................................................................................................................................................
...............................
1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle type(s): .........................................................................
1.3.2 Number(s) and/or symbol(s) characterising the original pollution control device(s) which the replacement pollution
control device is intended to replace: ................................................................................................
...............................................
1.3.3. Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) ( 1 )
1.3.4. Is the replacement pollution control device compatible with existing vehicle/engine control systems (yes/no) ( 1 )
1.4. Description and drawings showing the position of the replacement pollution control device relative to the engine
exhaust manifold(s): ................................................................................................
.................................................................................
( 1 ) Delete where not applicable.

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Appendix 2
MODEL EC TYPE-APPROVAL CERTIFICATE
(Maximum format: A4 (210 mm × 297 mm))
EC TYPE-APPROVAL CERTIFICATE
Stamp of administration
Communication concerning the:
— EC type-approval ( 1 ) ................................................................................................................................................................
.....................,
— extension of EC type-approval ( 1 ) ............................................................................................................................................................,
— refusal of EC type-approval ( 1 ) ................................................................................................
.................................................................,
— withdrawal of EC type-approval ( 1 ) ..........................................................................................................................................................
of a type of component/separate technical unit ( 1 )
with regard to Regulation (EC) No 595/2009, as implemented by Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 or Regulation (EU) No 582/2011, as last amended by ...............................................................
EC type-approval number: ................................................................................................
.................................................................................
Reason for extension: ................................................................................................
..........................................................................................
SECTION I
0.1. Make
(trade
name
of
manufacturer):
.................................................................................................................................................
0.2. Type:
................................................................................................
............................................................................................................
0.3. Means of identification of type marked on the component/separate technical unit
( 2 ) (Identifying
Part Number): ................................................................................................................................................................
............................
0.3.1. Location of that marking: ................................................................................................
.....................................................................
0.5. Name
and
address
of
manufacturer:
................................................................................................
..................................................
0.7. In the case of components and separate technical units, location and method of affixing of the EC
approval mark: ................................................................................................
..........................................................................................
0.8. Name
and
address(es)
of
assembly
plant(s):
....................................................................................................................................
0.9. Name
and
address
of
manufacturer’s
representative:
................................................................................................
...................
SECTION II
1. Additional
information
1.1. Make and type of the replacement pollution control device: (oxidation catalyst, three-way catalyst, SCR catalyst,
particulate filter, etc.) ................................................................................................
..............................................................................
1.2. Engine and vehicle type(s) for which the pollution control device type qualifies as replacement part: .....................
1.3. Type(s)
of
engine
on
which
the
replacement
pollution
control
device
has
been
tested:
.................................................
1.3.1. Has the replacement pollution control device demonstrated compatibility with OBD requirements
(yes/no) ( 1 ): ...................................................................................................................................................................
...............................
( 1 ) Delete where not applicable.
( 2 ) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit
types covered by this type-approval certificate such characters shall be represented in the document by the symbol: ‘?’ (e.g. ABC??123??).

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2. Technical
service
responsible
for
carrying
out
the
tests:
............................................................................................................
3. Date
of
test
report:
................................................................................................
.................................................................................
4. Number
of
test
report:
................................................................................................
...........................................................................
5. Remarks:
......................................................................................................................................................................
...............................
6. Place:
................................................................................................
............................................................................................................
7. Date:
................................................................................................
................................................................................................
.............
8. Signature:
................................................................................................
................................................................................................
....
Attachments: Information package.
Test report.

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Appendix 3
Ageing procedure for evaluation of durability
1. This Appendix set out the procedures for ageing a replacement pollution control device for the purpose of
evaluating the durability.
2. For demonstrating the durability the replacement pollution control device shall be subject to the requirements set
out in points 1 to 3.4.2 of Annex VII.
2.1. For the purpose of demonstrating durability of the replacement pollution control device the minimum service
accumulation periods as set out in Table 1 may be used.
Table 1
Minimum service accumulation period
Category of vehicle in which engine will be installed Minimum
service
accumulation
period
Category N 1 vehicles
Category N 2 vehicles
Category N 3 vehicles with a maximum technically
permissible mass not exceeding 16 tonnes
Category N 3 vehicles with a maximum technically
permissible mass exceeding 16 tonnes
Category M 1 vehicles
Category M 2 vehicles
Category M 3 vehicles of classes I, II, A and B as defined in
Annex I to Directive 2001/85/EC, with a maximum
technically permissible mass not exceeding 7,5 tonnes
Category M 3 vehicles of classes III and B as defined in
Annex I to Directive 2001/85/EC with a maximum
technically permissible mass exceeding 7,5 tonnes

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ANNEX XII
CONFORMITY OF IN-SERVICE ENGINES AND VEHICLES TYPE-APPROVED UNDER DIRECTIVE 2005/55/EC
1. INTRODUCTION
1.1. This
Annex
sets
out
requirements
for
the
conformity
of
in-service
engines
and
vehicles
type-approved
under
Directive 2005/55/EC.
2. PROCEDURE
FOR
IN-SERVICE
CONFORMITY
2.1.
For in-service conformity testing the provisions set out in Annex 8 to UN/ECE Regulation No 49 shall apply.
2.2.
On the request of the manufacturer the approval authority that granted the original type-approval may decide to
use the in-service conformity procedure specified in Annex II to this Regulation for engines and vehicles type-
approved under Directive 2005/55/EC.
2.3. If
the
procedures
described
in
Annex
II
are
used,
the
following
exceptions
shall
apply:
2.3.1. All references to the WHTC and WHSC shall be understood as references to ETC and ESC respectively as defined
in Annex 4A to UN/ECE Regulation No 49.
2.3.2. Point
2.2
of
Annex
II
to
this
Regulation
shall
not
apply.
2.3.3. If the normal in-service conditions of a particular vehicle are considered to be incompatible with proper
execution of the tests, the manufacturer or the approval authority may request that alternative driving routs
and payloads are used. The requirements as specified in points 4.1 and 4.5 of Annex II to this Regulation shall be
used as guideline to determine whether the driving patterns and payloads are acceptable for in-service conformity
testing.
When the vehicle is operated by a driver other than the usual professional driver of the particular vehicle, this
alternative driver shall be skilled and trained to operate heavy duty vehicles of the category subject to be tested.
2.3.4. Points 2.3 and 2.4 of Annex II shall not apply.
2.3.5. Point
3.1
of
Annex
II
shall
not
apply.
2.3.6. The manufacturer shall perform in-service testing on this engine family. The test schedule shall be approved by
the approval authority.
At the request of the manufacturer the testing may stop 5 years after the end of production.
2.3.7. At the request of the manufacturer the approval authority may decide on a sampling plan according to points
3.1.1, 3.1.2 and 3.1.3 of Annex II or according to Appendix 3 to Annex 8 to UN/ECE Regulation No 49.
2.3.8. Point 4.4.2 of Annex II to this Regulation shall not apply.
2.3.9. The fuel may be replaced with the appropriate reference fuel, on the request of the manufacturer.
2.3.10. The values in point 4.5 of Annex II may be used as guidance to determine whether the driving patterns and
payloads are acceptable for in-service conformity testing.
2.3.11. Point 4.6.5 of Annex II shall not apply.
2.3.12. The minimum test duration shall be three times the work of the ETC or the CO 2 reference mass in kg/cycle from
the ETC as applicable.
2.3.13. Point 5.1.1.1.2 of Annex II shall not apply.

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2.3.14. In the case the data stream information referred to in point 5.1.1 of Annex II cannot be retrieved in a proper
manner from two vehicles with engines from the same engine family, while the scan-tool is working properly, the
engine shall be tested following the procedures set out in Annex 8 to UN/ECE Regulation No 49.
2.3.15. Confirmatory testing may be performed on an engine test bench as defined in Annex 8 to UN/ECE Regulation
No 49.
2.3.16. The manufacturer may request the approval authority to perform confirmatory testing on an engine test bench as
defined in Annex 8 to UN/ECE Regulation No 49 if the following conditions are met:
(a) a fail decision has been reached for the vehicles sampled according to point 2.3.7;
(b) the 90 % cumulative percentile of the exhaust emission conformity factors from the engine system tested,
determined in accordance with the measurement and calculation procedures specified in Appendix 1 to
Annex II does not exceed the value of 2,0.

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ANNEX XIII
REQUIREMENTS TO ENSURE THE CORRECT OPERATION OF NO x CONTROL MEASURES
1. INTRODUCTION
This Annex sets out the requirements to ensure the correct operation of NO x control measures. It includes
requirements for vehicles that rely on the use of a reagent in order to reduce emissions.
2. GENERAL
REQUIREMENTS
Any engine system falling within the scope of this Annex shall be designed, constructed and installed so as to
be capable of meeting these requirements throughout the normal life of the engine under normal conditions of
use. In achieving this objective it is acceptable that engines which have been used in excess of the appropriate
durability period referred to in Article 4 of Regulation (EC) No 595/2009 may show some deterioration in
performance and sensitivity of the monitoring system.
2.1. Alternative
approval
If requested by the manufacturer, for vehicles of category M 1 , M 2 , N 1 and N 2 with a maximum permissible
mass not exceeding 7,5 tonnes and M 3 Class I, Class II and Class A and Class B as defined in Annex I to
Directive 2001/85/EC with a permissible mass not exceeding 7,5 tonnes, compliance with the requirements of
Annex XVI to Regulation (EC) 692/2008 shall be considered equivalent to the compliance with this Annex.
If such alternative approval is used, the information related to the correct operation of NO x control measures
in Sections 3.2.12.2.8.1 to 3.2.12.2.8.5 of Part 2 of Appendix 4 to Annex I is replaced by the information of
Section 3.2.12.2.8 of Appendix 3 to Annex I to Regulation (EC) No 692/2008.
Selective application of the provisions of this Annex and of the provisions of Annex XVI to Regulation (EC)
No 692/2008 shall not be permitted except to the extent that it is explicitly permitted in this Section.
2.2. Required
information
2.2.1. Information
that
fully
describes
the
functional
operational
characteristics
of
an
engine
system
covered
by
this
Annex shall be provided by the manufacturer in the form set out in Appendix 4 to Annex I.
2.2.2.
In its application for type-approval, the manufacturer shall specify the characteristics of all reagents consumed
by any emission control system. This specification shall include types and concentrations, operational
temperature conditions, and references to international standards.
2.2.3. Detailed
written
information
fully
describing
the
functional
operation
characteristics
of
the
driver
warning
system as provided in accordance with Section 4 and of the driver inducement system as provided in
accordance with Section 5 shall be submitted to the approval authority at the time of application for the
type-approval.
2.2.4.
When a manufacturer applies for an approval of an engine or engine family as a separate technical unit, it shall
include in the documentation package referred to in Article 5(3) or 7(3) or 9(3) the appropriate requirements
that will ensure that the vehicle, when used on the road or elsewhere as appropriate, will comply with the
requirements of this Annex. This documentation shall include the following:
(a) the detailed technical requirements including the provisions ensuring the compatibility with the moni
toring, warning, and inducement systems present in the engine system for the purpose of complying with
the requirements of this Annex;
(b) the verification procedure to be complied with for installation of the engine in the vehicle.
The existence and the adequacy of such installation requirements may be checked during the approval process
of the engine system.
The documentation referred to in points (a) and (b) shall not be required if the manufacturer applies for an EC
type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.

