HTML PUBLIC "-//W3C//DTD HTML 4.01 Transitional//EN"L 142/16
EN
Official Journal of the European Union
1.6.2012
COMMISSION REGULATION (EU) No 459/2012
of 29 May 2012
amending Regulation (EC) No 715/2007 of the European Parliament and of the Council and
Commission Regulation (EC) No 692/2008 as regards emissions from light passenger and
commercial vehicles (Euro 6)
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
and cardiovascular illness and increased mortality.
Therefore it is in the public interest to have a high
level of protection from those particles.
Having regard to the Treaty on the Functioning of the European
Union,
(4) For
measuring
the
particle
emissions
of
positive
ignition
vehicles, the Particulate Measurement Programme (PMP)
measurement protocol developed for diesel vehicles is
Having regard to Regulation (EC) No 715/2007 of the European
currently used. However, evidence exists that the size
Parliament and of the Council of 20 June 2007 on type
spectra and chemical compositions of particle emissions
approval of motor vehicles with respect to emissions from
of positive ignition can differ from those of diesel
light passenger and commercial vehicles (Euro 5 and Euro 6)
vehicles. Particle size spectra and chemical composition,
and on access to vehicle repair and maintenance information ( 1 ),
and the effectiveness of the current measurement
and in particular Article 5(3),
technique in controlling harmful particle emissions,
should be kept under review. A revision of that
measurement protocol for positive ignition vehicles
Having regard to Directive 2007/46/EC of the European
may be required in the future.
Parliament and of the Council of 5 September 2007 estab
lishing a framework for the approval of motor vehicles and
their trailers, and of systems, components and separate
(5) Based
on
today’s
knowledge,
the
level
of
particle
technical units intended for such vehicles (Framework Direc
emissions from conventional, port fuel injection (PFI)
tive) ( 2 ), in particular Article 39(2) thereof,
engines that inject the fuel into the intake manifolds or
inlet ports rather than directly into the combustion
chamber is low. Therefore, it appears to be justified to
Whereas:
limit regulatory action for the moment to vehicles
equipped with direct injection engines, without
excluding further research and monitoring of the
particle emission performance of all positive ignition
(1) Regulation
(EC)
No
715/2007
and
Commission
Regu
engines, in particular with respect to the size spectrum
lation (EC) No 692/2008 of 18 July 2008 implementing
and chemical composition of emitted particles as well as
and amending Regulation (EC) No 715/2007 of the
to the real driving emissions, and the Commission should
European Parliament and of the Council on type-
propose further regulatory measures if necessary, also
approval of motor vehicles with respect to emissions
taking into account the future market share of PFI
from light passenger and commercial vehicles (Euro 5
engines.
and Euro 6) and on access to vehicle repair and main
tenance information
( 3 ) establish common technical
requirements for the type approval of motor vehicles
and replacement parts with regard to their emissions
(6) Regulation
(EC)
No
692/2008
has
set
a
particle
number
and lay down rules for in-service conformity, durability
emission limit of 6 × 10 11 #/km for Euro 6 diesel
of pollution control devices, on-board diagnostic (OBD)
vehicles. In accordance with the principle of technology
systems, measurement of fuel consumption and accessi
neutral legislation, a respective emission limit for Euro 6
bility of vehicle repair and maintenance information.
positive ignition vehicles should be the same since there

is no evidence suggesting that particles emitted by PI
engines have a lower specific toxicity than particles
emitted by diesel engines.
(2) Pursuant
to
Regulation
(EC)
No
715/2007,
a
particle
number (PN) standard is to be defined for vehicles
equipped with a positive ignition engine to be
(7) Gasoline
particle
filters
(GPF),
an
effective
after-treatment
approved according to Euro 6 standards.
technology for abating particles emitted by positive
ignition vehicles, are expected to become available for
integration into some Euro 6 vehicles at a reasonable
(3) Particles
emitted
by
vehicles
may
be
deposited
in
the
cost. In addition, it appears likely that within a time
alveoli of human lungs, potentially leading to respiratory
frame of three years after the mandatory Euro 6 dates
set out in Article 10 of Regulation (EC) No 715/2007, a
similar reduction of PN emissions can be achieved with
( 1 ) OJ L 171, 29.6.2007, p. 1.
( 2 ) OJ L 263, 9.10.2007, p. 1.
internal engine measures at substantially lower costs for
( 3 ) OJ L 199, 28.7.2008, p. 1.
many applications. Any engine measure must be

