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28.1.2014 Official
Journal
of
the
European
Union
L
25/1
II
(Non-legislative acts)
REGULATIONS
COMMISSION DELEGATED REGULATION (EU) No 44/2014
of 21 November 2013
supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with
regard to the vehicle construction and general requirements for the approval of two- or three-
wheel vehicles and quadricycles
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
Commission for Europe concerning the adoption of
uniform technical prescriptions for wheeled vehicles,
equipment and parts which can be fitted to and/or be
Having regard to the Treaty on the Functioning of the European
used on wheeled vehicles and the conditions for
Union,
reciprocal recognition of approvals granted on the basis
of these prescriptions (‘Revised 1958 Agreement’).
Having regard to Regulation (EU) No 168/2013 of the
European Parliament and of the Council of 15 January 2013
on the approval and market surveillance of two- or three-wheel
vehicles and quadricycles ( 1 ), and in particular Articles 18(3),
(4) Manufacturers
apply
for
type
approval
for
L
category
20(2), 21(5), 25(8), 33(6) and 57(12), and Article 65 thereto,
vehicles, their systems, components or separate
technical units in accordance with Regulation (EU) No
168/2013. In the Union legislation most requirements
Whereas:
on vehicle parts are taken over from the corresponding
UNECE regulations. UNECE regulations are constantly
amended in line with technological progress and the
(1) The
internal
market
comprises
an
area
without
internal
respective Union regulations have to be regularly
frontiers in which the free movement of goods, persons,
updated accordingly. In order to avoid this duplication,
services and capital is ensured. To that end, compre
the CARS 21 High Level Group recommended the
hensive EU type-approval and a strengthened market
replacement of several Union directives by way of the
surveillance system for L-category vehicles and its
incorporation and compulsory application of the
systems, components and separate technical units, as
corresponding UNECE regulations in Union law,
defined by Regulation (EU) No 168/2013, apply.
referred to in Annex I.
(2) The
term
‘L-category
vehicles’
covers
a
wide
range
of
light vehicle types with two, three or four wheels, e.g.
powered cycles, two- and three-wheel mopeds, two- and
(5) The
possibility
of
applying
UNECE
regulations
by
virtue
three-wheel motorcycles, motorcycles with side-cars and
of Union legislation that provides for the incorporation
four-wheel vehicles (quadricycles) such as on-road quads,
of those UNECE regulations for the purpose of EU
all-terrain vehicles and quadrimobiles.
vehicle type-approval is provided for in Regulation (EU)
No 168/2013. Under that Regulation, type-approval in
accordance with UNECE regulations which apply on a
(3) By
Council
Decision
97/836/EC
( 2 ), the Union acceded to
compulsory basis is regarded as EU type-approval in
the Agreement of the United Nations Economic
accordance with that Regulation and its delegated and
implementing acts.
( 1 ) OJ L 60, 2.3.2013, p. 52.
( 2 ) Council Decision 97/836/EC of 27 November 1997 with a view to
accession by the European Community to the Agreement of the
United Nations Economic Commission for Europe concerning the
adoption of uniform technical prescriptions for wheeled vehicles,
(6) UNECE
regulation
No
10
on
electromagnetic
compati
equipment and parts which can be fitted to and/or be used on
bility (EMC) should be made obligatory and replace
wheeled vehicles and the conditions for reciprocal recognition of
approvals granted on the basis of these prescriptions ('Revised
Chapter 8 of Directive 97/24/EC of the European
1958 Agreement') (OJ L 346, 17.12.1997, p. 78).
Parliament and of the Council of 17 June 1997 on

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Official Journal of the European Union
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certain components and characteristics of two or three-
in Annex XI regarding masses and dimensions because of
wheel motor vehicles ( 1 ) in order for vehicles to comply
the importance of vehicle rollover stability in the off-road
with only one set of EMC requirements, which are world-
environment. Both tilt-table angle (TTA) and lateral-
wide accepted by contracting parties to the 1958
stability coefficient (Kst) are used as static stability indi
Agreement. UNECE regulation No 62 on protection
cators. Kst is a three-dimensional static measurement and
against unauthorised use should be made obligatory
serves as an indicator of level-terrain vehicle stability,
and replace Council Directive 93/33/EEC of 14 June
whereas the TTA test simulates a vehicle operating on
1993 on protective devices intended to prevent the
a side slope and tests the static longitudinal stability. The
unauthorized use of two- or three-wheel motor
vehicle state for these static tests ranges from the oper
vehicles ( 2 ) with the same objective of mutual recognition
ational but otherwise unloaded L6e-A, L7e-A and L7e-B
between contracting parties to the 1958 Agreement.
vehicles to both loaded and unloaded conditions. In
addition, the vehicle should be constructed by
designing the masses and dimensions of the vehicle so
as to respect minimum pitch stability. Associated testing
should be is representative of a fully loaded vehicle
directly ascending and descending a steep slope.
(7) The
compulsory
application
of
UNECE
regulations
helps
avoiding duplication not only of technical requirements
but also of certification and administrative procedures. In
addition, type-approval that is directly based on inter
nationally agreed standards could improve market
access in third countries, in particular those which are
(11) On-board
diagnostics
(‘OBD’)
is
essential
for
effective
and
contracting parties to the Revised 1958 Agreement, and
efficient repair and maintenance of vehicles. Accurate
thus enhance the Union industry’s competitiveness.
diagnostics allows the repairer to identify fast which
smallest exchangeable unit has to be repaired or
replaced. In order to address the rapid technical devel
opments in the area of propulsion control systems it is
appropriate to review the list of devices monitored for
electric circuit malfunctions in 2017. By 1 January 2018
(8) Pursuant
to
the
provisions
of
Regulation
(EU)
No
168/2013, the L-category vehicles, systems, components
it should be established whether identified if additional
and separate technical units covered by that Regulation
devices and malfunctions should be added to the list set
may not be placed or made available on the market or
out in Appendix 2 to Annex XII to provide sufficient
enter into service in the Member States unless they
time to the Member States, vehicle manufacturers, their
comply with the provisions of that Regulation.
suppliers and the repair industry to adapt before the

entry into force of OBD stage II.
(9) Functional safety or environmental performance
requirements call for restrictions on tampering with
(12) OBD
stage
I
mandatory
as
of
2016
should
not
oblige
certain types of L-category vehicles. If they are not to
manufacturers to change fuelling hardware and should
prove an obstacle to owner servicing and maintenance,
not impose fitting of an electronic carburettor or elec
such restrictions should be strictly limited to tampering
tronic fuel injection, providing the vehicle complies with
which significantly modifies the vehicle’s performance
the requirements laid down in Regulation (EU) No
and pollutant emissions, noise emissions and vehicle
168/2013 and its delegated acts. Compliance with the
functional safety in a harmful way. As harmful
OBD stage I requirements requires that if fuel delivery,
tampering affects both items, detailed requirements
spark delivery or intake air are electronically controlled,
regarding powertrain and noise abatement tampering
the applicable input and/or output circuits need to be
prevention requirements should be laid down in this
monitored, limited to the items listed in Appendix 2 to
delegated act on vehicle construction.
Annex XII. If for example a motorcycle would be
equipped with a mechanically actuated carburettor, but
at the same time with electronically controlled spark
delivery, the primary ignition coil circuits need to be
monitored. In the case of a mechanical carburettor
fitted with a throttle position sensor providing a circuit
(10) Subcategories L6e-A (light on-road quads), L7e-A (heavy
signal as input to the PCU/ECU to determine the engine
on-road quads) and L7e-B (heavy terrain quads) are
load, which on its turn would be used to electronically
vehicles with a high centre of gravity in comparison to
control spark delivery, requires monitoring of that
their width and wheelbase. They have a wide range of
throttle position sensor circuit. Also other sensors
passenger/load carrying configurations and they may be
and/or actuator circuits captured by points 3.3.5 and
operated in off-road conditions. Multiple lateral static
3.3.6 of Annex XII will need to be monitored although
stability criteria should be established and incorporated
not directly used to control fuel delivery, spark delivery
or intake air. An example of such a case would be the
( 1 ) OJ L 226, 18.8.1997, p. 1.
wheel speed sensor circuits in case the vehicle speed
( 2 ) OJ L 188, 29.7.1993, p. 32.
would be calculated in the PCU/ECU from the wheel

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Union
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rotation speeds and which would subsequently be used
(15) In particular, it is appropriate to adopt specific
to control the environmental performance of the
procedures for access to vehicle repair and maintenance
motorcycle or would be used to trigger a torque
information in the case of multi-stage type-approval. It is
limiting default mode.
also appropriate to adopt specific requirements and
procedures for access to vehicle repair and maintenance
information in the case of customer adaptations and
small volume production.
(13) Unrestricted
access
to
vehicle
repair
information,
via
a
standardised format which can be used to retrieve the
technical information, and effective competition on the
market for vehicle repair and maintenance information
(‘RMI’) services are necessary to improve the functioning
(16) In
order
to
exclude
that
application
of
the
provisions
on
of the internal market, particularly as regards the free
access to repair and maintenance information imposes
movement of goods, freedom of establishment and
too much burden upon vehicle manufacturers in the
freedom to provide services. A great proportion of
short term with respect to certain systems which are
such information relates to on-board diagnostic (OBD)
carried over from old to new vehicle types, it is appro
systems and their interaction with other vehicle
priate to introduce an exhaustive list of certain limited
systems. It is appropriate to lay down technical specifi
derogations from the general provisions on access to
cations that manufacturers’ websites should follow, along
vehicle OBD and vehicle repair and maintenance
with targeted measures to ensure reasonable access for
information as exhaustively listed in this Regulation.
small and medium-sized enterprises (SMEs). Common
standards agreed with the involvement of stakeholders
can facilitate the exchange of information between manu
facturers and service providers. It is therefore appropriate
that manufacturers use the technical specifications of the
OASIS format and that the Commission will request in
due course the European Committee for Standardisation
(‘CEN’) and the International Organization for Standard
(17) When examining the major policy areas which affect the
ization (‘ISO’) to develop this format into a standard with
competitiveness of the European automotive industry, the
a view to replacing the OASIS format.
‘CARS 21 High Level Group’ agreed on a number of
recommendations aimed at enhancing the industry’s
global competitiveness and employment while sustaining
further progress in safety and environmental
performance, which was published in a report by the
Commission in 2006 entitled ‘CARS 21: A Competitive
(14) In
order
to
further
pursue
the
harmonised
approach
for
Automotive Regulatory System for the 21st century’. In
access to RMI in all sectors of type-approval legislation
the area of simplification, the High Level Group
taken in Chapter XV of Regulation (EU) No 168/2013
proposed, inter alia, two legislative measures, introducing
the provisions of which follow Regulations (EC) No
the possibility of manufacturers conducting approval
595/2009 ( 1 ) and (EC) No 715/2007
( 2 ) of the
tests themselves, i.e. to be designated as a technical
European Parliament and of the Council, it is appropriate
service (‘self-testing’), and the possibility of using
to carry over to this Regulation the provisions on access
computer simulations instead of physical tests (‘virtual
to repair and maintenance information set out in the
testing’). This Regulation should therefore set out the
implementing regulation to Regulations (EC) No
detailed conditions with respect to virtual testing and
595/2009 and (EC) No 715/2007, namely Commission
self-testing as set out in Articles 32, 64 and 65 of Regu
Regulation (EU) No 582/2011 ( 3 ) and adapt them to the
lation (EU) No 168/2013.
specificities of the L-category vehicle sector.
( 1 ) Regulation (EC) No 595/2009 of the European Parliament and of
the Council of 18 June 2009 on type-approval of motor vehicles
and engines with respect to emissions from heavy duty vehicles
(Euro VI) and on access to vehicle repair and maintenance
information and amending Regulation (EC) No 715/2007 and
Directive 2007/46/EC and repealing Directives 80/1269/EEC,
(18) Computer-aided techniques, in particular Computer-
2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1).
Aided-Design, are used widely throughout the engin
( 2 ) Regulation (EC) No 715/2007 of the European Parliament and of
eering process from conceptual design and layout of
the Council of 20 June 2007 on type approval of motor vehicles
with respect to emissions from light passenger and commercial
components and equipment, through strength and
vehicles (Euro 5 and Euro 6) and on access to vehicle repair and
dynamic analysis of assemblies to definition of manufac
maintenance information (OJ L 171, 29.6.2007, p. 1).
turing methods. Available software makes possible the
( 3 ) Commission Regulation (EU) No 582/2011 of 25 May 2011 imple
use of virtual testing methods based on such techniques,
menting and amending Regulation (EC) No 595/2009 of the
the introduction of which was identified by the ‘CARS 21
European Parliament and of the Council with respect to emissions
High Level Group’ as a means of reducing manufacturers’
from heavy duty vehicles (Euro VI) and amending Annexes I and III
to Directive 2007/46/EC of the European Parliament and of the
costs by no longer obliging them to build prototypes
Council (OJ L 167, 25.6.2011, p. 1).
for the purposes of type-approval. Manufacturers not