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2.3. Operating
conditions
2.3.1. Any
engine
system
falling
within
the
scope
of
this
Annex
shall
retain
its
emission
control
function
during
all
conditions regularly pertaining in the territory of the Union, especially at low ambient temperatures, in line
with Annex VI.
2.3.2. The
emission
control
monitoring
system
shall
be
operational:
(a) at ambient temperatures between 266 K and 308 K (– 7 °C and 35 °C);
(b) at all altitudes below 1 600 m;
(c) at engine coolant temperatures above 343 K (70 °C).
This Section shall not apply in the case of monitoring for reagent level in the storage tank, where monitoring
shall be conducted under all conditions where measurement is technically feasible including all conditions
when a liquid reagent is not frozen.
2.4.
Reagent freeze protection
2.4.1. The
manufacturer
may
use
a
heated
or
a
non-heated
reagent
tank
and
dosing
system,
in
accordance
with
the
general requirements of Section 2.3.1. A heated system shall meet the requirements of Section 2.4.2. A non-
heated system shall meet the requirements of Section 2.4.3.
2.4.1.1. The use of a non-heated reagent tank and dosing system shall be indicated in written instructions to the owner
of the vehicle.
2.4.2. Heated
reagent
tank
and
dosing
system
2.4.2.1. If the reagent has frozen, the manufacturer shall ensure that reagent is available for use within a maximum of
70 minutes after the start of the vehicle at 266 K (– 7 °C) ambient temperature.
2.4.2.2. D e m o n s t r a t i o n
2.4.2.2.1. The reagent tank and dosing system shall be soaked at 255 K (– 18 °C) for 72 hours or until the bulk of the
reagent becomes solid.
2.4.2.2.2. After the soak period provided in Section 2.4.2.2.1. the engine shall be started and operated at 266 K (– 7 °C)
ambient temperature as follows: 10 to 20 minutes idling, followed by up to 50 minutes at no more than 40 %
load.
2.4.2.2.3. The reagent dosing system shall be fully functional at the end of the test procedures described in Sections
2.4.2.2.1 and 2.4.2.2.2.
2.4.2.2.4. Demonstration of compliance with the requirements of Section 2.4.2.2 may be done in a cold chamber test
cell equipped with an engine or vehicle dynamometer or may be based on vehicle field tests, as approved by
the approval authority.
2.4.3. Non-heated
reagent
tank
and
dosing
system
2.4.3.1. The driver warning system described in Section 4 shall be activated if no reagent dosing occurs at an ambient
temperature ≤ 266 K (– 7 °C).
2.4.3.2. The severe inducement system described in Section 5.4 shall be activated if no reagent dosing occurs at an
ambient temperature ≤ 266 K (– 7 °C) within a maximum of 70 minutes after vehicle start.
2.5.
Each separate reagent tank installed on a vehicle shall include a means for taking a sample of any fluid inside
the tank and for doing so without the need for information not stored on-board the vehicle. The sampling
point shall be easily accessible without the use of any specialised tool or device. Keys or systems which are
normally carried on the vehicle for locking access to the tank shall not be considered to be specialised tools or
devices for the purpose of this Section.

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3. MAINTENANCE
REQUIREMENTS
3.1.
The manufacturer shall furnish or cause to be furnished to all owners of new vehicles or new engines type-
approved in accordance with this Regulation written instructions about the emission control system and its
correct operation.
Those instructions shall state that if the vehicle emission control system is not functioning correctly the driver
will be informed of a problem by the driver warning system, and that operation of the driver inducement
system as a consequence of ignoring this warning will result in the vehicle being unable to efficiently conduct
its mission.
3.2.
The instructions shall indicate requirements for the proper use and maintenance of vehicles in order to
maintain their emissions performance, including, where relevant, the proper use of consumable reagents.
3.3.
The instructions shall be written in clear and non-technical language and in the official language or languages
of the Member State in which a new vehicle or engine is sold or registered.
3.4.
The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal
maintenance intervals. The instructions shall also specify the required reagent quality. They shall indicate how
the operator should refill the reagent tank. The information shall also indicate a likely rate of reagent
consumption for the type of vehicle and how often it is likely to need to be replenished.
3.5. The
instructions
shall
specify
that
use
of,
and
refilling
with,
a
required
reagent
of
the
correct
specifications
is
essential in order for the vehicle to comply with the requirements for the issuing of the certificate of
conformity for that vehicle type.
3.6. The
instructions
shall
state
that
it
may
be
a
criminal
offence
to
use
a
vehicle
that
does
not
consume
any
reagent if the reagent is required for the reduction of emissions.
3.7. The
instructions
shall
explain
how
the
warning
system
and
driver
inducement
systems
work.
In
addition,
the
consequences, in terms of vehicle performance and fault logging, of ignoring the warning system and not
replenishing the reagent or rectifying a problem shall be explained.
4. DRIVER
WARNING
SYSTEM
4.1.
The vehicle shall include a driver warning system using visual alarms that informs the driver when a low
reagent level, incorrect reagent quality, too low a rate of reagent consumption, or a malfunction, has been
detected that may be due to tampering and that will lead to operation of the driver inducement system if not
rectified in a timely manner. The warning system shall also be active when the driver inducement system
described in Section 5 has been activated.
4.2. The
vehicle
on-board
diagnostics
(OBD)
display
system
described
in
Annex
9B
to
UN/ECE
Regulation
No
49
and referred to in Annex X to this Regulation, shall not be used for the purpose of providing the visual alarms
described in Section 4.1. The warning shall not be the same as the warning used for the purposes of OBD (that
is, the MI – malfunction indicator) or other engine maintenance. It shall not be possible to turn off the warning
system or visual alarms by means of a scan-tool if the cause of the warning activation has not been rectified.
4.3. The
driver
warning
system
may
display
short
messages,
including
messages
indicating
clearly
the
following:
(a) the remaining distance or time before activation of the low-level or severe inducements;
(b) the level of torque reduction;
(c) the conditions under which vehicle disablement can be cleared.
The system used for displaying the messages referred to in this point may be the same as the one used for
OBD or other maintenance purposes.

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4.4.
At the choice of the manufacturer, the warning system may include an audible component to alert the driver.
The cancelling of audible warnings by the driver is permitted.
4.5.
The driver warning system shall be activated as specified in Sections 6.2, 7.2, 8.4, and 9.3.
4.6.
The driver warning system shall be deactivated when the conditions for its activation have ceased to exist. The
driver warning system shall not be automatically deactivated without the reason for its activation having been
remedied.
4.7.
The warning system may be temporarily interrupted by other warning signals providing important safety-
related messages.
4.8.
A facility to permit the driver to dim the visual alarms provided by the warning system may be provided on
vehicles for use by the rescue services or on vehicles in the categories defined in Article 2(3)(b) of Directive
2007/46/EC.
4.9.
Details of the driver warning system activation and deactivation procedures are specified in Appendix 2.
4.10.
As part of the application for type-approval under this Regulation, the manufacturer shall demonstrate the
operation of the driver warning system, as specified in Appendix 1.
5. DRIVER
INDUCEMENT
SYSTEM
5.1.
The vehicle shall incorporate a two-stage driver inducement system starting with a low-level inducement
(a performance restriction) followed by a severe inducement (effective disablement of vehicle operation).
5.2. The
requirement
for
a
driver
inducement
system
shall
not
apply
to
engines
or
vehicles
for
use
by
the
rescue
services or to engines or vehicles specified in Article 2(3)(b) of Directive 2007/46/EC. Permanent deactivation
of the driver inducement system shall only be done by the engine or vehicle manufacturer.
5.3. Low-level
inducement
system
The low-level inducement system shall reduce the maximum available engine torque across the engine speed
range by 25 % between the peak torque speed and the governor breakpoint as described in Appendix 3.
The low-level inducement system shall be activated when the vehicle becomes stationary for the first time after
the conditions specified in Sections 6.3, 7.3, 8.5, and 9.4, have occurred.
5.4. Severe
inducement
system
The vehicle or engine manufacturer shall incorporate at least one of the severe inducement systems described
in Sections 5.4.1, 5.4.2 and 5.4.3 and the ‘disable on time limit’ system described in Section 5.4.4.
5.4.1.
A ‘disable after restart’ system shall limit the vehicle speed to 20 km/h (creep mode) after the engine has been
shut down at the request of the driver (key-off).
5.4.2.
A ‘disable after fuelling’ system shall limit the vehicle speed to 20 km/h (creep mode) after the fuel tank level
has risen a measurable amount, which shall not be more than 10 % of the fuel tank capacity and shall be
approved by the approval authority based on the technical capabilities of the fuel level meter and a declaration
by the manufacturer.
5.4.3.
A ‘disable after parking’ system shall limit the vehicle speed to 20 km/h (creep mode) after the vehicle has been
stationary for more than 1 hour.
5.4.4. A
‘disable
on
time
limit’
system
shall
limit
the
vehicle
speed
to
20
km/h
(creep
mode)
on
the
first
occasion
when the vehicle becomes stationary after 8 hours of engine operation if none of the systems described in
Sections 5.4.1, 5.4.2 and 5.4.3 has previously been activated.
5.5.
The driver inducement system shall be activated as specified in Sections 6.3, 7.3, 8.5, and 9.4.