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EN
1.6.2012 Official
Journal
of
the
European
Union L
142/17
applicable to all engine working conditions to ensure
should be more lenient than the values suggested in
that, in the absence of aftertreatment devices, emission
Communication 2008/C 182/08, reflecting particular
levels in real life driving conditions are not worsened.
technical difficulties in those areas. In addition, no Euro
6 OBD threshold limit for particle numbers should be
adopted by this Regulation.
(8)
In order to allow for all necessary technologies to be
developed and to allow adequate lead time, a two step
approach should be adopted, which would apply the
(15) The
environmental
need,
technical
feasibility
and
cost/
Euro 6 diesel particle number limits also to direct
benefit ratios of more stringent Euro 6 OBD threshold
injection positive ignition vehicles in its second phase.
limits applicable to CO and NMHC and of setting a
particle number Euro 6 OBD threshold limit should be
evaluated at a later stage. Any resulting amendment of
the regulatory requirements in that respect should only
(9) Attention
shall
be
given
to
the
particle
emissions
of
be introduced with appropriate lead time for industry.
positive ignition vehicles under real driving conditions
Given the complexity of OBD systems, such lead time
and the development of respective test procedures. The
is typically three to four years.
Commission should develop and introduce
corresponding measurement procedures at the latest
three years after the entry into force of Euro 6.
(16) Regulations (EC) No 715/2007 and (EC) No 692/2008
should therefore be amended accordingly.
(10) The
Commission
should
keep
under
review
the
impact
of
PN abatement measures on CO 2 emissions of positive
ignition vehicles.
(17) The
measures
provided
for
in
this
Regulation
are
in
accordance with the opinion of the Technical
Committee — Motor Vehicles,
(11) Pursuant
to
Article
4(7)
of
Regulation
(EC)
No
692/2008,
vehicles falling under the scope of that Regulation may
only be type-approved to Euro 6 emission standards
HAS ADOPTED THIS REGULATION:
once on-board-diagnostic (OBD) thresholds limits have
been introduced. OBD is an important tool for iden
tifying malfunctions of pollution control devices.
Article 1
Regulation (EC) No 715/2007 is amended as follows:
(12) In
its
Communication
2008/C
182/08
on
the
application
and future development of Community legislation
concerning vehicle emissions from light-duty vehicles
(1) in Article 3, at the end of point 17, the full stop should be
and access to repair and maintenance information
changed into a semicolon;
(Euro 5 and 6) ( 1 ) the Commission has suggested a
series of OBD threshold limits, which broadly reflect
the thresholds applied to most light duty vehicles in
(2) in Article 3, the following point 18 is added:
the United States and Canada from the year 2013
onwards, where the majority of vehicles’ OBD systems
are compliant with the legislation set by the Californian
Air Resources Board (CARB). An alignment of the
‘18. “direct injection engine” means an engine which can
Union’s requirements with those of the United States
operate in a mode where the fuel is injected into the
would be in accordance with the objectives of inter
intake air after the air has been drawn through the
national harmonisation and would provide a high level
inlet valves.’;
of environmental protection.
(3) in Article 10, the following paragraph 7 is added:
(13) However,
the
OBD
requirements
in
the
United
States
are
technologically challenging for vehicle manufacturers not
exporting into the United States. Therefore, an initial
‘7. Until
three
years
after
the
applicable
dates
set
out
in
period of three years of more lenient OBD requirements
paragraphs 4 and 5 for new type approvals and the regis
should be adopted, providing more lead time to the
tration, sale or entry into service of new vehicles and upon
industry.
the choice of the manufacturer, a particle number emission
limit of 6 × 10 12 #/km shall apply to vehicles with a direct
injection positive ignition engine.’;
(14) The
final
Euro
6
OBD
threshold
limits
for
CO,
NMHC
and PM provided by Regulation (EC) No 692/2008
(4) Annex I is amended in accordance with Annex I to this
( 1 ) OJ C 182, 19.7.2008, p. 17.
Regulation.