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wishing to take advantage of virtual testing methods
HAS ADOPTED THIS REGULATION:
should be allowed to continue to use the existing
physical test methods.
CHAPTER I
SUBJECT MATTER AND DEFINITIONS
(19) Type-approval
tests
are
conducted
by
technical
services
Article 1
duly notified to the Commission by the type-approval
Subject matter
authorities of the Member States after their skills and
competence have been assessed under the relevant inter
1. This Regulation establishes the detailed technical
national standards. Those standards contain the necessary
requirements and test procedures regarding vehicle construction
requirements to allow a manufacturer or a subcon
and general requirements for the approval of L-category vehicles
tracting party acting on his behalf to be designated as
and the systems, components and separate technical units
a technical service by the approval authority within the
intended for such vehicles in accordance with Regulation (EU)
meaning of Directive 2002/24/EC of the European
No 168/2013 and sets out a list of UNECE regulations and
Parliament and of the Council ( 1 ) (the Framework Direc
amendments thereto.
tive). However, in order to prevent potential conflicts of
interest, the responsibilities of the manufacturers should
be specified. In addition, the conditions under which a
2. It
also
establishes
performance
standards
for
technical
manufacturer may subcontract tests should be clarified.
services and the procedure for their assessment.
Article 2
(20) One
of
the
main
features
of
the
EU
type-approval
system
Definitions
is the high level of confidence which should exist
between the approval authority and the technical
The definitions of Regulation (EU) No 168/2013 shall apply. In
services it has appointed. It is therefore important to
addition, the following definitions shall apply:
ensure that the information exchange between technical
services and approval authority is marked by trans
parency and clarity.
(1) ‘anti-tampering measures’ means a series of technical
requirements and specifications the aim of which is to
prevent, as far as possible, unauthorised modifications of
the vehicle's powertrain which may prejudice functional
safety, in particular by increasing vehicle performance,
(21) A
virtual
testing
method
should
provide
for
the
same
and damage the environment, and are not permitted by
level of confidence in the results as a physical test.
Annex II;
Therefore, it is appropriate to lay down relevant
conditions to ensure that the manufacturer acting as
in-house technical service, a subcontracting party acting
(2) ‘inlet conduit’ means the combination of the inlet passage
on behalf of the manufacturer or the technical service
and the intake pipe;
can properly validate the mathematical models used.
(3) ‘inlet passage’ means the passage for the intake of air
within the cylinder, cylinder-head or crankcase;
(22) Checks
on
the
conformity
of
vehicles,
components
or
separate technical units throughout the production
process are an essential part of the EU type-approval
(4) ‘intake pipe’ means a part connecting the carburettor or
process. These conformity checks are carried out
air-control system and the cylinder, cylinder-head or
through conducting physical tests on vehicles,
crankcase;
components or separate technical units taken from the
production line. Virtual methods should not be
permissible for the purposes of conformity of production
(5) ‘intake system’ means the combination of the inlet conduit
testing, even if they have been used for type-approval
and the intake silencer;
purposes.
(6) ‘exhaust system’ means the combination of the exhaust
pipe, the expansion box, the exhaust silencer and
pollution control device(s);
(23) This
Regulation
should
apply
from
the
date
of
appli
cation of Regulation (EU) No 168/2013,
(7) ‘special tools’ means tools in conjunction with anti-
( 1 ) Directive 2002/24/EC of the European Parliament and of the
tampering devices which are made available only to
Council of 18 March 2002 relating to the type-approval of two
or three-wheel motor vehicles and repealing Council Directive
distributors authorised by the vehicle manufacturer and
92/61/EEC (OJ L 124, 9.5.2002, p. 1).
are not available to the general public;

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(8) ‘spark delivery of the ignition system’ means all the char
(19) ‘secondary coupling’ means a connecting device capable in
acteristics of the spark generated in the ignition system of
the event of separation of the main coupling, to ensure
a positive ignition ‘(PI)’ engine used to ignite the air-fuel
that the trailer remains connected to the towing vehicle
mixture, such including timing, level and positioning;
and that there is some residual steering action;
(9) ‘fuel feed system’ means the set of components including
(20) ‘plate edge’ means the outline of a plate which would have
and between fuel storage and air-fuel blending or injecting
a total of four clearly identifiable edges if its shape were
device(s);
flat and rectangular and of an overall material thickness
not exceeding 10 mm;
(10) ‘conformity of production’ (CoP) means the ability to
ensure that each series of products produced is in
(21) ‘stem’ means any projection or part which appears to have
conformity with the specification, performance and
a round or virtually round shape, including bolt and screw
marking requirements in the type-approval;
heads, with a relatively constant overall diameter and
which has a free end that can be contacted;
(11) ‘quality management system’ means a set of interrelated or
interacting elements that organisations use to direct and
(22) ‘mesh size’ means the number of openings per (linear) inch
control how quality policies are implemented and quality
of mesh;
objectives are achieved;
(23) ‘load platform’ means a platform attached to the structure
(12) ‘audit’ means an evidence-gathering process used to
of the L-category vehicle for the carriage of load;
evaluate how well audit criteria are being applied
targeting to be objective, impartial and independent, and
handled in a systematic and documented audit process;
(24) ‘standard equipment’ means the basic configuration of a
vehicle equipped with all the features required under the
(13) ‘corrective actions’ means a problem-solving process in the
regulatory acts referred to in Annex II to Regulation (EU)
quality management process with subsequent steps taken
No 168/2013, including all features that are fitted without
to remove the causes of a nonconformity or undesirable
giving rise to any further specifications on configuration or
situation and designed to prevent their recurrence;
equipment level;
(14) ‘certification’ means an attestation by a national accredi
(25) ‘optional equipment’ means features that are not included
tation body that an organisation meets the requirements
in the standard equipment and may be fitted to a vehicle
set by harmonised standards and, where applicable, any
under the responsibility of the manufacturer;
additional requirements, including those set out in
relevant sectorial schemes, for carrying out a specific
conformity assessment activity;
(26) ‘mass of the optional equipment’ means the mass of the
equipment which may be fitted to the vehicle in addition
to the standard equipment, in accordance with the manu
(15) ‘coupling device for L-category vehicle’ means all parts and
facturer’s specifications;
devices fitted to the frames, load-bearing parts of the
bodywork and chassis of the vehicles by means of which
towing and towed vehicles are connected together,
(27) ‘mass of the coupling’ means the mass of the coupling
including fixed or detachable parts for attaching,
device and the parts necessary for attaching the coupling
adjusting or operating the coupling devices;
to the vehicle;
(16) ‘coupling ball and towing bracket’ means a coupling device
(28) ‘technically permissible maximum mass at the coupling
employing a spherical device and a bracket fitted on the L-
point’ means the mass, corresponding to the maximum
category vehicle for connecting to the trailer by means of
permissible static vertical load on the coupling point (‘S’
a coupling head;
or ‘U’ value), of a towing vehicle, on the basis of the
construction features of the coupling and the towing
vehicle;
(17) ‘coupling head’ means a mechanical coupling device on the
drawbar of trailers for connecting to a coupling ball on the
L-category vehicle;
(29) ‘actual mass’ in relation to a vehicle means the mass in
running order as referred to in Article 5 of Regulation (EU)
No 168/2013, plus the mass of the driver (75 kg), plus the
(18) ‘coupling point’ means the centre of engagement of the
mass of the alternative propellant storage if applicable and
coupling fitted to a towed vehicle within the coupling
plus the mass of optional equipment fitted to an individual
fitted to a towing vehicle;
vehicle;

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(30) ‘technically permissible maximum laden mass’ (M) means
(43) ‘warm-up cycle’ means vehicle operation whereby the
the maximum mass allocated to a vehicle on the basis of
coolant temperature rises by at least 22 K from engine
its construction features and design performances;
start-up to at least 343,2 K (70 °C);
(31) ‘technically permissible maximum towable mass’ (TM)
(44) ‘fuel trim’ refers to feedback adjustments to the base fuel
means the maximum mass capable of being towed by a
schedule;
towing vehicle;
(32) ‘axle’ means the common axis of rotation of two or more
(45) ‘short-term fuel trim’ refers to dynamic or instantaneous
wheels whether power driven or freely rotating, and
adjustments to the base fuel schedule;
whether in one or more segments located in the same
plane perpendicular to the longitudinal centre-line of the
vehicle;
(46) ‘long-term fuel trim’ refers to much more gradual
adjustments to the fuel calibration schedule which
compensate for vehicle differences and gradual changes
(33) ‘technically permissible maximum mass on the axle’ means
that occur over time;
the mass corresponding to the maximum permissible static
vertical load transmitted to the ground by the wheels of
the axle, on the basis of the construction features of the
(47) ‘calculated load value’ means referring to an indication of
axle and the vehicle and their design performances;
the current airflow divided by peak airflow, where peak
airflow is corrected for altitude, if available. This definition
(34) ‘pay-mass’ means the difference between the technically
provides a dimensionless number that is not engine-
permissible maximum laden mass and the actual mass of
specific and provides the service technician with an indi
the vehicle;
cation of the proportion of engine capacity being used
(with wide open throttle as 100 %);
(35) ‘longitudinal plane’ means a vertical plane running parallel
to the straight-ahead direction of travel of the vehicle;
(48) ‘permanent emission default mode’ refers to a case where
the engine management controller permanently switches
(36) ‘emission control system’ means the electronic engine
to a setting that does not require an input from a failed
management controller and any emission-related
component or system where such a failed component or
component in the exhaust or evaporative system which
system would result in increasing emissions from the
supplies an input to or receives an output from this
vehicle exceeding the limits set out in Section (B) of
controller;
Annex VI to Regulation (EU) No 168/2013;
(37) ‘malfunction indicator’ (‘MI’) means a visible or audible
(49) ‘power take-off unit’ means an engine-driven output
indicator that clearly informs the driver of the vehicle in
provision for the purposes of powering auxiliary, vehicle-
the event of malfunctions as referred to in Article 21 of
mounted equipment;
Regulation (EU) No 168/2013;
(50) ‘access to OBD’ means the availability of all emission and
(38) ‘malfunction’ means the failure of a component or system
safety critical related on-board diagnostic information
that would result in emissions exceeding the OBD
including all fault codes required for the inspection, diag
thresholds laid down in Section (B) of Annex VI to Regu
nosis, servicing or repair of environmental or functional-
lation (EU) No 168/2013, or the triggering of any
safety-related parts of the vehicle, via the serial interface
operating mode which significantly reduces engine
for the standard diagnostic connection, pursuant to point
torque, or the OBD system being unable to fulfil the
3.12 of Appendix 1 to Annex XII;
basic monitoring requirements of Annex XII;
(39) ‘secondary air’ means air introduced into the exhaust
(51) ‘unrestricted access to the OBD system’ means:
system by means of a pump or aspirator valve or other
means intended to aid in the oxidation of HC and CO
contained in the exhaust gas flow;
(a) access not dependent on an access code obtainable
only from the manufacturer, or a similar device; or
(40) ‘engine misfire’ means a lack of combustion in the cylinder
of a positive-ignition engine due to the absence of spark,
(b) access allowing evaluation of the data produced
poor fuel metering, poor compression or any other cause;
without the need for any unique decoding information,
unless that information itself is standardised
(41) ‘type I test’ means the applicable driving cycle used for
information;
emission approvals;
(52) ‘standardised data’ means that all data stream information,
(42) ‘driving cycle’ means a test cycle consisting of engine start-
including all fault codes used, is produced only in
up, driving mode where a malfunction would be detected
accordance with industry standards which, by virtue of
if present, and engine shut-off;
the fact that their format and their permitted options are