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5.5.1.
When the driver inducement system has determined that the severe inducement system shall be activated, the
low-level inducement system shall remain activated until the vehicle speed has been limited to 20 km/h (creep
mode).
5.6. 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.
5.7.
Details of the driver inducement system activation and deactivation procedures are described in Appendix 2.
5.8.
As part of the application for type-approval under this Regulation, the manufacturer shall demonstrate the
operation of the driver inducement system, as specified in Appendix 1.
6. REAGENT
AVAILABILITY
6.1. Reagent
indicator
The vehicle shall include a specific indicator on the dashboard that clearly informs the driver of the level of
reagent in the reagent storage tank. The minimum acceptable performance level for the reagent indicator is that
it shall continuously indicate the reagent level whilst the driver warning system referred to in Section 4 is
activated to indicate problems with reagent availability. The reagent indicator may be in the form of an
analogue or digital display, and may show the level as a proportion of the full tank capacity, the amount
of remaining reagent, or the estimated driving distance remaining.
The reagent indicator shall be placed in close proximity to the fuel level indicator.
6.2. Activation
of
the
driver
warning
system
6.2.1.
The driver warning system specified in Section 4 shall be activated when the level of reagent is less than 10 %
of the capacity of the reagent tank or a higher percentage at the choice of the manufacturer.
6.2.2.
The warning provided shall be sufficiently clear for the driver to understand that the reagent level is low. When
the warning system includes a message display system, the visual warning shall display a message indicating a
low level of reagent. (for example, ‘urea level low’, ‘AdBlue level low’, or ‘reagent low’).
6.2.3. The
driver
warning
system
does
not
initially
need
to
be
continuously
activated,
however
activation
shall
escalate in intensity so that it becomes continuous when the level of the reagent is approaching a very low
proportion of the capacity of the reagent tank and the point where the driver inducement system will come
into effect is approached. It shall culminate in a driver notification at a level that is at the choice of the
manufacturer, but is sufficiently more noticeable than the point where the driver inducement system in Section
6.3 comes into effect.
6.2.4.
The continuous warning shall not be easily disabled or ignored. When the warning system includes a message
display system, an explicit message shall be displayed (for example. ‘fill up urea’, ‘fill up AdBlue’, or ‘fill up
reagent’). The continuous warning may be temporarily interrupted by other warning signals providing
important safety related messages.
6.2.5.
It shall not be possible to turn off the driver warning system until the reagent has been replenished to a level
not requiring its activation.
6.3. Activation
of
the
driver
inducement
system
6.3.1. The
low-level
inducement
system
described
in
Section
5.3
shall
be
activated
if
the
reagent
tank
level
goes
below 2,5 % of its nominally full capacity or a higher percentage at the choice of the manufacturer.
6.3.2. The
severe
inducement
system
described
in
Section
5.4
shall
be
activated
if
the
reagent
tank
is
empty
(that
is,
the dosing system is unable to draw further reagent from the tank) or at any level below 2,5 % of its nominally
full capacity at the discretion of the manufacturer.

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6.3.3.
It shall not be possible to turn off the low-level or severe driver inducement system until the reagent has been
replenished to a level not requiring their respective activation.
7. REAGENT
QUALITY
MONITORING
7.1.
The vehicle shall include a means of determining the presence of an incorrect reagent on board a vehicle.
7.1.1. The
manufacturer
shall
specify
a
minimum
acceptable
reagent
concentration
CD min , which results in tailpipe
emissions not exceeding the limit values specified in Annex I to Regulation (EC) No 595/2009.
7.1.1.1. During the phase-in period specified in Article 4(7) and upon request of the manufacturer for the purpose of
Section 7.1.1 the reference to the NO x emission limit specified in Annex I to Regulation (EC) No 595/2009
shall be replaced by the value of 900 mg/kWh.
7.1.1.2. The
correct
value
of
CD min shall be demonstrated during type-approval by the procedure defined in Appendix
6 and recorded in the extended documentation package as specified in Article 3 and Section 8 of Annex I.
7.1.2. Any
reagent
concentration
lower
than
CD min shall be detected and be regarded, for the purpose of Section 7.1,
as being incorrect reagent.
7.1.3.
A specific counter (the reagent quality counter) shall be attributed to the reagent quality. The reagent quality
counter shall count the number of engine operating hours with an incorrect reagent.
7.1.4.
Details of the reagent quality counter activation and deactivation criteria and mechanisms are described in
Appendix 2.
7.1.5. The
reagent
quality
counter
information
shall
be
made
available
in
a
standardised
manner
in
accordance
with
the provisions of Appendix 5.
7.2. Activation
of
the
driver
warning
system
When the monitoring systems detects or, as appropriate, confirms that the reagent quality is incorrect, the
driver warning system described in Section 4 shall be activated. When the warning system includes a message
display system, it shall display a message indicating the reason for the warning (for example. ‘incorrect urea
detected’, ‘incorrect AdBlue detected’, or ‘incorrect reagent detected’).
7.3. Activation
of
the
driver
inducement
system
7.3.1. The
low-level
inducement
system
described
in
Section
5.3
shall
be
activated
if
the
reagent
quality
is
not
rectified within 10 engine operating hours after the activation of the driver warning system described in
Section 7.2.
7.3.2. The
severe
inducement
system
described
in
Section
5.4
shall
be
activated
if
the
reagent
quality
is
not
rectified
within 20 engine operating hours after the activation of the driver warning system described in Section 7.2.
7.3.3.
The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction, in accordance with the mechanism described in Appendix 2.
8. REAGENT
CONSUMPTION
MONITORING
8.1. The
vehicle
shall
include
a
means
of
determining
reagent
consumption
and
providing
off-board
access
to
consumption information.
8.2. Reagent
consumption
and
dosing
activity
counters
8.2.1.
A specific counter shall be attributed to the reagent consumption (the ‘reagent consumption counter’) and
another to the dosing activity (the ‘dosing activity counter’). These counters shall count the number of engine
operating hours which occur with an incorrect reagent consumption and, respectively, an interruption of the
reagent dosing activity.
8.2.2.
Details of the reagent consumption counter and dosing counter activation and deactivation criteria and
mechanisms are described in Appendix 2 to this Annex.

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8.2.3. The
reagent
consumption
counter
and
the
dosing
counter
information
shall
be
made
available
in
a
standardised
manner according to the provisions of Appendix 5 to this Annex.
8.3. Monitoring
conditions
8.3.1. The
maximum
detection
period
for
insufficient
reagent
consumption
is
48
hours
or
the
period
equivalent
to
a
demanded reagent consumption of at least 15 litres, whichever is longer.
8.3.2.
In order to monitor reagent consumption, at least one of the following parameters within the vehicle or engine
shall be monitored:
(a) the level of reagent in the on-vehicle storage tank;
(b) the flow of reagent or quantity of reagent injected at a position as close as technically possible to the point
of injection into an exhaust after-treatment system.
8.4. Activation
of
the
driver
warning
system
8.4.1. The
driver
warning
system
described
in
Section
4
shall
be
activated
if
a
deviation
of
more
than
20
%
between
the average reagent consumption and the average demanded reagent consumption by the engine system over a
period to be defined by the manufacturer, which shall not be longer than the maximum period defined in
Section 8.3.1, is detected. When the warning system includes a message display system, it shall display a
message indicating the reason for the warning (for example, ‘urea dosing malfunction’, ‘AdBlue dosing
malfunction’, or ‘reagent dosing malfunction’).
8.4.1.1. Until the end of the phase-in period specified in Article 4(7) the driver warning system described in Section 4
shall be activated if a deviation of more than 50 % between the average reagent consumption and the average
demanded reagent consumption by the engine system over the period to be defined by the manufacturer,
which shall not be longer than the maximum period defined in Section 8.3.1 is detected.
8.4.2.
The driver warning system described in Section 4 shall be activated in the case of interruption in reagent
dosing. When the warning system includes a message display system, it shall display a message indicating an
appropriate warning. This activation shall not be required where the interruption is demanded by the engine
ECU because the vehicle operating conditions are such that the vehicle’s emission performance does not require
reagent dosing.
8.5. Activation
of
the
driver
inducement
system
8.5.1.
The low-level inducement system described in Section 5.3 shall be activated if an error in the reagent
consumption or an interruption in reagent dosing is not rectified within 10 engine operating hours after
the activation of the driver warning system specified in Sections 8.4.1 and 8.4.2.
8.5.2.
The severe inducement system described in Section 5.4 shall be activated if an error in the reagent
consumption or an interruption in reagent dosing is not rectified within 20 engine operating hours after
the activation of the driver warning system in Sections 8.4.1 and 8.4.2.
8.5.3.
The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction in accordance with the mechanism described in Appendix 2.
9. MONITORING
FAILURES
THAT
MAY
BE
ATTRIBUTED
TO
TAMPERING
9.1.
In addition to the level of reagent in the reagent tank, the reagent quality, and the reagent consumption, the
following failures shall be monitored by the anti-tampering system because they may be attributed to
tampering:
(a) Impeding of the EGR valve operation;
(b) failures of the anti-tampering monitoring system, as described in Section 9.2.1.