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L 142/18
EN
Official Journal of the European Union
1.6.2012
Article 2
Regulation (EC) No 692/2008 is amended as follows:
(1) in Article 4, paragraph 7 is deleted;
(2) Annexes I, XI and XVI are amended in accordance with Annex II to this Regulation.
Article 3
This Regulation shall enter into force on the third day following that of 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, 29 May 2012.
For the Commission
The President
José Manuel BARROSO

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1.6.2012 Off
ANNEX I
Amendments to Regulation (EC) No 715/2007
Annex I to Regulation (EC) No 715/2007 is amended as follows:
(1) the text in the second row of the last column of Table 1 (Euro 5 emission limits) is replaced by the following:
EN
‘Number of particles (PN)’;

(2) Table 2 is replaced by the following table:
‘Table 2
Euro 6 Emission Limits
Limit values
Combined mass of
Reference mass
Mass of carbon
Mass of total
Mass of non-methane Mass of oxides of
hydrocarbons and
Mass of particulate
Number of particles
icial
(RM)
monoxide
hydrocarbons
hydrocarbons
nitrogen
oxides of nitrogen
matter
(PN)
(kg)
(CO)
(THC)
(NMHC)
(NO x)
(THC + NO
(PM) (1 )

x)
Jour
L 1
L 2
L 3
L 4
L 2 + L 4
L 5
L 6
nal
(mg/km)
(mg/km)
(mg/km)
(mg/km)
(mg/km)
(mg/km)
(#/km)
of
Category Class PI CI PI CI PI CI PI CI PI CI PI
(2 ) CI PI
(2 ) (3 ) CI
the
European
M
— All 1
000 500 100
— 68
— 60 80
— 170 4,5 4,5 6,0
×
1011
6,0 × 1011
N 1
I RM
≤ 1 305 1
000 500 100
— 68
— 60 80
— 170 4,5 4,5 6,0
×
1011
6,0 × 1011
Union
II 1
305
<
RM
≤ 1 760 1
810 630 130
— 90
— 75 105
— 195 4,5 4,5 6,0
×
1011
6,0 × 1011
III 1
760
<
RM 2
270 740 160
— 108
— 82 125
— 215 4,5 4,5 6,0
×
1011
6,0 × 1011
N 2
— All 2
270 740 160
— 108
— 82 125
— 215 4,5 4,5 6,0
×
1011
6,0 × 1011
Key: PI = Positive Ignition, CI = Compression Ignition
(1 ) A limit of 5,0 mg/km for the mass of particulate emissions applies to vehicles type approved to the emission limits of this table with the previous particulate mass measurement protocol, before 1.9.2011.
(2 ) Positive ignition particulate mass and number limits shall apply only to vehicles with direct injection engines.
(3 ) Until three years after the dates specified in Article 10(4) and (5) for new type approvals and new vehicles respectively, a particle number emission limit of 6,0 × 1012 #/km shall apply to Euro 6 PI direct injection vehicles upon the
choice of the manufacturer. Until those dates at the latest a type approval test method ensuring the effective limitation of the number of particles emitted by vehicles under real driving conditions shall be implemented.’
L
142/19