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clearly defined, provide for a maximum level of harmon
(64) ‘transverse tilt’ means the sideways gradient, expressed as a
isation in the L-category vehicle industry, and the use of
percentage, of the actual supporting surface where the line
which is expressly permitted in this Regulation;
formed by the intersection of the longitudinal median
plane of the vehicle and the supporting surface is perpen
dicular to the line of maximum gradient;
(53) ‘deficiency’ in respect of vehicle OBD systems, means a
situation in which up to two separate components or
systems that are monitored contain temporary or
permanent operating characteristics that impair their
(65) ‘longitudinal tilt’ means the fore and aft gradient, expressed
otherwise efficient OBD monitoring or do not meet all
as a percentage, of the actual supporting surface where the
other detailed requirements for OBD;
longitudinal median plane of the vehicle is parallel to, and
thus in line with, the line of maximum gradient;
(54) ‘significant reduction of propulsion torque’ means a
propulsion torque less than or equal to 90 % of torque
(66) ‘in-use position’ of a stand refers to a stand being extended
in normal operation mode;
or opened and put in the intended position for parking;
(55) ‘surface of patterned mesh’ means a surface consisting of a
pattern of shapes, such as round, oval, diamond,
(67) ‘not-in-use position’ of a stand refers to a stand being
rectangular or square holes, spread evenly at intervals
retracted or closed and kept in the position for travelling.
not exceeding 15 mm;
CHAPTER II
(56) ‘surface of grille’ means a surface consisting of parallel bars
spread evenly and not more than 15 mm apart;
OBLIGATIONS OF MANUFACTURERS REGARDING VEHICLE
CONSTRUCTION
Article 3
(57) ‘nominal surface’ means a theoretical geometrically perfect
surface without taking into account surface irregularities
Fitting and demonstration requirements related to vehicle
such as protrusions or indentations;
construction
1. In
order
to
comply
with
the
vehicle
construction
requirements as laid down in Article 18 of, and Annex II to,
(58) ‘inclination’ means the degree of angular deviation in
Regulation (EU) No 168/2013, manufacturers shall equip L-
relation to a vertical plane;
category vehicles with systems, components and separate
technical units affecting functional safety and environmental
protection that are designed, constructed and assembled so as
(59) ‘customer adaptation’ means any change to a vehicle,
to enable the vehicle in normal use and maintained according
system, component or separate technical unit made at
to the prescriptions of the manufacturer to comply with the
the request of a customer and subject to approval;
detailed technical requirements and testing procedures.
(60) ‘carry-over system’ means a system, as defined in
2. In
accordance
with
Articles
6
to
20
manufacturers
shall
Article 3(15) of Regulation (EU) No 168/2013, carried
demonstrate by means of physical demonstration testing to the
over from an old type of vehicle to a new type of vehicle;
approval authority that the L-category vehicles made available
on the market, registered or entering into service in the Union
comply with the vehicle construction requirements of Chapter
(61) ‘stand’ means a device firmly attached to the vehicle and
III of Regulation (EU) No 168/2013 and comply with the
able to maintain the fully unattended vehicle in its
detailed technical requirements and test procedures laid down
intended parking position;
in Articles 6 to 20 of this Regulation.
(62) ‘prop stand’ means a stand which, when extended or
3. Manufacturers
shall
ensure
that
spare
parts
and
equipment
swung into the position of use, supports the vehicle on
that are made available on the market or are entering into
one side only, leaving both wheels in contact with the
service in the Union comply with the relevant requirements
ground;
of Regulation (EU) No 168/2013, as specified by the detailed
technical requirements and test procedures referred to in this
Regulation. An approved L-category vehicle equipped with such
(63) ‘centre stand’ means a stand which, when swung into the
a spare part or equipment shall meet the same test requirements
position of use, supports the vehicle by providing one or
and performance limit values as a vehicle equipped with an
more areas of contact between the vehicle and the ground
original part or equipment satisfying endurance requirements
on both sides of the longitudinal median plane of the
up to and including those set out in Article 22(2) and
vehicle;
Articles 23 and 24 of Regulation (EU) No 168/2013.

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4. Manufacturers shall also ensure that type-approval Annex II(C1) to Regulation (EU) No 168/2013 shall be
procedures for verifying conformity of production are
conducted and verified in accordance with Annex II to this
followed with regard to the detailed vehicle construction
Regulation.
requirements laid down in Article 33 of Regulation (EU) No
168/2013 and the detailed technical requirements in this Regu
lation.
Article 7
Requirements applying to the arrangements for type-
approval procedures
5. Where
applicable,
the
manufacturers
shall
submit
to
the
approval authority a description of the measures taken to
The test procedures and requirements applying to arrangements
prevent tampering with the powertrain management system
for type-approval referred to in Annex II(C2) to Regulation (EU)
including the emission and functional safety control computers.
No 168/2013 shall be conducted and verified in accordance
with Annex III to this Regulation.
Article 4
Article 8
Application of UNECE regulations
Requirements applying to conformity of production (CoP)
1. The
UNECE
regulations
and
amendments
thereto
set
out
in Annex I to this Regulation shall apply to type approval.
The test procedures and requirements applying to conformity of
production (CoP) referred to in Annex II(C3) to Regulation (EU)
No 168/2013 shall be conducted and verified in accordance
with Annex IV to this Regulation.
2. Vehicles
with
a
maximum
design
vehicle
speed
lower
than
or equal to 25 km/h shall meet all the relevant requirements of
UNECE regulations applying to vehicles with a maximum
vehicle design speed higher than 25 km/h.
Article 9
Requirements applying to coupling devices and
attachments
3. References
to
vehicle
categories
L 1 , L 2 , L 3 , L 4 , L 5 , L 6 and
The test procedures and requirements applying to coupling
L 7 in the UNECE regulations shall be understood as references
devices and attachments referred to in Annex II(C4) to Regu
to vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e
lation (EU) No 168/2013 shall be conducted and verified in
respectively under this Regulation, including any subcategories.
accordance with Annex V to this Regulation.
Article 5
Article 10
Technical specifications on vehicle construction Requirements applying to devices to prevent unauthorised
requirements and test procedures
use
1. The vehicle construction test procedures shall be
The test procedures and requirements applying to devices to
performed in accordance with the test requirements laid down
prevent unauthorised use referred to in Annex II(C5) to Regu
in this Regulation.
lation (EU) No 168/2013 shall be conducted and verified in
accordance with Annex VI to this Regulation.
2. The
test
procedures
shall
be
carried
out
or
witnessed
by
the approval authority or, if authorised by the approval auth
Article 11
ority, by the technical service.
Requirements applying to electromagnetic compatibility
(EMC)
The test procedures and requirements applying to electrom
3. The
measurement
methods
and
test
results
shall
be agnetic compatibility (EMC) referred to in Annex II(C6) to Regu
reported to the approval authority in the test report format
lation (EU) No 168/2013 shall be conducted and verified in
laid down pursuant to Article 32(1) of Regulation (EU) No
accordance with Annex VII to this Regulation.
168/2013.
Article 12
Article 6
Requirements applying to external projections
Requirements applying to powertrain tampering
prevention (anti-tampering) measures
The test procedures and requirements applying to external
projections referred to in Annex II(C7) to Regulation (EU) No
The test procedures and requirements applying to powertrain
168/2013 shall be conducted and verified in accordance with
tampering prevention (anti-tampering) measures referred to in
Annex VIII to this Regulation.

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28.1.2014 Official
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Union
L
25/9
Article 13
Annex II(C14) to Regulation (EU) No 168/2013 shall be
conducted and verified in accordance with Annex XV to this
Requirements applying to fuel storage
Regulation.
The test procedures and requirements applying to fuel storage
referred to in Annex II(C8) to Regulation (EU) No 168/2013
Article 20
shall be conducted and verified in accordance with Annex IX to
this Regulation.
Requirements applying to stands
The test procedures and requirements applying to stands
referred to in Annex II(C15) to Regulation (EU) No 168/2013
Article 14
shall be conducted and verified in accordance with Annex XVI
to this Regulation.
Requirements applying to load platforms
The test procedures and requirements applying to load
CHAPTER III
platforms referred to in Annex II(C9) to Regulation (EU) No
168/2013 shall be conducted and verified in accordance with
OBLIGATIONS AND REQUIREMENTS RELATING TO
Annex X to this Regulation.
TECHNICAL SERVICES
Article 21
Performance standards and assessment of technical services
Article 15
Technical services have to comply with the performance
Requirements applying to masses and dimensions
standards and the procedure for their assessment referred to
The test procedures and requirements applying to masses and
in Annex II(C16) to Regulation (EU) No 168/2013, which
dimensions referred to in Annex II(C10) to Regulation (EU) No
shall be verified in accordance with Annex XVII to this Regu
168/2013 shall be conducted and verified in accordance with
lation.
Annex XI to this Regulation.
Article 22
Permissibility of self-testing
Article 16
With respect to the Self-testing by in-house technical services
Requirements applying to the functional on-board
referred to in Article 64(1) of Regulation (EU) No 168/2013,
diagnostics
such tests shall only be conducted where permitted in Annex III
to this Regulation.
The test procedures and requirements applying to functional
on-board diagnostics referred to in Annex II(C11) to Regulation
(EU) No 168/2013 shall be conducted and verified in
CHAPTER IV
accordance with Annex XII to this Regulation.
OBLIGATIONS OF THE MEMBER STATES
Article 23
Article 17
Type-approval of vehicles, systems, components and
separate technical units
Requirements applying to passenger handholds and
footrests
In accordance with Articles 18, 25 and 33 of Regulation (EU)
No 168/2013 and with effect from the dates laid down in
The test procedures and requirements applying to passenger
Annex IV to Regulation (EU) No 168/2013, national authorities
handholds and footrests referred to in Annex II(C12) to Regu
shall, as regards new vehicles not complying with Regulation
lation (EU) No 168/2013 shall be conducted and verified in
(EU) No 168/2013 and this Regulation, consider certificates of
accordance with Annex XIII to this Regulation.
conformity to be no longer valid for the purposes of
Article 43(1) of Regulation (EU) No 168/2013 and shall, on
grounds relating to emissions, fuel or energy consumption, or
Article 18
the applicable functional safety or vehicle construction require
ments, prohibit the making available on the market, registration
Requirements applying to the registration plate space
or entry into service of such vehicles.
The test procedures and requirements applying to the regis
tration plate space referred to in Annex II(C13) to Regulation
CHAPTER V
(EU) No 168/2013 shall be conducted and verified in
accordance with Annex XIV to this Regulation.
FINAL PROVISIONS
Article 24
Entry into force
Article 19
This Regulation shall enter into force on the twentieth day
Requirements applying to access to repair and maintenance
following that of its publication in the Official Journal of the
information
European Union.
The test procedures and requirements applying to access
to repair and maintenance information referred to in
It shall apply from 1 January 2016.