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9.2. Monitoring
requirements
9.2.1.
The anti-tampering monitoring system shall be monitored for electrical failures and for removal or deactivation
of any sensor that prevents it from diagnosing any other failures mentioned in Sections 6 to 8 (component
monitoring).
A non-exhaustive list of sensors that affect the diagnostic capability are those directly measuring NO x concen
tration, urea quality sensors, ambient sensors, and sensors used for monitoring reagent dosing activity, reagent
level, or reagent consumption.
9.2.2. EGR
valve
counter
9.2.2.1. A specific counter shall be attributed to an impeded EGR valve. The EGR valve counter shall count the number
of engine operating hours when the DTC associated with an impeded EGR valve is confirmed to be active.
9.2.2.2. Details of the EGR valve counter activation and deactivation criteria and mechanisms are described in
Appendix 2 to this Annex.
9.2.2.3. The
EGR
valve
counter
information
shall
be
made
available
in
a
standardised
manner
in
accordance
with
the
provisions of Appendix 5.
9.2.3. Monitoring
system
counters
9.2.3.1. A specific counter shall be attributed to each of the monitoring failures considered in point (b) of point 9.1.
The monitoring system counters shall count the number of engine operating hours when the DTC associated
with a malfunction of the monitoring system is confirmed to be active. Grouping of several faults into a single
counter is permitted.
9.2.3.2. Details of the criteria for activation and deactivation of the monitoring system counters and the associated
mechanisms are described in Appendix 2.
9.2.3.3. The monitoring system counter information shall be made available in a standardised manner in accordance
with the provisions of Appendix 5.
9.3. Activation
of
the
driver
warning
system
The driver warning system described in Section 4 shall be activated in the case where any of the failures
specified in Section 9.1 occurs, and shall indicate that an urgent repair is required. When the warning system
includes a message display system, it shall display a message indicating either the reason for the warning (for
example, ‘reagent dosing valve disconnected’, or ‘critical emission failure’).
9.4. Activation
of
the
driver
inducement
system
9.4.1.
The low-level inducement system described in Section 5.3 shall be activated if a failure specified in Section 9.1
is not rectified within 36 engine operating hours after the activation of the driver warning system in Section
9.3.
9.4.2.
The severe inducement system described in Section 5.4 shall be activated if a failure specified in Section 9.1 is
not rectified within 100 engine operating hours after the activation of the driver warning system in Section
9.3.
9.4.3.
The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction in accordance with the mechanism described in Appendix 2.

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Appendix 1
Demonstration requirements
1. GENERAL
1.1. The
manufacturer
shall
submit
to
the
approval
authority
a
complete
documentation
package
justifying
the
compliance of the SCR system with the requirements of this Annex as regards its capabilities for monitoring
and activation of the driver warning and inducement system, which may include:
(a) algorithms and decision charts;
(b) tests and/or simulation results;
(c) reference to previously approved monitoring systems etc.
1.2. Compliance
with
the
requirements
of
this
Annex
shall
be
demonstrated
during
type-approval
by
performing,
as
illustrated in Table 1 and specified in this Appendix, the following demonstrations:
(a) a demonstration of the warning system activation;
(b) a demonstration of the low-level inducement system activation;
(c) a demonstration of the severe inducement system activation.
Table 1
Illustration of the content of the demonstration process in accordance with the provisions in Sections
3, 4 and 5
Mechanism Demonstration
elements
Warning system activation specified (a) Four activation tests (incl. lack of reagent)
in Section 3
(b) Supplementary demonstration elements, as appropriate
Low-level inducement activation (a) Two activation tests (incl. lack of reagent)
specified in Section 4
(b) Supplementary demonstration elements
(c) One torque reduction test
Severe inducement activation
(a) Two activation tests (incl. lack of reagent)
specified in Section 5
(b) Supplementary demonstration elements, as appropriate
(c) Demonstration elements of correct vehicle behaviour during
inducement
2.
ENGINE FAMILIES OR OBD ENGINE FAMILIES
The compliance of an engine family or an OBD engine family with the requirements of this Annex may be
demonstrated by testing one of the members of the family under consideration, provided that the manufacturer
demonstrates to the approval authority that the monitoring systems necessary for complying with the
requirements of this Annex are similar within the family.
2.1. This
demonstration
may
be
performed
by
presenting
to
the
approval
authorities
such
elements
as
algorithms,
functional analyses, etc.
2.2.
The test engine is selected by the manufacturer in agreement with the approval authority. It may or may not be
the parent engine of the considered family.
2.3.
In the case where engines of an engine family belong to an OBD engine family that has already been type-
approved according to Section 2.1 (Figure 1), the compliance of that engine family is deemed to be demonstrated
without further testing, provided the manufacturer demonstrates to the authority that the monitoring systems
necessary for complying with the requirements of this Annex are similar within the engine and OBD engine
families under consideration.

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Figure 1
Previously demonstrated conformity of an OBD engine family
3. DEMONSTRATION
OF
THE
WARNING
SYSTEM
ACTIVATION
3.1. The
compliance
of
the
warning
system
activation
shall
be
demonstrated
by
performing
one
test
for
each
of
the
failure categories considered in Section 6 to 9 such as: lack of reagent, low reagent quality, low reagent
consumption, failure of components of the monitoring system.
3.2. Selection
of
the
failures
to
be
tested
3.2.1. For the purpose of demonstrating the activation of the warning system in case of a wrong reagent quality, a
reagent shall be selected with a concentration of the active ingredient equal to or higher than the minimum
acceptable reagent concentration CD min , communicated by the manufacturer in accordance with the
requirements of Section 7.1.1 of this Annex.
3.2.2. For the purpose of demonstrating the activation of the warning system in the case of an incorrect rate of reagent
consumption, it shall be sufficient to arrange an interruption of the dosing activity.
3.2.2.1. Where activation of the warning system has been demonstrated by interruption of the dosing activity, the
manufacturer shall, in addition, present the approval authority with evidence such as algorithms, functional
analyses, the results of previous tests, etc., to show that the warning system will activate correctly in the case of
an incorrect rate of reagent consumption due to other causes.
3.2.3. For the purpose of demonstrating the activation of the warning system in case of failures that may be attributed
to tampering, as defined in Section 9, the selection shall be performed in accordance with the following
requirements:
3.2.3.1. The manufacturer shall provide the approval authority with a list of such potential failures.
3.2.3.2. The failure to be considered in the test shall be selected by the approval authority from this list referred to in
Section 3.2.3.1.
3.3. Demonstration
3.3.1. For the purposes of this demonstration of the activation of the warning system a separate test shall be performed
for each of the failures considered in Section 3.1.

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3.3.2. During
a
test,
no
failure
shall
be
present
other
than
the
one
addressed
by
the
test.
3.3.3. Prior
to
starting
a
test,
all
DTC
shall
have
been
erased.
3.3.4. At the request of the manufacturer, and with the agreement of the approval authority, the failures subject to
testing may be simulated.
3.3.5. For failures other than lack of reagent, once the failure has been induced or simulated, the detection of that
failure shall be performed in accordance with Section 7.1.2.2 of Annex 9B to UN/ECE Regulation No 49.
3.3.5.1. The detection sequence shall be stopped once the DTC of the selected failure has got the ‘confirmed and active’
status.
3.3.6. For the purpose of demonstrating the activation of the warning system in case of lack of reagent availability, the
engine system shall be operated over one or more operating sequences at the discretion of the manufacturer.
3.3.6.1. The demonstration shall start with a level of reagent in the tank to be agreed between the manufacturer and the
approval authority but representing not less than 10 % of the nominal capacity of the tank.
3.3.6.2. The warning system is deemed to have performed in the correct manner if the following conditions are met
simultaneously:
(a) the warning system has been activated with a reagent availability greater or equal to 10 % of the capacity of
the reagent tank and the DTC of the failure has got the ‘confirmed and active’ status;
(b) the ‘continuous’ warning system has been activated with a reagent availability greater or equal to the value
declared by the manufacturer according to the provisions of Section 6.
3.4.
The demonstration of the warning system activation is deemed to be accomplished if, at the end of each
demonstration test performed according to Section 3.2.1, the warning system has been properly activated and
the DTC for the selected failure has got the ‘confirmed and active’ status.
4. DEMONSTRATION
OF
THE
INDUCEMENT
SYSTEM
4.1. The
demonstration
of
the
inducement
system
shall
be
done
by
tests
performed
on
an
engine
test
bench.
4.1.1. Any additional vehicle components or sub-systems, such as ambient temperature sensors, level sensors, and
driver warning and information systems, that are required in order to perform the demonstrations shall be
connected to the engine system for that purpose, or shall be simulated, to the satisfaction of the approval
authority.
4.1.2. If the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration tests may
be performed on a complete vehicle either by mounting the vehicle on a suitable test bed or by running it on a
test track under controlled conditions.
4.2.
The test sequence shall demonstrate the activation of the inducement system in case of lack of reagent and in
case of one of the failures defined in Sections 7, 8, or 9.
4.3. For
the
purpose
of
this
demonstration,
(a) the approval authority shall select, in addition to the lack of reagent, one of the failures defined in Sections 7,
8 or 9 that has been previously used in the demonstration of the warning system;
(b) the manufacturer shall be permitted to simulate, in agreement with the approval authority, the achievement
of a certain number of operating hours;
(c) the achievement of the torque reduction required for low-inducement may be demonstrated at the same time
as the general engine performance approval process performed in accordance with this Regulation. Separate
torque measurement during the inducement system demonstration is not required in this case. The speed
limitation required for severe inducement shall be demonstrated in accordance with the requirements of
Section 5.
4.4.
The manufacturer shall, in addition, demonstrate the operation of the inducement system under those failure
conditions defined in Sections 7, 8 or 9 which have not been chosen for use in demonstration tests described in
Sections 4.1, 4.2 and 4.3. These additional demonstrations may be performed by presentation to the approval
authority of a technical case using evidence such as algorithms, functional analyses, and the results of previous
tests.