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L 142/20
EN
Official Journal of the European Union
1.6.2012
ANNEX II
Amendments to Regulation (EC) No 692/2008
Regulation (EC) No 692/2008 is amended as follows:
(1) Appendix 6 to Annex I is amended as follows:
(a) in point 1, the second sentence is replaced by the following:
‘This number shall be followed by one or more characters reflecting the different categories in accordance with
Table 1.’;
(b) Table 1 is replaced by the following table:
‘Table 1
Implementation
Character
Emissions
OBD
Vehicle category
Last date of
standard
standard
and class
Engine
Implementation
date: new types
date: new
vehicles
registration
A Euro
5a Euro
5 M,
N 1 class I PI,
CI 1.9.2009 1.1.2011 31.12.2012
B Euro
5a Euro
5
M 1 to fulfil
CI 1.9.2009 1.1.2012 31.12.2012
specific social
needs
(excluding
M 1 G)
C Euro
5a Euro
5
M 1 G to fulfil
CI 1.9.2009 1.1.2012 31.8.2012
specific social
needs
D Euro
5a Euro
5
N 1 class II PI,
CI 1.9.2010 1.1.2012 31.12.2012
E Euro
5a Euro
5
N 1 class III, N 2 PI, CI 1.9.2010 1.1.2012 31.12.2012
F Euro
5b Euro
5 M,
N 1 class I PI,
CI 1.9.2011 1.1.2013 31.12.2013
G Euro
5b Euro
5
M 1 to fulfil
CI 1.9.2011 1.1.2013 31.12.2013
specific social
needs
(excluding
M 1 G)
H Euro
5b Euro
5
N 1 class II PI,
CI 1.9.2011 1.1.2013 31.12.2013
I Euro
5b Euro
5
N 1 class III, N 2 PI, CI 1.9.2011 1.1.2013 31.12.2013
J Euro
5b Euro
5+ M,
N 1 class I PI,
CI 1.9.2011 1.1.2014 31.8.2015
K Euro
5b Euro
5+
M 1 to fulfil
CI 1.9.2011 1.1.2014 31.8.2015
specific social
needs
(excluding
M 1 G)
L Euro
5b Euro
5+
N 1 class II PI,
CI 1.9.2011 1.1.2014 31.8.2016

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EN
1.6.2012 Official
Journal
of
the
European
Union L
142/21
Implementation
Character
Emissions
OBD
Vehicle category
Last date of
standard
standard
and class
Engine
Implementation
date: new types
date: new
vehicles
registration
M Euro
5b Euro
5+
N 1 class III, N 2 PI, CI 1.9.2011 1.1.2014 31.8.2016
N Euro
6a Euro
6- M,
N 1 class I CI 31.12.2012
O Euro
6a Euro
6-
N 1 class II CI 31.12.2012
P Euro
6a Euro
6-
N 1 class III, N 2 CI 31.12.2012
Q Euro
6b Euro
6- M,
N 1 class I CI 31.12.2013
R Euro
6b Euro
6-
N 1 class II CI 31.12.2013
S Euro
6b Euro
6-
N 1 class III, N 2 CI 31.12.2013
T Euro
6b Euro
6- M, N 1 class I CI 31.8.2015
plus IUPR
U Euro
6b Euro
6- N 1 class II CI 31.8.2016
plus IUPR
V Euro
6b Euro
6- N 1 class III, N 2 CI 31.8.2016
plus IUPR
W Euro
6b Euro
6-1 M,
N 1 class I PI,
CI 1.9.2014 1.9.2015 31.8.2018
X Euro
6b Euro
6-1
N 1 class II PI,
CI 1.9.2015 1.9.2016 31.8.2019
Y Euro
6b Euro
6-1
N 1 class III, N 2 PI, CI 1.9.2015 1.9.2016 31.8.2019
ZA Euro
6c Euro
6-2 M,
N 1 class I PI,
CI 1.9.2017 1.9.2018
ZB Euro
6c Euro
6-2
N 1 class II PI,
CI 1.9.2018 1.9.2019
ZC Euro
6c Euro
6-2
N 1 class III, N 2 PI, CI 1.9.2018 1.9.2019