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Official Journal of the European Union
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This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 21 November 2013.
For the Commission
The President
José Manuel BARROSO

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/11
LIST OF ANNEXES
Annex number Annex
title Page
C1 Vehicle construction and general type-approval requirements
I List
of
UNECE
regulations
which
apply
on
a
compulsory
basis 12
II Requirements
applying
to
powertrain
tampering
prevention
(anti-tampering)
measures 13
III Requirements
applying
to
arrangements
for
type-approval
procedures 17
IV Requirements
applying
to
conformity
of
production
(CoP) 23
V Requirements
applying
to
coupling
devices
and
attachments 35
VI Requirements
applying
to
devices
to
prevent
unauthorised
use 44
VII Requirements
applying
to
electromagnetic
compatibility
(EMC) 45
VIII Requirements
applying
to
external
projections 46
IX Requirements
applying
to
fuel
storage 53
X Requirements
applying
to
load
platforms 59
XI Requirements
applying
to
masses
and
dimensions 60
XII Requirements
applying
to
functional
on-board
diagnostics
(OBD) 68
XIII Requirements
applying
to
passenger
handholds
and
footrests 85
XIV Requirements
applying
to
the
registration
plate
space 86
XV Requirements
applying
to
access
to
repair
and
maintenance
information 89
XVI Requirements
applying
to
stands 96
C2 Requirements of technical services
XVII Performance
standards
and
assessment
of
technical
services 102

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L 25/12
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Official Journal of the European Union
28.1.2014
ANNEX I
List of UNECE regulations which apply on a compulsory basis
UNECE
regulation No
Subject
Series of
amendments
OJ Reference Applicability
10 Electromagnetic
compatibility 04 OJ
L
254,
20.9.2012,
p.
1 L1e, L2e, L3e, L4e, L5e,
(EMC)
L6e and L7e
62 Protection
against
unauth
00 OJ
L
89,
27.3.2013,
p.
37 L1e, L2e, L3e, L4e, L5e,
orised use
L6e and L7e
Explanatory note:
The fact that a component is included in this list does not make its installation mandatory. For certain components,
however, mandatory installation requirements are laid down in other annexes to this Regulation.

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28.1.2014 Official
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European
Union L
25/13
ANNEX II
Requirements applying to powertrain tampering prevention measures (anti-tampering)
1. Purpose
and
scope
1.1. The
powertrain
tampering
prevention
(anti-tampering)
measures
are
aimed
at
ensuring
that
adverse
changes
to
the vehicle's powertrain which have negative impacts on functional safety and/or on the environment are
discouraged.
1.2.
The measures shall include special requirements on vehicle markings as regards maximum power, maximum
design vehicle speed and stationary sound level on the statutory plate referred to in Article 39(1) of Regulation
(EU) No 168/2013. The special marking of original and non-original components, separate technical units, parts
and equipment affecting environmental and propulsion unit performance and functional safety shall comply with
Article 39(2) and (3) of Regulation (EU) No 168/2013 in order to allow enforcement authorities to verify
whether parts and equipment fitted to a vehicle in use are appropriate for the type-approved vehicle.
1.3. Scope
All L-category vehicles referred to in Article 2 of Regulation (EU) No 168/2013, with the exception of (sub)cat
egories L3e-A3, L4e-A3 and L5e.
2. General
requirements
2.1.
The manufacturer shall ensure that the approval authority and technical service is provided with the necessary
information and, where appropriate, the necessary vehicles, propulsions, components and separate technical units
to enable them to verify that the requirements of this Annex have been met.
2.2.
The manufacturer shall declare in the application for the type-approval its commitment not to market inter
changeable components which could enable an increase in propulsion unit performance applicable to the
relevant (sub)category.
2.3. Interchangeability
of
non-identical
parts
between
type-approved
vehicles:
2.3.1. The interchangeability of the following parts in an individual or combined way, shall not result in an increase of
the propulsion unit performance exceeding the values measured and reported at type-approval meaning that in
any case the maximum design vehicle speed and/or the maximum continuous rated and/or net engine power of
the relevant category shall remain within the conformity of production boundaries set out in point 4.1.4 of
Annex IV:
2.3.1.1. for vehicles equipped with a two-stroke engine: cylinder/piston combination, carburettor or fuel injector(s), intake
pipe, exhaust system;
2.3.1.2. for vehicles equipped with a four-stroke engine: cylinder head, camshaft, cylinder/piston combination, carburettor
or fuel injector(s), intake pipe, exhaust system.
2.4.
In no case may the approved maximum design vehicle speed and/or the maximum continuous rated and/or net
engine power of the relevant (sub)category, set out in Annex I to Regulation (EU) No 168/2013 may, be
exceeded meaning that in any case the vehicle’s propulsion unit performance shall remain within the conformity
of production boundaries set out in point 4.1.4 of Annex IV.
2.5.
In the case of chains or cogged belts, the number of teeth shall be displayed on the pinions.
2.6. The
manufacturer
shall
declare
that
manufacturer-facilitated
modifications
of
the
following
characteristics
will
not
increase the propulsion unit performance exceeding the conformity of production boundaries set out in point
4.1.4 of Annex IV: spark delivery of the ignition system if applicable, fuel feed and delivery system, air intake
system including air filter(s) (modification or removal), propulsion battery configuration or electric power to the
electric motor(s) if applicable, the drive train and the control unit(s) that control the powertrain of the vehicle.
2.7.
If the ignition timing is adjustable, the propulsion unit performance shall be measured with the ignition advance
set within ± 5° of the value at which maximum engine power is achieved.

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L 25/14
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Official Journal of the European Union
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2.8.
The manufacturer shall ensure that the approved vehicle complies with the following provisions on electronic
system security limiting the vehicle’s environmental and propulsion unit performance.
2.8.1. For
a
vehicle
equipped
with
(an)
electrical/electronic
device(s)
which
limit
its
propulsion
unit
performance,
the
vehicle manufacturer shall provide data and evidence to the test authorities to demonstrate that modification or
disconnection of the device or its wiring system will not increase performance.
2.8.2. Any
vehicle
equipped
with
electronic
control
shall
include
features
to
prevent
modification,
except
as
permitted
by the manufacturer. The manufacturer shall permit modifications necessary for the diagnosis, servicing,
inspection, retrofitting or repair of the vehicle.
2.8.3. Any
reprogrammable
computer
codes
or
operating
parameter
shall
be
resistant
to
tampering
and
afford
a
level
of
protection at least as high as the provisions in ISO 15031-7:2001, provided that the security exchange is
conducted using the communication protocols and standardised diagnostic connector prescribed in Appendix
1 to Annex XII.
2.8.4. To avoid increases in propulsion unit performance, computer-coded propulsion operating parameters shall not
be changeable without the use of specialised tools and procedures, e.g. soldered or potted computer components,
sealed or soldered computer enclosures.
2.8.5. Any
removable
calibration
memory
chips
shall
be
potted,
encased
in
a
sealed
container
or
protected
by
elec
tronic algorithms, and shall not be changeable without the use of specialised tools and procedures.
2.8.6. Manufacturers
using
programmable
computer
code
systems
(e.g.
electrical
erasable
programmable
read-only
memory, EEPROM) shall deter unauthorised reprogramming. They shall include enhanced tamper-protection
strategies and write-protect features requiring electronic access to an off-site computer maintained by the manu
facturer and to which independent operators shall also have access using the protection afforded in Annex XV.
Methods giving an adequate level of tamper protection, such as seed and key security access as per Keyword
2000 protocol, shall be approved by the approval authority.
2.8.7. Stored
on-board
diagnostic
trouble
codes
(DTCs)
in
the
powertrain
or
engine
control
unit(s)
shall
not
be
erased
by disconnection of the on board computer from the vehicle power supply or by disconnection or failure of the
vehicle battery or ground.
3.
Additional specific requirements for (sub)category L1e, L2e and L6e vehicles
3.1.
The acceptable tolerance for maximum vehicle speed and/or power limitation of category L1e, L2e and L6e
vehicles shall be ± 5 % of the maximum design vehicle speed and/or net and/or continuous rated power
classification criteria referred to in Annex I to Regulation (EU) No 168/2013.
3.2. Requirements
for
category
L1e,
L2e
and
L6e
vehicles
equipped
with
a
combustion
engine
3.2.1. Intake
system
3.2.1.1. Each intake pipe shall be fixed with shear-bolts or bolts removable only using special tools. A restricted section,
indicated on the outside, shall be located inside the pipes; at that point the wall shall be less than 4 mm in
thickness, or 5 mm if composed of a flexible material such as rubber.
3.2.1.2. Any interference with the pipes aimed at modifying the restricted section shall lead to either the destruction of
the pipes or complete and permanent malfunctioning of the engine until they are restored to their approved
condition.
3.2.1.3. A marking with indication of the vehicle category or categories shall be legible on the pipes.
3.2.2. Engine
3.2.2.1. If an engine is equipped with (a) reed valve(s), it (they) shall be fixed with shear-bolts which prevent reuse of its
support or bolts removable only using special tools.

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3.2.2.2. After mounting, the maximum thickness of a cylinder-head gasket, if any, shall not exceed 1,3 mm.
3.2.2.3. Piston for two-stroke engines.
The piston, when in position at top dead centre, shall not cover the inlet port. This requirement does not apply
to those parts of the transfer/scavenging port which coincide with the inlet port in the case of vehicles the engine
of which is equipped with an induction system incorporating reed valve(s).
3.2.2.4. For two-stroke engines, rotation of the piston through 180° shall not increase engine performance.
3.2.3. Exhaust
system
3.2.3.1. No artificial restriction is permitted in the exhaust system. The valve guides of a four-stroke engine are not to be
considered artificial restrictions.
3.2.3.2. Removing the resonator tube, if installed, shall not result in an increase in propulsion unit performance.
3.2.3.3. The part(s) of the exhaust system inside the silencer(s) which determine(s) the effective length of the exhaust pipe
shall be affixed to the silencer(s) or expansion box(es) in such a way that it (they) cannot be removed.
3.5. Continuous
Variable
Transmission
(CVT)
3.5.1. CVT Transmission covers, if available, shall be fixed by means of at a minimum 2 shear bolts or be disassembled
only by using special tools.
3.5.2. The CVT mechanism intended to limit the drive ratio by limitation of the effective distance between two discs
shall be fully integrated in one or both discs in such a way that it is impossible to modify the effective distance
beyond a limit that would result in an increase of the maximum vehicle speed of more than 10 % of this
maximum permissible vehicle speed without destroying the disc system. If the manufacturer employs inter
changeable spacer rings in the CVT to adjust the maximum vehicle speed, the complete removal of these rings
shall not increase the maximum vehicle speed with more than 10 %.
4. Additional
specific
requirements
for
(sub)categories
L3e-A1
and
L4e-A1
4.1. Subcategory
L3e-A1
and
L4e-A1
vehicles
shall
comply
with
the
requirements
of
either
point
3.2.1,
3.2.2.1
or
3.2.3.1 and comply with the requirements set out in points 3.2.3.2 and 3.2.3.3.
4.2. Intake
system
An irremovable sleeve shall be located in the inlet conduit.
4.2.1. If such a sleeve is located in the intake pipe, the latter shall be fixed to the engine block by means of shear-bolts
or bolts removable only using special tools.
4.2.2. The sleeve shall have a minimum hardness of 60 HRC. In the restricted section it shall not exceed 4 mm in
thickness.
4.2.3. Any interference with the sleeve aimed at removing or modifying it shall lead to either the destruction of the
sleeve and its support or complete and permanent malfunctioning of the engine until it is restored to its
approved condition.
4.2.4. A marking with indication of the vehicle category or categories shall be legible on the surface of the sleeve or
not far from it.
4.2.5. Each
intake
pipe
shall
be
fixed
with
shear-bolts
or
bolts
removable
only
using
special
tools.
A
restricted
section,
indicated on the outside, shall be located inside the pipes; at that point the wall shall be less than 4 mm in
thickness, or 5 mm if composed of a flexible material such as rubber.
4.2.6. Any interference with the pipes aimed at modifying the restricted section shall lead to either the destruction of
the pipes or complete and permanent malfunctioning of the engine until they are restored to their approved
condition.
4.2.7. A marking with indication of the vehicle (sub)category as defined in Articles 2 and 4 of, and Annex I to,
Regulation (EU) No 168/2013 shall be legible on the pipes.