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4.4.1. These additional demonstrations shall, in particular, demonstrate to the satisfaction of the approval authority the
inclusion of the correct torque reduction mechanism in the engine ECU.
4.5. Demonstration
test
of
the
low-level
inducement
system
4.5.1. This demonstration starts when the warning system, or when appropriate ‘continuous’ warning system, has been
activated as a result of the detection of a failure selected by the approval authority.
4.5.2. When the system is being checked for its reaction to the case of lack of reagent in the tank, the engine system
shall be run until the reagent availability has reached a value of 2,5 % of the nominal full capacity of the tank or
the value declared by the manufacturer in accordance with Section 6.3.1 at which the low-level inducement
system is intended to operate.
4.5.2.1. The manufacturer may, with the agreement of the approval authority, simulate continuous running by extracting
reagent from the tank, either whilst the engine is running or whilst it is stopped.
4.5.3. When the system is checked for its reaction in the case of a failure other than a lack of reagent in the tank, the
engine system shall be run for the relevant number of operating hours indicated in Table 2 of Appendix 2 or, at
the choice of the manufacturer, until the relevant counter has reached the value at which the low-level
inducement system is activated.
4.5.4. The demonstration of the low-level inducement system shall be deemed to be accomplished if, at the end of each
demonstration test performed in accordance with Sections 4.5.2 and 4.5.3, the manufacturer has demonstrated
to the approval authority that the engine ECU has activated the torque reduction mechanism.
4.6. Demonstration
test
of
the
severe
inducement
system
4.6.1. This
demonstration
shall
start
from
a
condition
where
the
low-level
inducement
system
has
been
previously
activated, and may be performed as a continuation of the tests undertaken to demonstrate the low-level
inducement system.
4.6.2. When the system is checked for its reaction in the case of lack of reagent in the tank, the engine system shall be
run until the reagent tank is empty (that is, until the dosing system cannot draw further reagent from the tank),
or has reached the level below 2,5 % of nominal full capacity of the tank at which the manufacturer has declared
that the severe inducement system will be activated.
4.6.2.1. The manufacturer may, with the agreement of the approval authority, simulate continuous running by extracting
reagent from the tank, either whilst the engine is running or whilst it is stopped.
4.6.3. When the system is checked for its reaction in the case of a failure that is not a lack of reagent in the tank, the
engine system shall then be run for the relevant number of operating hours indicated in Table 2 of Appendix 2
or, at the choice of the manufacturer, until the relevant counter has reached the value at which the severe
inducement system is activated.
4.6.4. The demonstration of the severe inducement system shall be deemed to be accomplished if, at the end of each
demonstration test performed in accordance with Sections 3.6.2 and 3.6.3, the manufacturer has demonstrated
to the type-approval authority that the required vehicle speed limitation mechanism has been activated.
5.
DEMONSTRATION OF THE VEHICLE SPEED LIMITATION FOLLOWING ACTIVATION OF THE SEVERE
INDUCEMENT SYSTEM
5.1.
The demonstration of the vehicle speed limitation following activation of the severe inducement system shall be
performed by the presentation to the approval authority of a technical case using evidence such as algorithms,
functional analyses, and the result of previous tests.
5.1.1. Alternatively, if the manufacturer chooses, and subject to the agreement of the approval authority, the demon
stration of vehicle speed limitation may be performed on a complete vehicle in accordance with the requirements
of Section 5.4, either by mounting the vehicle on a suitable test bed or by running it on a test track under
controlled conditions.
5.2.
When the manufacturer applies for an approval of an engine or engine family as a separate technical unit, the
manufacturer shall provide the approval authority with evidence that the installation documentation package
complies with the provisions of Section 2.2.4 concerning the measures to ensure that the vehicle, when used on
the road or elsewhere as appropriate, will comply with the requirements of this Annex regarding severe
inducement.
5.3.
If the approval authority is not satisfied with the evidence of proper operation of the severe inducement system
that is provided by the manufacturer, the approval authority may request a demonstration on a single repre
sentative vehicle in order to confirm proper operation of the system. The vehicle demonstration shall be
performed in accordance with the requirements of Section 5.4.

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5.4.
Additional demonstration for confirming the effect of activation of the severe inducement system on a
vehicle
5.4.1. This demonstration shall be performed at the request of the approval authority when it is not satisfied with the
evidence of proper operation of the severe inducement system provided by the manufacturer. This demonstration
shall be performed at the earliest opportunity in agreement with the approval authority.
5.4.2. One of the failures defined in Sections 6 to 9 shall be selected by the manufacturer, and shall be introduced or
simulated on the engine system, as the manufacturer and the approval authority agree.
5.4.3. The inducement system shall be brought by the manufacturer to a state where the low-level inducement system
has been activated and the severe inducement system has not yet been activated.
5.4.4. The vehicle shall be operated until the counter associated with the selected failure has reached the relevant
number of operating hours indicated in Table 2 of Appendix 2 or, as appropriate, until either the reagent tank is
empty or, has reached the level below 2,5 % of nominal full capacity of the tank at which the manufacturer has
chosen to activate the severe inducement system.
5.4.5. If the manufacturer has opted for the ‘disable after restart’ approach referred to in Section 5.4.1, the vehicle shall
be operated until the end of the current operating sequence, which must include a demonstration that the vehicle
is capable of exceeding 20 km/h. After restart, the vehicle speed shall be limited to no more than 20 km/h.
5.4.6. If the manufacturer has opted for the ‘disable after fuelling’ approach referred to in Section 5.4.2, the vehicle
shall be operated for a short distance, chosen by the manufacturer, after it has been brought to a state where
there is sufficient spare capacity in the tank to permit it to be refuelled with the amount of fuel defined in
Section 5.4.2. The vehicle operation before refuelling shall include a demonstration that the vehicle is capable of
exceeding 20 km/h. After refuelling the vehicle with the amount of fuel defined in Section 5.4.2, the vehicle
speed shall be limited to no more than 20 km/h.
5.4.7. If the manufacturer has opted for the ‘disable after parking’ approach referred to in Section 5.4.3, the vehicle
shall be stopped after having been run for a short distance, chosen by the manufacturer, which is sufficient to
demonstrate that the vehicle is capable of exceeding a speed of 20 km/h. After the vehicle has been stationary for
more than one hour, the vehicle speed shall be limited to no more than 20 km/h.

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Appendix 2
Description of the driver warning and inducement activation and deactivation mechanisms
1. To
complement
the
requirements
specified
in
this
Annex
concerning
the
driver
warning
and
inducement
activation and deactivation mechanisms, this Appendix specifies the technical requirements for an implemen
tation of those activation and deactivation mechanisms consistent with the OBD provisions of Annex X.
All definitions used in Annex X are applicable to this Appendix.
2. ACTIVATION
AND
DEACTIVATION
MECHANISMS
OF
THE
DRIVER
WARNING
SYSTEM
2.1. The
driver
warning
system
shall
be
activated
when
the
diagnostic
trouble
code
(DTC)
associated
with
a
malfunction justifying its activation has the status defined in Table 1.
Table 1
Activation of the driver warning system
Failure type DTC
status
for
activation
of
the
warning
system
Poor reagent quality confirmed
and
active
Low reagent consumption potential
(if
detected
after
10
hours),
potential
or
confirmed
and
active
otherwise
Absence of dosing confirmed
and
active
Impeded EGR valve confirmed
and
active
Malfunction of the monitoring
confirmed and active
system
2.1.1.
If the counter associated with the relevant failure is not at zero, and is consequently indicating that the
monitor has detected a situation where the malfunction may have occurred for a second or subsequent time,
the driver warning system shall be activated when the DTC has the status ‘potential’.
2.2.
The driver warning system shall be deactivated when the diagnostic system concludes that the malfunction
relevant to that warning is no longer present or when the information, including DTCs relative to the failures,
justifying its activation is erased by a scan-tool.
2.2.1 Erasing
of
failure
information
by
means
of
a
scan-tool
2.2.1.1. Erasing of information, including DTCs relative to failures justifying the activation of a driver warning signal
and of their associated data, by means of a scan-tool shall be performed in accordance with Annex 9B to
UN/ECE Regulation No 49.
2.2.1.2. The erasing of failure information shall only be possible under ‘engine-off’ conditions.
2.2.1.3. When failure information, including DTCs, is erased, any counter associated with these failures and which is
specified in this Annex as one that must not be erased shall not be erased.
3. ACTIVATION
AND
DEACTIVATION
MECHANISM
OF
THE
DRIVER
INDUCEMENT
SYSTEM
3.1.
The driver inducement system shall be activated when the warning system is active and the counter relevant to
the type of malfunction justifying its activation has reached the value specified in Table 2.
3.2.
The driver inducement system shall be deactivated when the system no longer detects a malfunction justifying
its activation, or if the information, including the DTCs, relative to the failures justifying its activation has been
erased by a scan-tool or maintenance tool.
3.3. The
driver
warning
and
inducement
systems
shall
be
immediately
activated
or
deactivated
as
appropriate
in
accordance with the provisions of Section 6 after assessment of the reagent quantity in the reagent tank. In
that case, the activation or deactivation mechanisms shall not depend upon the status of any associated DTC.