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L 142/22
EN
Official Journal of the European Union
1.6.2012
Implementation
Character
Emissions
OBD
Vehicle category
Last date of
standard
standard
and class
Engine
Implementation
date: new types
date: new
vehicles
registration
ZX n.a. n.a. All
vehicles Battery 1.9.2009 1.1.2011
full
electric
ZY n.a. n.a. All
vehicles Fuel
cell
1.9.2009 1.1.2011
full
electric
ZZ n.a n.a. All
vehicles
PI, CI 1.9.2009 1.1.2011
using
certificates
according to
point 2.1.1 of
Annex I
Key:
“Euro 5a” emissions standard = excludes revised measurement procedure for particulate matter, particle number standard and flex
fuel vehicle low temperature emission testing with biofuel;
“Euro 5b” emissions standard = Full Euro 5 emission requirements including revised measurement procedure for particulate
matter, particle number standard for CI vehicles and flex fuel vehicle low temperature emission testing with biofuel;
“Euro 6a” emissions standard = excludes revised measurement procedure for particulate matter, particle number standard and flex
fuel vehicle low temperature emission testing with biofuel;
“Euro 6b” emissions standard = Euro 6 emission requirements including revised measurement procedure for particulate matter,
particle number standards (preliminary values for PI vehicles) and flex fuel vehicle low temperature emission testing with biofuel;
“Euro 6c” emissions standard = Full Euro 6 emission requirements, i.e. Euro 6b emission standard and final particle number
standards for PI vehicles;
“Euro 5” OBD standard = Base Euro 5 OBD requirements excluding in use performance ratio (IUPR), NO x monitoring for petrol
vehicles and tightened PM threshold limits for diesel;
“Euro 5+” OBD standard = includes relaxed in use performance ratio (IUPR), NO x monitoring for petrol vehicles and tightened PM
threshold limits for diesel;
“Euro 6-” OBD standard = relaxed OBD threshold limits;
“Euro 6- plus IUPR” OBD standard = includes relaxed OBD threshold limits and relaxed in use performance ratio (IUPR);
“Euro 6-1” OBD standard = Full Euro 6 OBD requirements but with preliminary OBD threshold limits as defined in point
2.3.4 of Annex XI and partially relaxed IUPR;
“Euro 6-2” OBD standard = Full Euro 6 OBD requirements but with final OBD threshold limits as defined in point 2.3.3 of
Annex XI.’
(2) Annex XI is amended as follows:
(a) the following points 2.3.3 and 2.3.4 are inserted:
‘2.3.3. The OBD thresholds limits for vehicles that are type approved according to the Euro 6 emission limits set
out in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in
Article 10(4) and 10(5) of that Regulation are given in the following table:
Final Euro 6 OBD threshold limits
Mass of carbon
Mass of
Mass of oxides of
Mass of
Number of
Reference
monoxide
non-methane
nitrogen
particulate
particles
mass
hydrocarbons
matter
(RM)
(kg)
(CO)
(NMHC)
(NO x )
(PM)
(PN)
(mg/km)
(mg/km)
(mg/km)
(mg/km)
(#/km)
Category Class PI CI PI CI PI CI CI PI CI PI
M
— All 1
900 1
750 170 290 90 140 12 12
N 1 ( 3 )
I RM
1 900 1
750 170 290 90 140 12 12
≤ 1 305