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Official Journal of the European Union
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4.2.8. The part of the inlet conduit located in the cylinder head shall have a restricted section. In the whole inlet
passage, there shall not be a more restricted section (except the valve-seat section).
4.2.9. Any interference with the conduit aimed at modifying the restricted section shall lead to either the destruction of
the pipe or complete and permanent malfunctioning of the engine until it is restored to its approved condition.
4.2.10. A marking with indication of the vehicle category as referred to in Article 39 of Regulation (EU) No 168/2013
shall be legible on the cylinder head.
4.2.11. The diameter of the restricted sections referred to in point 4.2 may vary according to the (sub)category vehicle
concerned.
4.2.12. The manufacturer shall supply the diameter(s) of the restricted section(s) and demonstrate to the approval
authority and technical service that this restricted section is the most critical for the passage of gases, and
that there is no other section which, if modified, could increase propulsion unit performance.
5.
Additional specific requirements for other (sub)categories of vehicle within the scope of point 1.3.
5.1.
For vehicles of subcategory L3e-A2 or L4e-A2 vehicle any variant or version among the same type shall not have
a maximum net engine power and/or maximum continuous rated power that exceed the double of that power.
5.2.
The manufacturer shall declare that modifications and interchangeability of the characteristics and components
listed below shall not lead to:
— for vehicles of subcategory L3e-A2 and L4e-A2, exceeding the double of the net engine power or maximum
continuous rated power, or
— for vehicles of category L7e, exceeding the approved propulsion unit performance;
5.2.1. spark
delivery
of
the
ignition
system,
if
applicable;
5.2.3. fuel
feed
and
delivery
system;
5.2.4. air intake system including air filter(s) (modification or removal);
5.2.5. the
drive
train;
5.2.6. the control unit(s) that control(s) the propulsion unit performance of the powertrain;
5.2.7. removal
of
any
component
(mechanical,
electrical,
structural,
etc.)
which
limits
full
engine
load
leading
to
any
change in the propulsion unit performance approved in accordance with Annex II(A) to Regulation (EU) No
168/2013.

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European
Union L
25/17
ANNEX III
Requirements applying to arrangements for type-approval procedures
1. Type-approval
process
1.1. When
receiving
an
application
for
vehicle
type-approval,
the
approval
authority
shall:
1.1.1. verify
that
all
EU
type-approval
certificates
issued
pursuant
to
the
regulatory
acts
which
are
applicable
for
vehicle
type-approval cover the vehicle type and correspond to the prescribed requirements;
1.1.2. by reference to the documentation make sure that the vehicle specifications and data contained in the vehicle
information document are included in the data in the information packages and in the EU type-approval
certificates in respect of the relevant regulatory acts;
1.1.3. when an item number in the information document is not included in the information package of any of the
regulatory acts, confirm that the relevant part or characteristic conforms to the particulars in the information
folder;
1.1.4. on a selected sample of vehicles from the type to be approved carry out or arrange to be carried out inspections
of vehicle parts and systems to verify that the vehicle(s) is/are built in accordance with the relevant data
contained in the authenticated information package in respect of the relevant EU type-approval certificates;
1.1.5. carry out or arrange to be carried out relevant installation checks in respect of separate technical units where
applicable;
1.1.6. carry out or arrange to be carried out necessary checks in respect of the presence of the devices provided for in
Annex II to Regulation (EU) No 168/2013;
1.1.7. carry out or arrange to be carried out necessary checks in order to ensure that the requirements regarding
gaseous-fuel systems are fulfilled, if applicable.
2. Combination
of
technical
specifications
2.1.
The number of vehicles to be submitted shall be sufficient to permit the proper check of the various
combinations to be type-approved according to the following criteria:
2.1.1. vehicle
type,
variants
and
versions;
2.1.2. vehicle
and
propulsion
family;
2.1.3. transmission;
2.1.4. body
style;
2.1.5. number
of
doors;
2.1.6. number
of
seating
positions.
3. Specific
provisions
3.1.
Where no approval certificates for any of the relevant regulatory acts are available, the approval authority shall:
3.1.1. arrange for the necessary tests and checks as required by each of the relevant regulatory acts;
3.1.2. verify that the vehicle conforms to the particulars in the vehicle information folder and that it meets the technical
requirements of each of the relevant regulatory acts;
3.1.3. carry out or arrange to be carried out relevant installation checks in respect of separate technical units where
applicable;
3.1.4. carry out or arrange to be carried out necessary checks in respect of the presence of the devices provided for in
Annex II to Regulation (EU) No 168/2013 where applicable;
3.1.5. carry out or arrange to be carried out necessary checks in order to ensure that the requirements regarding
gaseous-fuel systems are fulfilled, if applicable.

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4. Provisions
regarding
conversion
of
subcategories
(L3e/L4e)-A2
and
(L3e/L4e)-A3
motorcycles
4.1. General
Provisions for conversion shall only apply to subcategories (L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycles with and
without side-car and vice versa.
4.2.
Conversion specified for subcategory (L3e/L4e)-A2 motorcycle to a (L3e/L4e)-A3 motorcycle and vice versa shall
be permitted under the following controlled conditions:
4.2.1. Type-approval
The manufacturer shall conduct in type-approval separate tests for the (L3e/L4e)-A2 and (L3e/L4e)-A3
motorcycle configurations and demonstrate to the technical service and to the satisfaction of the approval
authority the L3e motorcycle’s compliance with the provisions of point 4 and separately report on the
following requirements:
4.2.2. Environmental
and
propulsion
unit
performance
requirements
set
out
in
Chapter
III
of
Regulation
(EU)
No
168/2013, and tests referred to in Annexes II, V, VI and VII to that Regulation (EU) No 168/2013:
4.2.2.1. the environmental test types I, II, V, VII, VIII and IX referred to in Annex V to Regulation (EU) No 168/2013;
4.2.2.2. the propulsion unit performance requirements and tests referred to in Annex II(A2) to Regulation (EU) No
168/2013;
4.2.2.3. the vehicle/propulsion family definitions shall be separately determined and reported for the (L3e/L4e)-A2 and
for the (L3e/L4e)-A3 motorcycle configurations.
4.2.3. Functional safety requirements: tests shall be conducted and the associated requirements shall be met according
to points (B2), (B4), (B14), (B17) and (B18) of Annex II to Regulation (EU) No 168/2013;
4.2.4. Vehicle construction tests shall be conducted and the associated requirements shall be met according to points
(C1) and (C10) of Annex II to Regulation (EU) No 168/2013 in the (L3e/L4e)-A2 configuration.
4.2.5. All other type-approval requirements than the ones listed in point 4.1.1.1 which are set out in Annex II to
Regulation (EU) No 168/2013 shall be regarded as common and equal between the (L3e/L4e)-A2 and (L3e/L4e)-
A3 motorcycle configurations and shall therefore only be tested and reported once for both performance
configurations. For the systems, components, separate technical units, parts or equipment of the vehicle
unaffected by the conversion it shall be allowed to use the same test reports.
4.2.6. One
WVTA
shall
be
issued
for
the
category
L3e-A2
motorcycle
having
a
unique
EU
type-approval
number.
A
special section in the information document and in the type-approval certificate shall reflect the information on
the type-designation, type-approval number, technical data of the converted vehicle as well as the description of
the parts, software, etc. to convert the vehicle into the L3e-A3 configuration.
4.2.7. One
WVTA
shall
be
issued
for
the
L3e-A3
motorcycle
having
a
unique
EU
type-approval
number.
The
special
section in the information document as referred to in point 4.1.2 shall be added into the type-approval file of
the L3e-A3 vehicle.
4.2.8. If the complete information for the conversion is not available at the time of type-approval the completed
information may be introduced with an extension of the EU-WVTA. If only the number of the other EU-WVTA
is missing, it may be added with a revision of the EU-WVTA.
4.2.9. Electronic
information
of
the
(L3e/L4e)-A2
or
A3
motorcycle
The manufacturer shall program the applicable motorcycle subcategory ‘L3e-A2’ or ‘L3e-A3’ in the PCU/ECU
memory of the motorcycle when converting from the (L3e/L4e)-A2 to (L3e/L4e)-A3 configuration or vice versa.
4.2.9.1. This electronic information shall be made available in a readable format on request of a generic scan tool in
complying with the provisions set out in Annex XII.
4.2.9.2. This electronic information shall be protected against tampering in accordance with point 2.8 of Annex II.

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4.2.9.3. On request of the motorcycle manufacturer the vehicle may be exempted from complying with the requirements
in point 4.2.9.1 and 4.2.9.2 up until 1 January 2020 under the condition that a comprehensive technical
justification will be added to the information folder.
4.2.10. The Certificate of Conformity (CoC) shall only bear the data of one vehicle configuration, either (L3e/L4e)-A2 or
(L3e/L4e)-A3, at the end of the production line in the factory when finally set to one of the two possible
configurations.
4.2.11. Only one vehicle identification number (VIN) of the (L3e/L4e)-A2 and A3 motorcycle type shall be assigned to
motorcycles which can be converted from subcategories (L3e/L4e)-A2 to (L3e/L4e)-A3 or vice versa. The
statutory plate fitted on the vehicle shall contain this VIN and shall bear the two EU type-approval numbers
with clear indication of the stationary noise levels and engine powers in both configurations.
4.3. Conversion
Conversion of the (L3e/L4e)-A2 to the (L3e/L4e)-A3 configuration or vice versa shall only be performed and
controlled by the motorcycle manufacturer.
4.3.1. The manufacturer shall issue a declaration on request of the vehicle owner bearing the necessary information for
the conversion linked by the VIN to the CoC according to the template in the annex of the certificate of
conformity set out in Article 38(2) of Regulation (EU) No 168/2013 and declare that from the technical
perspective the approved L3e motorcycle may be converted to the (L3e/L4e)-A2 or (L3e/L4e)-A3 performance
levels.
4.3.2. This manufacturer declaration shall include: the EU-Whole Vehicle type-approval (‘WVTA’) numbers, the changed
data (with reference to the type-approval numbers concerned in the CoC), a brief description of the parts or
equipment to be changed and the software ID and calibration verification numbers for both configurations. A
specimen of the filled-out manufacturer declaration shall be included in the information folder.
4.4. First
registration
A Member State shall not refuse first registration and shall not require any additional testing for the purposes of
first registration of a new (L3e/L4e)-A2 or (L3e/L4e)-A3 motorcycle if the new motorcycle (L3e/L4e)-A2 is
converted to the (L3e/L4e)-A3 performance level or vice versa under the following conditions:
4.4.1. the reading of the generic scan tool referred to in point 4.2.9 indicates the appropriate (L3e/L4e)-A2 or (L3e/L4e)-
A3 configuration and a visual inspection leads to the conclusion, that all parts of the motorcycle necessary for the
conversion are changed and/or mounted;
4.4.2. the vehicle owner presents a valid Certificate of Conformity with the annexed manufacturer declaration referred to
in point 4.3.1.
5. Procedures
to
be
followed
during
multi-stage
EU
type-approval
5.1. General
5.1.1. The satisfactory operation of the process of multi-stage EU type-approval requires joint action by all the manu
facturers concerned. To this end type-approval authorities shall ensure, before granting first and subsequent stage
approval, that suitable arrangements exist between the relevant manufacturers for the supply and interchange of
documents and information such that the completed vehicle type meets the technical requirements of all the
provisions laid down in Regulation (EU) No 168/2013. Such information shall include details of relevant system,
component and separate technical unit approvals and of vehicle parts which form part of the incomplete vehicle
but are not yet approved.
5.1.2. Type-approvals in accordance with point 5 are granted on the basis of the current state of completion of the
vehicle type and shall incorporate all approvals granted at earlier stages.
5.1.3. Each manufacturer in a multi-stage EU type-approval process is responsible for the approval and conformity of
production of all systems, components or separate technical units manufactured by him or added by him to the
previously built stage. He is not responsible for subjects which have been approved in an earlier stage except in
those cases where he modifies relevant parts to an extent that the previously granted approval becomes invalid.
5.2. Procedures
The approval authority shall:
5.2.1. verify that all EU type-approval certificates issued pursuant to the regulatory acts which are applicable for vehicle
type-approval cover the vehicle type at its state of completion and correspond to the prescribed requirements;