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4. COUNTER
MECHANISM
4.1. General
4.1.1.
To comply with the requirements of this Annex, the system shall contain at least four counters to record the
number of hours during which the engine has been operated while the system has detected any of the
following:
(a) an incorrect reagent quality;
(b) an incorrect reagent consumption;
(c) an interruption of reagent dosing activity;
(d) an impeded EGR valve;
(e) a failure of the monitoring system as defined in point (b) of Section 9.1.
4.1.2.
Each of these counters shall count up to the maximum value provided in a 2 byte counter with 1 hour
resolution, and shall hold that value unless the conditions allowing the counter to be reset to zero are met.
4.1.3. A
manufacturer
may
use
a
single
or
multiple
monitoring
system
counters.
A single counter may accumulate the number of hours of 2 or more different malfunctions relevant to that
type of counter.
4.1.3.1. When the manufacturer decides to use multiple monitoring system counters, the system shall be capable of
assigning a specific monitoring system counter to each malfunction that is relevant, in accordance with this
Annex, to that type of counter.
4.2. Principle
of
counter
mechanisms
4.2.1. Each
of
the
counters
shall
operate
as
follows:
4.2.1.1. If starting from zero, the counter shall begin counting as soon as a malfunction relevant to that counter is
detected and the corresponding diagnostic trouble code (DTC) has the status described in Table 1.
4.2.1.2. The counter shall halt and hold its current value if a single monitoring event occurs and the malfunction that
originally activated the counter is no longer detected or if the failure has been erased by a scan-tool or a
maintenance tool.
4.2.1.2.1. If the counter stops counting when the severe inducement system is active, the counter shall be kept frozen at
the value defined in Table 2.
4.2.1.2.2. In the case of a single monitoring system counter, that counter shall continue counting if a malfunction
relevant to that counter has been detected and its corresponding Diagnostic trouble code (DTC) has the status
‘confirmed and active’. It shall halt and hold the value specified in Section 4.2.1.2, or 4.2.1.2.1 as appropriate,
if no malfunction that would justify the counter activation is detected or if all the failures relevant to that
counter have been erased by a scan-tool or a maintenance tool.
Table 2
Counters and inducement
Frozen value held
DTC status for first acti Counter value for Counter value for
by the counter
vation of the counter
low-level
during the period
inducement
severe inducement
just after severe
inducement
Reagent quality counter confirmed
and
active 10
hours 20
hours 18
hours
Reagent consumption
potential or
10 hours 20
hours 18
hours
counter
confirmed and active
(see Table 1)
Dosing counter confirmed
and
active 10
hours 20
hours 18
hours
EGR valve counter confirmed
and
active 36
hours 100
hours 95
hours
Monitoring system counter confirmed
and
active 36
hours 100
hours 95
hours

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4.2.1.3. Once frozen, the counter shall be reset to zero when the monitors relevant to that counter have run at least
once to completion of their monitoring cycle without having detected a malfunction and no malfunction
relevant to that counter has been detected during 36 engine operating hours since the counter was last held
(see Figure 1).
4.2.1.4. The counter shall continue counting from the point at which it had been held if a malfunction relevant to that
counter is detected during a period when the counter is frozen (see Figure 1).
Figure 1
Reactivation and resetting to zero of a counter after a period when its value has been frozen
5.
ILLUSTRATION OF THE ACTIVATION AND DEACTIVATION AND COUNTER MECHANISMS
5.1.
This Section illustrates the activation and deactivation and counter mechanisms for some typical cases. The
figures and descriptions given in Sections 4.2, 4.3 and 4.4 are provided solely for the purposes of illustration
in this Annex and should not be referenced as examples of either the requirements of this Regulation or as
definitive statements of the processes involved. For simplification purposes, for example, the fact that the
warning system will also be active when the inducement system is active has not been mentioned in the
illustrations given.
5.2.
Figure 2 illustrates the operation of the activation and deactivation mechanisms when monitoring the reagent
availability for five cases:
(a) use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is
disabled;
(b) repair case 1 (‘adequate’ refilling): the driver refills the reagent tank so that a level above the 10 % threshold
is reached. Warning and inducement are de-activated;
(c) repair cases 2 and 3 (‘inadequate’ refilling): The warning system is activated. The level of warning depends
on the amount of available reagent;
(d) repair case 4 (‘very inadequate’ refilling): The low-level inducement is activated immediately.

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Figure 2
Reagent availability
5.3.
Figure 3 illustrates three cases of wrong urea quality:
(a) use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is
disabled;
(b) repair case 1 (‘bad’ or ‘dishonest’ repair): after disablement of the vehicle, the driver changes the quality of
the reagent, but, soon after, changes it again for a poor quality one. The inducement system is immediately
reactivated and vehicle operation is disabled after 2 engine operating hours;
(c) repair case 2 (‘good’ repair): after disablement of the vehicle, the driver rectifies the quality of the reagent.
However, some time afterwards, he refills again with a poor quality reagent. The warning, inducement, and
counting processes restart from zero.
Figure 3
Filling with poor reagent quality

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5.4.
Figure 4 illustrates three cases of failure of the urea dosing system. This figure also illustrates the process that
applies in the case of the monitoring failures described in Section 9.
(a) Use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is
disabled.
(b) Repair case 1 (‘good’ repair): after disablement of the vehicle, the driver repairs the dosing system.
However, some time afterwards, the dosing system fails again. The warning, inducement, and counting
processes restart from zero.
(c) Repair case 2 (‘bad’ repair): during the low-level inducement time (torque reduction), the driver repairs the
dosing system. Soon after, however, the dosing system fails again. The low-level inducement system is
immediately reactivated and the counter restarts from the value it had at the time of repair.
Figure 4
Failure of the reagent dosing system

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Appendix 3
Low-level inducement torque reduction scheme
This diagram illustrates the provisions of Section 5.3 on torque reduction.

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Appendix 4
Demonstration of correct installation on a vehicle in the case of engines EC type-approved as a separate
technical unit
This Appendix applies when the vehicle manufacturer requests EC type-approval of a vehicle with an approved engine
with regard to emissions and access to vehicle repair and maintenance information in accordance with this Regulation
and Regulation (EC) No 595/2009.
In this case, and in addition to the installation requirements of Annex I, a demonstration of the correct installation is
required. This demonstration shall be performed by the presentation to the approval authority of a technical case using
evidence such as engineering drawings, functional analyses, and the results of previous tests.
Where appropriate, and if the manufacturer chooses, the evidence presented may include installations of systems or
components on real or simulated vehicles, provided that the manufacturer can present evidence that the presented
installation properly represents the standard that will be achieved in production.
The demonstration shall address the conformity of the following elements to the requirements of this Annex:
(a) the installation on board the vehicle as regards its compatibility with the engine system (hardware, software and
communication);
(b) the warning and inducement systems (for example, pictograms, activation schemes, etc.);
(c) the reagent tank and the elements (for example, sensors) mounted on the vehicle for the purpose of complying with
this Annex.
Correct activation of the warning and inducement systems, and of the information storage and on-board and off-board
communication systems, may be checked. No check of these systems shall require the dismounting of the engine system
or components, nor shall it generate unnecessary testing burden by requiring processes such as changing of the urea
quality or running of the vehicle or engine for long periods of time. In order to minimise the burden upon the vehicle
manufacturer, electric disconnections and simulation of counters with high operating hours shall be selected as checks on
these systems if possible.

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Appendix 5
Access to ‘NO x control information’
1. This Appendix describes the specifications permitting access to information required in order to check the status of
the vehicle with regard to the correct operation of the NO x control system (NO x control information).
2. ACCESS
METHODS
2.1. The ‘NO x control information’ shall be provided only in accordance with the standard or standards used in
association with the retrieval of engine system information from the OBD system.
2.2. Access to the ‘NO x control information’ shall not be dependent on any access code or other device or method
obtainable only from the manufacturer or the manufacturer’s suppliers. Interpretation of that information shall not
require any specialised or unique decoding information, unless that information is publicly available.
2.3. It shall be possible to retrieve all ‘NO x control information’ from the system using the access method that is used to
retrieve OBD information in accordance with Annex X.
2.4. It shall be possible to retrieve all ‘NO x control information’ information from the system using the test equipment
that is used to retrieve OBD information in accordance with Annex X.
2.5. The ‘NO x control information’ shall be available through ‘read-only’ access (that is, it shall not be possible to clear,
reset, erase, or modify any of the data).
3. INFORMATION
CONTENT
3.1. The ‘NO x control information’ shall contain at least the following information:
(a) the VIN (vehicle identification number);
(b) the status of the warning system (active; non-active);
(c) the status of the low-level inducement system (active; enabled; non-active);
(d) the status of the severe inducement system (active; enabled; non-active);
(e) number of warm-up cycles and number of engine operating hours since recorded ‘NO x control information’ was
last cleared;
(f) the types of the counters relevant to this Annex (reagent quality, reagent consumption, dosing system, EGR
valve, monitoring system) and the number of engine operating hours indicated by each of the these counters; in
the case of multiple counters being used, the value to be considered for the purposes of the ‘NO x control
information’ is the value of each of the counters relative to the failure under consideration having the highest
value;
(g) the DTCs associated with the malfunctions relevant to this Annex and their status (‘potential’, ‘confirmed and
active’, etc.).

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Appendix 6
Demonstration of the minimum acceptable reagent concentration CD min
1. The manufacturer shall demonstrate the correct value of CD min during type-approval by performing the hot part of the
WHTC cycle, in accordance with the provisions of Annex 4B to UN/ECE Regulation No 49, using a reagent with the
concentration CD min .
2. The test shall follow the appropriate pre-conditioning cycle, permitting a closed loop NO x control system to perform
adaptation to the quality of the reagent with the concentration CD min .
3. The pollutant emissions resulting from this test shall be lower than the emission limits specified in Sections 7.1.1 and
7.1.1.1 of this Annex.