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EN
1.6.2012 Official
Journal
of
the
European
Union L
142/23
Mass of carbon
Mass of
Mass of oxides of
Mass of
Number of
Reference
monoxide
non-methane
nitrogen
particulate
particles
mass
hydrocarbons
matter
(RM)
(kg)
(CO)
(NMHC)
(NO x )
(PM)
(PN)
(mg/km)
(mg/km)
(mg/km)
(mg/km)
(#/km)
Category Class PI CI PI CI PI CI CI PI CI PI
II 1
305
<
3 400 2
200 225 320 110 180 12 12
RM
≤ 1 760
III 1
760
<
4 300 2
500 270 350 120 220 12 12
RM
N 2
— All 4
300 2
500 270 350 120 220 12 12
Key: PI = Positive Ignition, CI = Compression Ignition.
Explanatory note:
The OBD thresholds set out in the table are subject to a review to be conducted by the Commission by
1 September 2014. Where the thresholds appear to be not technically feasible, their values or the
mandatory date of application are to be amended accordingly, considering the effects of other new
requirements and tests that will be introduced for Euro 6 vehicles. Where the review shows an environ
mental need as well as technical feasibility and a net monetised benefit, more stringent values need to be
adopted and OBD threshold limits for particle numbers or, where applicable, other regulated pollutants
introduced. In doing so, appropriate lead time for introducing the technical developments has to be given
to the industry.
2.3.4. Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new
type approvals and new vehicles respectively, the following OBD threshold limits shall be applied to
vehicles that are type approved according to the Euro 6 emission limits set out in Table 2 of Annex I to
Regulation (EC) No 715/2007, upon the choice of the manufacturer:
Preliminary Euro 6 OBD threshold limits
Mass of carbon
Mass of
non-methane
Mass of oxides of Mass of particulate
Reference mass
monoxide
hydrocarbons
nitrogen
matter
(RM)
(kg)
(CO)
(NMHC)
(NO x )
(PM)
(mg/km)
(mg/km)
(mg/km)
(mg/km)
Category Class PI CI PI CI( 2 ) PI CI CI PI
M
— All 1
900 1
750 170 290 150 180 25 25
N 1 ( 3 )
I RM
≤ 1 305 1
900 1
750 170 290 150 180 25 25
II 1
305
<
RM
3 400 2
200 225 320 190 220 25 25
≤ 1 760
III 1
760
<
RM 4
300 2
500 270 350 210 280 30 30
N 2
— All 4
300 2
500 270 350 210 280 30 30
Key: PI = Positive Ignition, CI = Compression Ignition.’;
(b) point 2.14 is replaced by the following:
‘2.14. Contrary to point 3.3.5 of Annex 11 to UN/ECE Regulation No 83, the following devices shall be
monitored for total failure or removal if the latter resulted in exceeding the applicable emission limits:
— as from 1 September 2011, a particulate trap fitted to compression ignition engines as a separate unit
or integrated into a combined emission control device,

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L 142/24
EN
Official Journal of the European Union
1.6.2012
— for vehicles certified against either the OBD threshold limits shown in the tables set out in point 2.3.3
or 2.3.4, a NO x aftertreatment system fitted to compression ignition engines as a separate unit or
integrated into a combined emission control device,
— for vehicles certified against either the OBD threshold limits shown in the tables set out in point 2.3.3
or 2.3.4, a diesel oxidation catalyst (DOC) fitted to compression ignition engines as a separate unit or
integrated into a combined emission control device.
The devices referred to in the first paragraph shall also be monitored for any failure that would result in
exceeding the applicable OBD threshold limits.’;
(c) in point 3.1.5 of Appendix 1, the following sentence is added:
‘For new type approvals and new vehicles the monitor required by point 2.9 of this Annex shall have an IUPR
greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No
715/2007 respectively.’;
(3) in Annex XVI, point 6.2 is replaced by the following:
‘6.2. The manufacturer shall demonstrate that use of the sensors referred to in point 6.1 and any other sensors on
the vehicle, results in the activation of the driver warning system as referred to in point 3, the display of a
message indicating an appropriate warning (e.g. “emissions too high — check urea”, “emissions too high —
check AdBlue”, “emissions too high — check reagent”), and the driver inducement system as referred to in point
8.3, when the situations referred to in points 4.2, 5.4 or 5.5 occur.
For the purposes of this point these situations are presumed to occur:
— in the case of vehicles approved to the Euro 5 emission limits of Table 1 of Annex I to Regulation (EC) No
715/2007, if the applicable NO x emission limit of that table multiplied by a factor of 1,5, is exceeded,
— in the case of vehicles approved to the Euro 6 emission limits of Table 2 of Annex I to Regulation (EC) No
715/2007, if the applicable NO x OBD threshold limit of the tables set out in points 2.3.2, 2.3.3 or 2.3.4 of
Annex XI is exceeded.
NO x emissions during the test to demonstrate compliance with these requirements shall be no more than 20 %
higher than the values referred to in the second paragraph.’

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