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5.2.2. verify, in accordance with Article 25(6) of Regulation (EU) No 168/2013 that the vehicle type-approved at the final
stage meets at that time all applicable technical requirements. That shall include a documentary check of all
requirements covered by a type-approval for an incomplete vehicle granted in the course of a multistage procedure,
even where granted for a different (sub)category of vehicle.
5.2.3. ensure, in accordance with Article 25(7) of Regulation (EU) No 168/2013, that the choice of approval procedure
does not affect the applicable substantive requirements with which the approved vehicle type has to comply at the
time of issuing of the whole-vehicle type-approval.
5.2.4. ensure that all the relevant data, taking account of the state of completion of the vehicle, is included in the
information folder;
5.2.5. by reference to the documentation make sure that the vehicle specification(s) and data contained in Part I of the
vehicle information folder are included in the data in the information packages and in the EU type-approval
certificates, in respect of the relevant regulatory acts; and in the case of a completed vehicle, where an item number
in Part I of the information folder is not included in the information package of any of the regulatory acts, confirm
that the relevant part of characteristic conforms to the particulars in the information folder;
5.2.6. on a selected sample of vehicles from the type to be approved carry out or arrange to be carried out inspections of
vehicle parts and systems to verify that the vehicle(s) is/are built in accordance with the relevant data contained in
the authenticated information package in respect of all relevant regulatory acts;
5.2.7. carry out or arrange to be carried out relevant installation checks in respect of separate technical units where
applicable.
5.3. The number of vehicles to be inspected for the purposes of point 4.2.4 shall be sufficient to permit the proper
control of the various combinations to be EU type-approved according to the state of completion of the vehicle
and the criteria set out in 2.1.
6.
Specific conditions required of virtual testing methods and regulatory acts for which virtual and/or self-
testing methods may be used by a manufacturer or a technical service
6.0. Objectives
and
scope
6.0.1. This point 6 lays down appropriate provisions concerning virtual testing in accordance with Article 32(6) of
Regulation (EU) No 168/2013. It shall not apply to the second subpoint of Article 32(3) of that Regulation.
6.0.2. This point 6 also sets out topics for self-testing in accordance with the requirements in Article 64(1) of Regulation
(EU) No 168/2013.
6.1. List
of
delegated
acts
and
their
annexes
Table 3-1
Overview of requirements listed in Regulation (EU) No 168/2013 regarding virtual and self-testing
Requirements listed in Regu
Virtual and/or self-testing
lation (EU) No 168/2013
applicable ?
Subject Restrictions/Comments
Section (A2) of Annex II Self-testing Testing
procedures
on
Only for subcategories L3e-
maximum design vehicle A3, L4e-A3 and L5e and
speed
does not include any other
propulsion unit
performance testing.
Section (B1) of Annex II Self-testing Audible
warning
devices Installation
only
Section (B7) of Annex II Self-testing Driver-operated
controls
Speedometer only
including identification of
controls, tell-tales and in
dicators
Section (B8) of Annex II Virtual
testing Installation
of
lighting
and
Dimensions only
light signalling devices

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28.1.2014 Official
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Union L
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Requirements listed in Regu Virtual and/or self-testing ap
lation (EU) No 168/2013
plicable ?
Subject Restrictions/Comments
Section (B9) of Annex II Virtual
testing Rearward
visibility Installation
only;
only according to UNECE
regulation No 81
Section (B14) of Annex II Virtual
testing Installation
of
tyres Only
where
clearance
ex
ceeds 10 mm.
Section (C13) of Annex II Self-
and
Virtual
testing Registration
plate
space
Section (C15) of Annex II Self-testing Stands Only
point
2.5
stand
reten
tion systems.
Article 39 of Regulation Self-testing Statutory
plate
and
EU
(EU) No 168/2013
type-approval mark
7. General
conditions
required
for
virtual
testing
methods
7.1. Virtual
test
pattern
The following scheme shall be used as a basic structure for describing and conducting virtual testing:
7.1.1. purpose;
7.1.2. structure model;
7.1.3. boundary conditions;
7.1.4. load assumptions;
7.1.5. calculation;
7.1.6. assessment;
7.1.7. documentation.
7.2. Fundamentals
of
computer
simulation
and
calculation
7.2.1. Mathematical model
The mathematical model shall be supplied by the manufacturer. It shall reflect the complexity of the structure of
the vehicle, system and components to be tested in relation to the requirements of the regulatory act and its
boundary conditions. The same provisions shall apply mutatis mutandis for testing components or technical units
independently from the vehicle.
7.2.2. Process of validating the mathematical model
The mathematical model shall be validated in comparison with the actual test conditions. A physical test shall be
conducted for the purposes of comparing the results obtained when using the mathematical model with the results
of a physical test. Comparability of the test results shall be proven. A validation report shall be drafted by the
manufacturer or by the technical service and submitted to the approval authority. Any change made to the
mathematical model or to the software likely to invalidate the validation report shall be brought to the attention
of the approval authority, which may require that a new validation process is conducted. The flow chart of the
validation process is shown in Appendix 3.
7.2.3. Documentation
The data and auxiliary tools used for the simulation and calculation shall be made available by the manufacturer
and be documented in a suitable way.
7.2.4. Tools and support
At the request of the technical service, the manufacturer shall supply or provide access to the necessary tools,
including appropriate software.

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7.2.5. In addition, the manufacturer shall provide appropriate support to the technical service.
7.2.6. Providing access and support to a technical service does not remove any obligation of the technical service
regarding the skills of its personnel, the payment of licence rights and respect of confidentiality.
8. Validation
process
for
virtual
testing
8.1. Figure
3-1
Virtual testing validation process flow chart

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Union L
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ANNEX IV
Requirements applying to conformity of production
0. Objectives
0.1. The
conformity
of
production
(CoP)
procedure
aims
to
ensure
that
each
vehicle,
system,
component,
separate technical unit, part or equipment produced is in conformity with the approved type.
0.2.
Procedures include inseparably the assessment of quality-assurance management systems, referred to
below as ‘initial assessment’ and verification and production-related controls, referred to as ‘product
conformity arrangements’.
1. Initial
assessment
1.1.
Before granting type-approval, the approval authority shall verify the existence of satisfactory
arrangements and procedures established by the manufacturer for ensuring effective control so that
vehicles, systems, components or separate technical units when in production conform to the approved
type.
1.2. Guidance
for
conducting
assessments
may
be
found
in
the
EN
ISO
19011:2011
standard
— Guidelines
for quality and/or environmental management systems auditing.
1.3.
The requirement in point 1.1 shall be verified to the satisfaction of the approval authority granting
type-approval. The approval authority shall be satisfied with the initial assessment and the product
conformity arrangements in section 2 below, taking account — as necessary — of one of the
arrangements described in points 1.3.1 to 1.3.3 or a combination of those arrangements in full or
in part as appropriate.
1.3.1.
The initial assessment and/or verification of product conformity arrangements shall be carried out by
the approval authority granting the approval or by a technical service designated to act on behalf of
that authority.
1.3.1.1.
When considering the extent of the initial assessment to be carried out, the approval authority may take
account of available information relating to:
1.3.1.1.1. the
manufacturer’s
certification
described
in
point
1.3.3
below,
which
has
not
been
qualified
or
recognised under that point;
1.3.1.1.2.
in the case of type-approval of systems, components or separate technical units, quality system
assessments performed by vehicle manufacturer(s) on the premises of the manufacturer(s) of the
system, component or separate technical units, according to one or more of the industry sector
specifications satisfying the requirements in the EN ISO 9001:2008 or ISO/TS16949:2009 standards.
1.3.2.
The initial assessment and/or verification of product conformity arrangements may be carried out by
the approval authority of another Member State, or the technical service designated for this purpose by
that authority.
1.3.2.1. In
such
a
case,
the
approval
authority
of
the
other
Member
State
shall
prepare
a
statement
of
compliance outlining the areas and production facilities it has covered as relevant to the product(s)
to be type-approved and to the EU Regulations according to which these products are to be type-
approved.
1.3.2.2. On
receiving
an
application
for
a
compliance
statement
from
the
approval
authority
granting
type-
approval, the approval authority of another Member State shall send forthwith the statement of
compliance or advise that it is not in a position to provide such a statement.
1.3.2.3. The
statement
of
compliance
shall
include
at
least
the
following:
1.3.2.3.1. group
or
company
(e.g.
XYZ
automotive);
1.3.2.3.2. particular
organisation
(e.g.
regional
division);
1.3.2.3.3.
plants/sites (e.g. engine plant 1 (in country A) — vehicle plant 2 ( in country B));
1.3.2.3.4. vehicle/component
range
(e.g.
all
category
LXe
models);
1.3.2.3.5.
areas assessed (e.g. engine assembly, body pressing and assembly, vehicle assembly);
1.3.2.3.6.
documents examined (e.g. company and site quality manual and procedures);
1.3.2.3.7. date
of
the
assessment
(e.g.
audit
conducted
from
dd/mm/yyyy
to
dd/mm/yyyy);
1.3.2.3.8. planned
monitoring
visit
(e.g.
mm/yyyy);