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Journal
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European
Union L
167/161
ANNEX XIV
MEASUREMENT OF NET ENGINE POWER
1. INTRODUCTION
1.1. This
Annex
sets
out
requirements
for
measuring
net
engine
power.
2. GENERAL
2.1. The
general
specifications
for
conducting
the
tests
and
interpreting
the
results
shall
be
those
set
out
in
Section
5
of UN/ECE Regulation 85 with the exceptions specified in this Annex.
2.1.1. Measurement of net power according to this Annex shall be performed on all members of an engine family.
2.2. Test
fuel
2.2.1. For
positive-ignition
engines
fuelled
with
petrol
or
E85
Section
5.2.3.1
of
UN/ECE
Regulation
No
85
shall
be
understood as follows:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate
reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference
fuels, the reference fuels defined by the Coordinating European Council for the Development of performance
Tests for Lubricants and Engine Fuels (hereinafter ‘CEC’), for petrol fuelled engines in CEC documents RF-01-A-
84 and RF-01-A-85 may be used.
2.2.2. For
positive-ignition
engines
fuelled
with
LPG:
2.2.2.1 In the case of an engine with self-adapting fuelling Section 5.2.3.2.1 of UN/ECE Regulation No 85 shall be
understood as follows:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate
reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference
fuels, the reference fuels specified in Annex 8 to this Regulation may be used.
2.2.2.2. In the case of an engine without self-adaptive fuelling Section 5.2.3.2.2 of UN/ECE Regulation No 85 shall be
understood as follows:
The fuel used shall be the reference fuel specified in Annex IX to Regulation (EU) No 582/2011 or the reference
fuels specified in Annex 8 to this Regulation may be used with the lowest C 3 - content, or
2.2.3. For
positive-ignition
engines
fuelled
with
natural
gas:
2.2.3.1. In the case of an engine with self-adaptive fuelling Section 5.2.3.3.1 of UN/ECE Regulation No 85 shall be
understood as follows:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate
reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference
fuels, the reference fuels specified in Annex 8 to this Regulation may be used.
2.2.3.2. In the case of an engine without self-adaptive fuelling Section 5.2.3.3.2 of UN/ECE Regulation No 85 shall be
understood as follows:
The fuel used shall be the one available on the market with a Wobbe index at least 52,6 MJm -3 (20 °C,
101,3 kPa). In case of dispute the fuel used shall be the reference fuel G R specified in Annex IX to Regulation
(EU) No 582/2011.
2.2.3.3. In the case of an engine labelled for a specific range of fuels Section 5.2.3.3.3 of UN/ECE Regulation No 85 shall
be understood as follows:
The fuel used shall be the one available on the market with a Wobbe index at least 52,6 MJm -3 (20 °C,
101,3 kPa) if the engine is labelled for the H-range of gases, or at least 47,2 MJm -3 (20 °C, 101,3 kPa) if the
engine is labelled for the L-range of gases. In case of dispute the fuel used shall be the reference fuel G R specified
in Annex IX to Regulation (EU) No 582/2011 if the engine is labelled for the H-range of gases, or the reference
fuel G 23 if the engine is labelled for the L-range of gases, i.e. the fuel with the highest Wobbe index for the
relevant range, or
2.2.4. For
compression-ignition
engines
Section
5.2.3.4
of
UN/ECE
Regulation
85
shall
read:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate
reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference
fuels, the reference fuel defined by the CEC, for compression-ignition engines in CEC document RF-03-A-84 may
be used.

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2.3. Engine-driven
equipment
The requirements on engine-driven equipment differ between UN/ECE Regulation No 85 (power testing) and
UN/ECE Regulation No 49 (emissions testing).
2.3.1. For the purpose of measuring the net engine power the provisions regarding test conditions and auxiliaries as
specified in Annex 5 to UN/ECE Regulation No 85 shall apply.
2.3.2. For the purpose of emissions testing following the procedures in Annex III to this Regulation the provisions
regarding engine power as specified in Section 6 of Annex 4B and Appendix 7 to UN/ECE Regulation No 49
shall apply.

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ANNEX XV
AMENDMENTS TO REGULATION (EC) No 595/2009
Annex I to Regulation (EC) No 595/2009 is replaced by the following:
‘ANNEX I
Euro VI Emission Limits
Limit values
CO
THC
NMHC
CH
PM ( 2 )

4
NO x ( 1 )
NH 3
PM mass
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
(mg/kWh)
(ppm)
(mg/kWh)
number
(#/kWh)
WHSC (CI) 1
500 130 400 10 10 8,0
×
10 11
WHTC (CI) 4
000 160 460 10 10 6,0
×
10 11
WHTC (PI) 4
000 160 500 460 10 10
( 3 )
PI = Positive Ignition.
CI = Compression Ignition.
( 1 ) The admissible level of NO 2 component in the NO x limit value may be defined at a later stage.
( 2 ) A new measurement procedure shall be introduced before 31 December 2012.
( 3 ) A particle number limit shall be introduced before 31 December 2012.’

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ANNEX XVI
AMENDMENTS TO DIRECTIVE 2007/46/EC
Directive 2007/46/EC is amended as follows:
(1) Annex I is amended as follows:
(a) the following point 3.2.1.11 is inserted:
‘3.2.1.11. (Euro VI only) Manufacturer references of the Documentation package required by Articles 5, 7 and 9
of Regulation (EU) No 582/2011 enabling the approval authority to evaluate the emission control
strategies and the Systems on-board the engine to ensure the correct operation of NO x control
measures’;
(b) point 3.2.2.2 is replaced by the following:
‘3.2.2.2. Heavy duty vehicles Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) ( 1 ) ( 6 )’;
(c) the following point 3.2.2.2.1 is inserted:
‘3.2.2.2.1. (Euro VI only) Fuels compatible with use by the engine declared by the manufacturer in accordance
with Section 1.1.2 of Annex I to Regulation (EU) No 582/2011 (as applicable)’;
(d) the following point 3.2.8.3.3 is inserted:
‘3.2.8.3.3. (Euro VI only) Actual Intake system depression at rated engine speed and at 100 % load on the
vehicle: kPa’;
(e) the following point 3.2.9.2.1 is inserted:
‘3.2.9.2.1. (Euro VI only) Description and/or drawing of the elements of the exhaust system that are not part of
the engine system’;
(f) the
following
point
3.2.9.3.1
is
inserted:
‘3.2.9.3.1. (Euro VI only) Actual exhaust back pressure at rated engine speed and at 100 % load on the vehicle
(compression-ignition engines only): .............................................................................................................. kPa’;
(g) the following point 3.2.9.7.1 is inserted:
‘3.2.9.7.1. (Euro VI only) Acceptable Exhaust system volume: ................................................................................ dm 3 ’;
(h) the following point 3.2.12.1.1 is inserted:
‘3.2.12.1.1. (Euro VI only) Device for recycling crankcase gases: yes/no ( 2 )
If yes, description and drawings:
If no, compliance with Annex V to Regulation (EU) No 582/2011 required’;
(i) in
point
3.2.12.2.6.8.1
the
following
wording
is
added;
‘(not applicable to Euro VI)’;
(j) the
following
point
3.2.12.2.6.8.1.1
is
inserted:
‘3.2.12.2.6.8.1.1. (Euro VI only) Number of WHTC test cycles without regeneration (n):’;
(k) in points 3.2.12.2.6.8.2 the following wording is added:
‘(not applicable to Euro VI)’;

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(l) the
following
point
3.2.12.2.6.8.2.1
is
inserted:
‘3.2.12.2.6.8.2.1. (Euro VI only) Number of WHTC test cycles with regeneration (n R ):’;
(m) the following points 3.2.12.2.6.9 and 3.2.12.2.6.9.1 are inserted:
‘3.2.12.2.6.9. Other
systems:
yes/no
( 1 )
3.2.12.2.6.9.1. Description and operation’;
(n) the following points 3.2.12.2.7.0.1 to 3.2.12.2.7.0.8 are inserted:
‘3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family
3.2.12.2.7.0.2. List of the OBD engine families (when applicable)
3.2.12.2.7.0.3. Number of the OBD engine family the parent engine / the engine member belongs to:
3.2.12.2.7.0.4. Manufacturer references of the OBD-Documentation required by Article 5(4)(c) and Article 9(4)
of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of
approving the OBD system
3.2.12.2.7.0.5. When appropriate, manufacturer reference of the Documentation for installing in a vehicle an
OBD equipped engine system
3.2.12.2.7.0.6. When appropriate, manufacturer reference of the documentation package related to the instal
lation on the vehicle of the OBD system of an approved engine
3.2.12.2.7.0.7. Written description and/or drawing of the MI
( 6 )
3.2.12.2.7.0.8. Written description and/or drawing of the OBD off-board communication interface
( 6 )’;
(o) the following points 3.2.12.2.7.6.5, 3.2.12.2.7.7 and 3.2.12.2.7.7.1 are inserted:
‘3.2.12.2.7.6.5. (Euro VI only) OBD Communication protocol standard: ( 4 )
3.2.12.2.7.7. (Euro
VI
only)
Manufacturer
reference
of
the
OBD
related
information
required
by
of
Article 5(4)(d) and Article 9(4) of Regulation (EU) No 582/2011 for the purpose of
complying with the provisions on access to vehicle OBD and vehicle Repair and Maintenance
Information, or
3.2.12.2.7.7.1. As an alternative to a manufacturer reference provided in Section 3.2.12.2.7.7 reference of the
attachment to the information document set out in Appendix 4 of Annex I to Regulation (EU)
No 582/2011 that contains the following table, once completed according to the given example:
Component — Fault code — Monitoring strategy — Fault detection criteria — MI activation
criteria — Secondary parameters — Preconditioning — Demonstration test
Catalyst – P0420 — Oxygen sensor 1 and 2 signals — Difference between sensor 1 and sensor
2 signals — 3rd cycle — Engine speed, engine load, A/F mode, catalyst temperature — Two
Type 1 cycles — Type 1’;
(p) the following points 3.2.12.2.8.1 to 3.2.12.2.8.8.3 are inserted:
‘3.2.12.2.8.1. (Euro VI only) Systems to ensure the correct operation of NO x control measures
3.2.12.2.8.2. (Euro
VI
only)
Engine
with
permanent
deactivation
of
the
driver
inducement,
for
use
by
the
rescue services or in vehicles specified in Article 2(3)(b) of this Directive: yes/no
3.2.12.2.8.3. (Euro VI only) Number of OBD engine families within the engine family considered when
ensuring the correct operation of NO x control measures
3.2.12.2.8.4. (Euro
VI
only)
List
of
the
OBD
engine
families
(when
applicable)

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3.2.12.2.8.5. (Euro VI only) Number of the OBD engine family the parent engine / the engine member
belongs to
3.2.12.2.8.6.
(Euro VI only) Lowest concentration of the active ingredient present in the reagent that does not
activate the warning system (CD min ): (% vol.)
3.2.12.2.8.7. (Euro
VI
only)
When
appropriate,
manufacturer
reference
of
the
Documentation
for
installing
in
a vehicle the systems to ensure the correct operation of NO x control measures
3.2.12.2.8.8.
Components on-board the vehicle of the systems ensuring the correct operation of NO x control
measures
3.2.12.2.8.8.1. Activation of the creep mode:
“disable after restart” / “disable after fuelling” / “disable after parking” ( 7 )
3.2.12.2.8.8.2. When appropriate, manufacturer reference of the documentation package related to the instal
lation on the vehicle of the system ensuring the correct operation of NO x control measures of
an approved engine
3.2.12.2.8.8.3. Written description and/or drawing of the warning signal
( 6 )’;
(q) the following points 3.2.17.8.1.0.1 and 3.2.17.8.1.0.2 are inserted:
‘3.2.17.8.1.0.1. (Euro VI only) Self adaptive feature? Yes/No ( 1 )
3.2.17.8.1.0.2. (Euro VI only) Calibration for a specific gas composition NG-H/NG-L/NG-HL ( 1 )
Transformation for a specific gas composition NG-H t /NG-L t /NG-HL t ( 1 )’;
(r) The following points 3.5.4 to 3.5.5.2 are inserted:
‘3.5.4. CO 2 emissions for heavy duty engines (Euro VI only)
3.5.4.1. CO 2 mass emissions WHSC test .......................................................................................................................g/kWh
3.5.4.2. CO 2 mass emissions WHTC test: ..................................................................................................................... g/kWh
3.5.5. Fuel
consumption
for
heavy
duty
engines
(Euro
VI
only)
3.5.5.1. Fuel consumption WHSC test: ................................................................................................
........................... g/kWh
3.5.5.2. Fuel consumption WHTC test: ........................................................................................................................ g/kWh’;
(2) Part I, Section A of Annex III is amended as follows:
(a) the following point 3.2.1.11 is inserted:
‘3.2.1.11. (Euro VI only) Manufacturer references of the Documentation package required by Articles 5, 7 and 9
of Regulation (EU) No 582/2011 enabling the approval authority to evaluate the emission control
strategies and the systems on-board the engine to ensure the correct operation of NO x control
measures’;
(b) point 3.2.2.2 is replaced by the following:
‘3.2.2.2 Heavy duty vehicles Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) ( 1 ) ( 6 )’;
(c) the following point 3.2.2.2.1 is inserted:
‘3.2.2.2.1. (Euro VI only) Fuels compatible with use by the engine declared by the manufacturer in accordance
with Section 1.1.3 of Annex I to Regulation (EU) No 582/2011 (as applicable)’;

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EN
25.6.2011 Official
Journal
of
the
European
Union L
167/167
(d) the following point 3.2.8.3.3 is inserted:
‘3.2.8.3.3. (Euro VI only) Actual Intake system depression at rated engine speed and at 100 % load on the
vehicle: kPa’;
(e) the following point 3.2.9.2.1 is inserted:
‘3.2.9.2.1. (Euro VI only) Description and/or drawing of the elements of the exhaust system that are not part of
the engine system’;
(f) the
following
point
3.2.9.3.1
is
inserted:
‘3.2.9.3.1. (Euro VI only) Actual exhaust back pressure at rated engine speed and at 100 % load on the vehicle
(compression-ignition engines only): .............................................................................................................. kPa’;
(g) the following point 3.2.9.7.1 is inserted:
‘3.2.9.7.1. (Euro VI only) Acceptable Exhaust system volume: ................................................................................ dm 3 ’;
(h) the following point 3.2.12.1.1 is inserted:
‘3.2.12.1.1. (Euro VI only) Device for recycling crankcase gases: yes/no ( 2 )
If yes, description and drawings:
If no, compliance with Annex V to Regulation (EU) No 582/2011 required’;
(i) the
following
points
3.2.12.2.6.9
and
3.2.12.2.6.9.1
are
inserted:
‘3.2.12.2.6.9. Other
systems:
yes/no
( 1 )
3.2.12.2.6.9.1. Description and operation’;
(j) the following points 3.2.12.2.7.0.1 to 3.2.12.2.7.0.8 are inserted:
‘3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family
3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when applicable)
3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the parent engine / the engine member
belongs to:
3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c)
and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation
for the purpose of approving the OBD system
3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in
a vehicle an OBD equipped engine system
3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer reference of the documentation package related
to the installation on the vehicle of the OBD system of an approved engine
3.2.12.2.7.0.7. (Euro VI only) Written description and/or drawing of the MI ( 6 )
3.2.12.2.7.0.8. (Euro VI only) Written description and/or drawing of the OBD off-board communication
interface ( 6 )’;
(k) the following points 3.2.12.2.7.6.5, 3.2.12.2.7.7 and 3.2.12.2.7.7.1 are inserted:
‘3.2.12.2.7.6.5. (Euro VI only) OBD Communication protocol standard: ( 4 )
3.2.12.2.7.7. (Euro
VI
only)
Manufacturer
reference
of
the
OBD
related
information
required
by
of
Article 5(4)(d) and Article 9(4) of Regulation (EU) No 582/2011 for the purpose of
complying with the provisions on access to vehicle OBD and vehicle Repair and Maintenance
Information, or

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L 167/168
EN
Official Journal of the European Union
25.6.2011
3.2.12.2.7.7.1. As an alternative to a manufacturer reference provided in Section 3.2.12.2.7.7 reference of the
attachment to the information document set out in Appendix 4 of Annex III to Regulation (EU)
No 582/2011 that contains the following table, once completed according to the given example:
Component — Fault code — Monitoring strategy — Fault detection criteria — MI activation
criteria — Secondary parameters — Preconditioning — Demonstration test
Catalyst — P0420 — Oxygen sensor 1 and 2 signals — Difference between sensor 1 and sensor
2 signals — 3rd cycle — Engine speed, engine load, A/F mode, catalyst temperature — Two
Type 1 cycles — Type 1’;
(l) the
following
points
3.2.12.2.8.1
to
3.2.12.2.8.8.3
are
inserted:
‘3.2.12.2.8.1. (Euro VI only) Systems to ensure the correct operation of NO x control measures
3.2.12.2.8.2. (Euro
VI
only)
Engine
with
permanent
deactivation
of
the
driver
inducement,
for
use
by
the
rescue services or in vehicles specified in Article 2(3)(b) of this Directive: yes/no
3.2.12.2.8.3. (Euro VI only) Number of OBD engine families within the engine family considered when
ensuring the correct operation of NO x control measures
3.2.12.2.8.4. (Euro
VI
only)
List
of
the
OBD
engine
families
(when
applicable)
3.2.12.2.8.5. (Euro VI only) Number of the OBD engine family the parent engine / the engine member
belongs to
3.2.12.2.8.6.
(Euro VI only) Lowest concentration of the active ingredient present in the reagent that does not
activate the warning system (CD min ): (% vol.)
3.2.12.2.8.7. (Euro
VI
only)
When
appropriate,
manufacturer
reference
of
the
Documentation
for
installing
in
a vehicle the systems to ensure the correct operation of NO x control measures
3.2.12.2.8.8.
Components on-board the vehicle of the systems ensuring the correct operation of NO x control
measures
3.2.12.2.8.8.1. Activation of the creep mode:
“disable after restart” / “disable after fuelling” / “disable after parking” ( 7 )
3.2.12.2.8.8.2. When appropriate, manufacturer reference of the documentation package related to the instal
lation on the vehicle of the system ensuring the correct operation of NO x control measures of
an approved engine
3.2.12.2.8.8.3. Written description and/or drawing of the warning signal
( 6 )’;
(m) the following points 3.2.17.8.1.0.1 and 3.2.17.8.1.0.2 are inserted:
‘3.2.17.8.1.0.1. (Euro VI only) Self adaptive feature? Yes/No (1)
3.2.17.8.1.0.2. (Euro VI only) Calibration for a specific gas composition NG-H/NG-L/NG-HL ( 1 )
Transformation for a specific gas composition NG-H t /NG-L t /NG-HL t ( 1 )’;
(n) the following points 3.5.4 to 3.5.5.2 are inserted:
‘3.5.4. (Euro
VI
only)
CO 2 emissions for heavy duty engines
3.5.4.1. (Euro VI only) CO 2 mass emissions WHSC test: ........................................................................................ g/kWh
3.5.4.2. (Euro VI only) CO 2 mass emissions WHTC test: ........................................................................................ g/kWh
3.5.5. (Euro
VI
only)
Fuel
consumption
for
heavy
duty
engines
3.5.5.1. (Euro VI only) Fuel consumption WHSC test: .............................................................................................g/kWh
3.5.5.2. (Euro VI only) Fuel consumption WHTC test: ...........................................................................................g/kWh’.

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