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1.3.3.
The approval authority may also accept the manufacturer’s certification to the international EN ISO
9001:2008 or ISO/TS16949:2009 standard (the scope of this certification shall in that case cover the
product(s) to be approved) or an equivalent certification standard as satisfying the initial assessment
requirements of point 1.1, provided that conformity of production is indeed covered by the quality
management system. The manufacturer shall provide details of the certification and undertake to inform
the approval authority of any revisions to its validity or scope of that certification.
1.4.
For the purpose of vehicle type-approval, the initial assessments carried out for granting approvals for
systems, components and separate technical units of the vehicle need not be repeated but shall be
complemented by an assessment covering the locations and activities relating to the assembly of the
whole vehicle not covered by the former assessments.
2. Product
conformity
arrangements
2.1.
Every vehicle, system, component, separate technical unit, part or item of equipment pursuant to a
UNECE regulation annexed to the Revised 1958 Agreement and to Regulation (EU) No 168/2013 shall
be so manufactured as to conform to the type approved by meeting the requirements of this Annex,
the said UNECE regulation(s) and Regulation (EU) No 168/2013.
2.2.
Before granting a type-approval pursuant to Regulation (EU) No 168/2013 and to a UNECE regulation
annexed to the Revised 1958 Agreement, the approval authority shall verify the existence of adequate
arrangements and documented control plans, to be agreed with the manufacturer for each approval, to
carry out at specified intervals those tests or associated checks necessary to verify continued conformity
with the approved type, including, where applicable, tests specified in Regulation (EU) No 168/2013
and the said UNECE regulation.
2.3. The
holder
of
the
type-approval
shall,
in
particular:
2.3.1.
ensure the existence and application of procedures for effective control of the conformity of products
(vehicles, systems, components, separate technical units, parts or equipment) to the approved type;
2.3.2.
have access to the testing or other appropriate equipment necessary for checking conformity to each
approved type;
2.3.3. ensure
that
test
or
check
result
data
are
recorded
and
that
annexed
documents
remain
available
for
a
period of up to 10 years to be determined in agreement with the approval authority;
2.3.4.
analyse the results of each type of test or check, in order to verify and ensure the stability of the
product characteristics, making allowance for variation in industrial production;
2.3.5.
ensure that for each type of product, at least the checks and the tests prescribed in Regulation (EU) No
168/2013 and its delegated and implementing acts as well as set out in the referenced and applicable
UNECE regulation therein are carried out;
2.3.6.
ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test in
question gives rise to a further sampling and test. All the necessary steps shall be taken to restore the
production process to ensure conformity with the approved type.
2.4.
In the case of step-by-step, mixed or multi-stage type-approvals, the approval authority granting whole
vehicle type-approval may request specific details regarding compliance with the conformity of
production requirements set out in this Annex from any approval authority that granted type-
approval of any relevant system, component or separate technical unit.
2.5.
If the approval authority granting whole vehicle type-approval is not satisfied with the reported
information referred to in point 2.4 and has communicated this in writing to the manufacturer in
question and the approval authority granting type-approval for the system, component or separate
technical unit, the approval authority granting whole vehicle type-approval shall demand additional
conformity of production audits or checks to be performed at the site of the manufacturer(s) of those
systems, components or separate technical units and the results shall immediately be made available to
the approval authority concerned.
2.6. If
points
2.4
and
2.5
apply
and
the
further
audit
or
check
results
are
deemed
not
to
be
satisfactory
in
the opinion of the approval authority granting whole vehicle type-approval, the manufacturer shall
ensure that conformity of production is restored as soon as possible by corrective actions to the
satisfaction of the approval authority granting whole vehicle type-approval and to the satisfaction of
the approval authority granting type-approval of the system, component or separate technical unit.

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3. Continued
verification
arrangements
3.1
The authority which has granted type-approval may at any time verify the conformity of production
control methods applied in each production facility by means of periodic audits. The manufacturer shall
for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and
shall provide all necessary information with regard to the quality management system documentation
and records.
3.1.1.
The normal approach for such periodic audits shall be to monitor the continued effectiveness of the
procedures laid down in sections 1 and 2 (initial assessment and product conformity arrangements).
3.1.1.1. Surveillance
activities
carried
out
by
the
technical
services
(qualified
or
recognised
as
required
in
point
1.3.3) shall be accepted as satisfying the requirements of point 3.1.1 with regard to the procedures
established at initial assessment.
3.1.1.2. The
normal
frequency
of
these
verifications
by
the
approval
authority
(other
than
those
referred
to
in
point 3.1.1.1) shall be such as to ensure that the relevant conformity of production controls applied in
accordance with sections 1 and 2 are reviewed over a period consistent with the climate of trust
established by the approval authority.
3.2.
At every review, the records of tests and checks and production records, in particular records of those
tests or checks documented as required in point 2.2, shall be available to the inspector;
3.3.
The inspector may select random samples to be tested in the manufacturer’s laboratory or in the
facilities of the technical service, in which case only physical tests shall be carried out. The
minimum number of samples may be determined according to the results of the manufacturer’s
own verification.
3.4. Where
the
level
of
control
appears
unsatisfactory,
or
when
it
seems
necessary
to
verify
the
validity
of
the tests carried out in application of point 3.2, the inspector shall select samples to be sent to the
technical service to perform physical tests according to the requirements regarding conformity of
production set out in point 4 and in the UNECE regulations referred to in Regulation (EU) No
168/2013 or in its delegated acts.
3.5. Where
unsatisfactory
results
are
found
during
an
inspection
or
a
monitoring
review,
the
approval
authority shall ensure that all necessary steps are taken to restore conformity of production as
rapidly as possible.
3.6. In
cases
where
compliance
with
UNECE
regulations
is
required
by
Regulation
(EU)
No
168/2013
or
its
delegated acts, the manufacturer may choose to apply the provisions of this Annex as an equivalent
alternative to the conformity of production requirements in the respective UNECE regulations. However,
if points 3.5 or 3.6 apply, all separate conformity of production requirements in the UNECE regulations
have to be complied with to the satisfaction of the approval authority until it decides that conformity
of production has been restored.
4.
Conformity of production test requirements in cases of an unsatisfactory level of product
conformity control as referred to in point 3.4.
4.1. Environmental
and
propulsion
unit
performance
requirements
4.1.1.
Test type I on emissions after cold start, type II on increased idle emissions and type VII on
measurement of CO 2 emissions, fuel consumption, electric energy consumption and electric range
determination
4.1.1.1. Vehicles
shall
be
manufactured
in
conformity
with
the
approved
vehicle
type.
4.1.1.2. Appropriate
conformity
of
production
checks
shall
be
carried
out
to
verify
compliance
with
the
conditions referred to in point 4.1.1.1.
4.1.1.3. Vehicles
powered
by
an
internal
combustion
engine
only:
4.1.1.3.1.
As a general rule, measures to ensure the conformity of production with regard to tailpipe and CO 2
emissions from vehicles are to be checked on the basis of the description in the type-approval
certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013.
The control of production conformity is based on an assessment by the approval authority of the
manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with
respect to the tailpipe and CO 2 emissions.
If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it
may require that verification tests be carried out on vehicles in production.
4.1.1.3.1.1. Measurements
of
the
tailpipe
and
CO 2 emissions of a vehicle type that has had one or several
extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described
in the first document or in subsequent extensions).

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4.1.1.3.1.1.1.
Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO 2 emission test
4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set
out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the
average of the test type I pollutant emission test results as follows:
4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3a) of Regulation (EU) No 168/2013 is applicable, the
deterioration factors shall be calculated from the type I emission test results up to and including full
mileage referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear
calculation method referred to in point 4.1.1.3.1.1.1.1.2 resulting in slope and offset values per
emission constituent. The CoP pollutant emission results shall be calculated with the formula:
Equation 4-1:
y a x b
where:
a = slope value determined according to test type V according to Annex V(A) to Regulation (EU) No
168/2013;
b = offset value determined according to test type V according to Annex V(A) to Regulation (EU) No
168/2013;
x = pollutant emission (HC, CO, NO x , NMHC and PM if applicable) test result per emission constituent
of a degreened vehicle (maximum accumulated 100 km after the first start on the production line)
in mg/km.
y = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be
lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013.
4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the
deterioration factor shall consist of the slope and offset value per emission constituent calculated to
comply with test type V according to Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall
be used to calculate the CoP emission results per pollutant emission constituent (y).
4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the
fixed deterioration factors, set out in Annex VII(A) to Regulation (EU) No 168/2013, shall be used as
slope values with the offset value set to 0. Equation 4-1 shall be used to calculate the average CoP
emission results per pollutant emission constituent (y).
4.1.1.3.1.1.1.1.4. The average test type VII results (CO 2 emissions, fuel/energy consumption and electric range if appli
cable) shall be lower than or equal to the declared values by the manufacturer at type-approval.
4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point
4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory.
4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as
follows:
4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests
are carried out according to point 4.1.1.3.2.
4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the
tests are carried out according to point 4.1.1.3.3.
4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the
three sampled vehicles, once a pass or fail decision is reached for tailpipe and CO 2 emissions according
to the test criteria applied in the appropriate table.

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If no pass or fail decision is reached for tailpipe and CO 2 emissions, a test is carried out on an
additional vehicle (see Figure 4-1).
4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor K i obtained
at the time when type-approval was granted.
At the request of the manufacturer, testing may be carried out immediately after a regeneration has
been completed.
Figure 4-1
Pass/fail criteria for Type I, II and VII testing
4.1.1.3.1.1.2.
Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No
168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of
100 km after first start at the production line.
4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been
run in a maximum of 1 000 km.
In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not
to make any adjustments to those vehicles.
4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤
1 000 km), it may be carried out as follows:
The tailpipe and CO 2 emissions will be measured at maximum 100 km after first start on the
production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle);
The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as
follows:
Equation 4-2:
Emissions_at_x_km
EC Emissions_at_Max_100_km
The value of EC may be less than 1.
The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions
will be modified by the EC.
In this case, the values to be taken will be:
The value at ‘x’ km for the first vehicle;
The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent
vehicles.

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4.1.1.3.1.1.2.3. As
an
alternative
to
this
procedure,
the
vehicle
manufacturer
can
use
a
fixed
EC
of
0,92
and
multiply
all
values of tailpipe and CO 2 emissions measured at zero km by this factor.
4.1.1.3.1.1.2.4. Tests
for
conformity
of
production
may
be
performed
with
a
commercial
fuel
of
which
the
C3/C4
ratio
lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in
the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the
case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority.
4.1.1.3.2. Conformity
of
production
when
manufacturer’s
statistical
data
are
available
4.1.1.3.2.1.
The following sections describe the procedure to be used to verify the tailpipe and CO 2 emission
conformity of production requirements when the manufacturer’s production standard deviation is again
satisfactory.
4.1.1.3.2.2.
With a minimum sample size of three, the sampling procedure is set so that the probability of a lot
passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the
probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk =
10 %).
4.1.1.3.2.3. The
following
procedure
is
used
(see
Figure
4-1):
Let L be the natural logarithm of the tailpipe emission limits set out in Annex VI(A) to Regulation (EU)
No 168/2013 and the declared CO 2 type-approval emission value:
x i = the natural logarithm of the measurement for the i-th vehicle of the sample;
s = an estimate of the production standard deviation (after calculating the natural logarithm of the
measurements);
n = the current sample number.
4.1.1.3.2.4.
Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit
and defined as:
Equation 4-2:
1 n
s X L x i
i1
4.1.1.3.2.5. Then:
4.1.1.3.2.5.1.
if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass
decision is reached;
4.1.1.3.2.5.2.
if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail
decision is reached;
4.1.1.3.2.5.3. otherwise,
an
additional
vehicle
is
tested
according
to
Annex
II(A)
to
Regulation
(EU)
No
168/2013
and
the procedure is applied to the sample with one unit more.
4.1.1.3.2.5.4. Table
4-1
Pass/fail decision depending on sample size; conformity of production when manufacturer’s
statistical data are available
Sample Size
(cumulative number of vehicles
Pass Decision No Fail
Decision
No
tested)
(a) (b) (c)
3 3,327 –
4,724
4 3,261 –
4,79
5 3,195 –
4,856
6 3,129 –
4,922
7 3,063 –
4,988
8 2,997 –
5,054
9 2,931 –
5,12

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(a) (b) (c)
10 2,865 –
5,185
11 2,799 –
5,251
12 2,733 –
5,317
13 2,667 –
5,383
14 2,601 –
5,449
15 2,535 –
5,515
16 2,469 –
5,581
17 2,403 –
5,647
18 2,337 –
5,713
19 2,271 –
5,779
20 2,205 –
5,845
21 2,139 –
5,911
22 2,073 –
5,977
23 2,007 –
6,043
24 1,941 –
6,109
25 1,875 –
6,175
26 1,809 –
6,241
27 1,743 –
6,307
28 1,677 –
6,373
29 1,611 –
6,439
30 1,545 –
6,505
31 1,479 –
6,571
32 –
2,112 –
2,112
4.1.1.3.3.
Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable
4.1.1.3.3.1.
The following sections describe the procedure to be used to verify the tailpipe and CO 2 emission
conformity of production requirements when the manufacturer’s evidence of production standard
deviation is either unsatisfactory or unavailable.
4.1.1.3.3.2.
With a minimum sample size of three, the sampling procedure is set so that the probability of a lot
passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the
probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk =
10 %).
4.1.1.3.3.3. The
measurement
of
tailpipe
and
CO 2 emissions is considered to be log normally distributed and
should first be transformed by taking the natural logarithms. Let m o and m denote the minimum and
maximum sample sizes respectively (m o = 3 and m = 32) and let n denote the current sample number.
4.1.1.3.3.4.
If the natural logarithms of the measurements in the series are x 1 , x 2 , …, x j and L is the natural
logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and
the declared CO 2 type-approval value, then define:

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L 25/30
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Official Journal of the European Union
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Equations 4-3:
d j x j L
1 n
d n
d
n

j
n
X j1
1
v
2

2
n n X d j d n
j


1
4.1.1.3.3.5. Table
4-2
below
shows
values
of
the
pass
(A n ) and fail (B n ) decision numbers against current sample
number. The test statistic is the ratio d n=v n and shall be used to determine whether the series has passed
or failed as follows:
for m o ≤ n ≤ m:
4.1.1.3.3.5.1. pass
the
series
if d n=v n A n ;
4.1.1.3.3.5.2. fail
the
series
if d n=v n B n ;
4.1.1.3.3.5.3. take
another
measurement
if A n d n=v n B n
Table 4-2
Pass/fail decision depending on sample size; conformity of production when manufacturer’s
statistical data are unsatisfactory or unavailable
Sample Size
(cumulative number of vehicles
Pass Decision No
Fail Decision No
tested)
A n
B n
(a) (b) (c)
3 –
0,80380 16,64743
4 –
0,76339 7,68627
5 –
0,72982 4,67136
6 –
0,69962 3,25573
7 –
0,67129 2,45431
8 –
0,64406 1,94369
9 –
0,61750 1,59105
10 –
0,59135 1,33295
11 –
0,56542 1,13566
12 –
0,53960 0,97970
13 –
0,51379 0,85307
14 –
0,48791 0,74801
15 –
0,46191 0,65928
16 –
0,43573 0,58321
17 –
0,40933 0,51718
18 –
0,38266 0,45922
19 –
0,35570 0,40788
20 –
0,32840 0,36203
21 –
0,30072 0,32078
22 –
0,27263 0,28343
23 –
0,24410 0,24943
24 –
0,21509 0,21831

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(a) (b) (c)
25 –
0,18557 0,18970
26 –
0,15550 0,16328
27 –
0,12483 0,13880
28 –
0,09354 0,11603
29 –
0,06159 0,09480
30 –
0,02892 0,07493
31 0,00449 0,05629
32 0,03876 0,03876
4.1.1.3.3.6. Remarks
The following recursive formulae are useful for computing successive values of the test statistic:
Equations 4-4:
1
1
d n 1 d d
n

n

n
1 1
n
2
v 2 n 1 vn 2 n1 d n d n
n 1
(n = 2, 3, …; d 1 d 1 ; v 1 = 0)
4.1.1.3.4. The
type-approval
authorities
issuing
the
approval
may
at
any
time
verify
the
methods
applied
in
each
production unit.
4.1.1.3.5 In
every
inspection,
the
records
of
tests
and
production
monitoring
shall
be
communicated
to
the
visiting inspector.
4.1.1.3.6.
The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The
minimum number of samples may be determined on the basis of the results of the manufacturer’s own
checks.
4.1.1.3.7.
When the quality standard does not seem satisfactory or when it seems necessary to verify the validity
of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the
technical service which carried out the approval tests.
4.1.1.3.8. The
type-approval
authorities
may
carry
out
all
the
tests
prescribed
in
this
Annex.
4.1.1.4. Vehicles
powered
by
a
hybrid
electric
powertrain
As a general rule, measures to ensure the conformity of production with regard to tailpipe and CO 2
emissions, electric energy consumption and electric range from hybrid electric vehicles is checked on
the basis of the description in the type-approval certificate conforming to the model in Article 30(2) of
Regulation (EU) No 168/2013.
Checks on production conformity are based on an assessment made by the approval authority of the
manufacturer’s auditing procedure in order to ensure conformity of the vehicle type with respect to the
emission of tailpipe and CO 2 emissions, electric energy consumption and range.
If the authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may
require that verification tests be carried out on vehicles in production.
Conformity for tailpipe and CO 2 emissions is checked using the statistical procedures described in
points 4.1.1.3.1 to 4.1.1.3.3. Vehicles are tested according to the procedure described in Annex II(A) to
Regulation (EU) No 168/2013.

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4.1.1.5. Replacement
pollution
control
devices
4.1.1.5.1. In
order
to
test
conformity
as
required
above,
a
sample
replacement
pollution
control
device
shall
be
taken from the production line of the type-approved vehicle.
4.1.1.5.2. Production
will
be
regarded
as
being
in
conformity
with
the
provisions
of
this
Annex
if
a
representative
parent vehicle equipped with a pollution control device randomly selected from the production line
complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on
environmental performance. The performance of the propulsion fitted to the representative parent
vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not
exceed the propulsion unit performance of the original pollution control device it replaces.
4.1.1.6. Actions
to
be
taken
in
case
of
non-conformity
of
production
If, during inspections, non-conformity is observed, the approval authority shall ensure that all necessary
steps are taken to re-establish conformity of production as soon as possible.
4.1.1.7. Penalties
for
non-conformities
of
production
4.1.1.7.1. The
approval
granted
in
respect
of
a
vehicle
type
may
be
withdrawn
if
the
requirements
in
point
4.1.1.1 are not complied with.
4.1.1.7.2. If
a
Member
State
withdraws
an
approval
it
has
previously
granted,
it
shall
forthwith
notify
the
other
Member States.
4.1.2. Conformity
of
production
for
test
type
IV,
evaporative
emissions
For routine end-of-production-line testing, the manufacturer may demonstrate compliance by sampling
vehicles which shall meet the following requirements. Alternatively, the full test procedure described in
this Annex shall be carried out. At the request of the manufacturer an alternative test procedure may be
used, if the procedure has been presented to and has been accepted during the type approval procedure
by the technical service to the satisfaction of the approval authority.
4.1.2.1. Test
for
leakage
4.1.2.1.1. Vents
to
the
atmosphere
from
the
evaporative
emission
control
system
shall
be
isolated.
4.1.2.1.2.
A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H 2 O) shall be applied to the fuel system.
4.1.2.1.3.
The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.
4.1.2.1.4.
Following isolation of the fuel system, the pressure shall drop by no more than 0,5 kPa (50 mm of
H 2 O) in five minutes.
4.1.2.2. Test
for
venting
4.1.2.2.1. Vents
to
the
atmosphere
from
the
emission
control
shall
be
isolated.
4.1.2.2.2.
A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H 2 O) shall be applied to the fuel system.
4.1.2.2.3.
The pressure shall be allowed to stabilise before the fuel system is isolated from the pressure source.
4.1.2.2.4.
The venting outlets from the emission control systems to the atmosphere shall be reinstated to the
production condition.
4.1.2.2.5.
The pressure of the fuel system shall drop to below 1,0 kPa (100 mm of H 2 O) within two minutes.
4.1.2.3. Purge
test
4.1.2.3.1.
Equipment capable of detecting an airflow rate of 0,25 litre in one minute shall be attached to the
purge inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be
connected via a switching valve to the purge inlet, or alternatively:
4.1.2.3.2.
The manufacturer may use a flow meter of his own choice, if acceptable to the approval authority.
4.1.2.3.3.
The vehicle shall be operated in such a manner that any design feature of the purge system that could
restrict purge operation is detected and the circumstances noted.
4.1.2.3.4.
Whilst the engine is operating within the bounds noted in this point the air flow shall be determined
by either:
4.1.2.3.4.1.
The device being switched in a pressure drop from atmospheric to a level indicating that a volume of
0,25 litre of air has flowed into the evaporative emission control system within one minute; or

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4.1.2.3.4.2.
An alternative flow measuring device with a detectable reading of no less than 0,25 litre per minute.
4.1.2.3.4.3.
At the request of the manufacturer, an alternative purge test procedure can be used if the procedure has
been presented to, and accepted by, the technical service during the type-approval procedure.
4.1.2.4. Control
Methods
4.1.2.4.1. The
approval
authority
which
has
granted
type-approval
may
at
any
time
verify
the
conformity
control
methods applicable to each production unit.
4.1.3. Test
type
VIII
on
sound
level
4.1.3.1. Vehicle
conformity
regarding
sound
level
Any vehicle manufactured shall conform to an approved type of vehicle and shall be equipped with the
silencer with which it was type-approved and satisfy the requirements of Article 23 and Annex VI(D) to
Regulation (EU) No 168/2013 relating to the type of vehicle concerned.
4.1.3.1.1. In
order
to
test
conformity
as
required
above,
a
sample
vehicle
shall
be
taken
from
the
production
line
of the type approved pursuant to this point 4.1.3. Production will be regarded as conforming to the
provisions of this point if the sound level measured using the test method referred to in Annex VI(D) to
Regulation (EU) No 168/2013 does not exceed by more than 3 dB(A) the value measured at the time of
type-approval, nor by more than 1 dB(A) the limits laid down in this point.
4.1.3.2. Conformity
of
production
of
a
non-original
replacement
exhaust
system
4.1.3.2.1.
Any exhaust system manufactured shall conform to a type approved pursuant to this point and satisfy
the requirements of Annex VI(D) to Regulation (EU) No 168/2013 relating to the type of vehicle for
which it is intended.
4.1.3.2.2.
In order to test conformity as required above, a sample exhaust will be taken from the production line
of the type approved pursuant to this point 4.1.3.
4.1.3.2.3. Production
will
be
regarded
as
complying
with
this
point
4.1.3
if
the
requirements
of
Annex
VI(D)
to
Regulation (EU) No 168/2013 are satisfied and if the sound level measured using the test method
referred to in that Annex does not exceed by more than 3 dB(A) the value measured at the time of
type-approval.
4.1.4. Conformity
of
production
(CoP)
requirements
regarding
maximum
design
vehicle
speed,
maximum
torque, maximum continuous rated power and maximum peak power
4.1.4.1.
Maximum vehicle speed measurement tolerances during conformity of production (CoP) testing
During a production conformity check, the maximum design vehicle speed may differ by ± 5 % from
the value determined during the type-approval test.
4.1.4.2.
Maximum torque, maximum continuous rated power, maximum net power and maximum peak power
tolerances during CoP testing
Table 4-3
Measurement tolerance on maximum torque, maximum continuous rated power, maximum net
power and maximum peak power dependent on measured power
Acceptable tolerance on maximum torque, maximum
Measured power
continuous rated power, maximum net power and
maximum peak power
< 1 kW
≤ 20 %
1 kW < measured power < 11 kW
≤ 10 %
> 11 kW
≤ 5 %
4.1.5. Conformity
of
production
(CoP)
requirements
regarding
the
mass
in
running
order.
The mass in running order of an L-category vehicle may deviate from the nominal value by no more
than 8 % as regards the permissible lower and upper deviations, which is the negative and positive
deviation around the declared nominal value of up to and including the mass in running order
thresholds referred to in Annex I to Regulation (EU) No 168/2013.

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5.
Review of the acceptable tolerances of the mass in running order
Irrespective of whether point 4 applies, Member States shall provide by 31 December 2019 to the
Commission the statistics on the actual observed tolerances on the mass in running order when
monitoring conformity of production. The statistics shall contain the mass in running order
measured at type-approval and any positive or negative measured variation as a percentage of this
type-approved mass in running order, observed during conformity of production assessment on the
production line. Based on this data the Commission will assess whether or not it will be necessary to
revisit the maximum allowable tolerance percentage laid down in point 4.1.5.

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ANNEX V
Requirements applying to coupling devices and attachments
1. Scope
1.1. This
Annex
applies
to
coupling
devices
and
attachments
for
L-category
vehicles,
if
fitted.
1.2. This
Annex
states
the
requirements
which
coupling
devices
for
L-category
vehicles
shall
satisfy
in
order
to:
1.2.1. Ensure
compatibility
when
combining
L-category
vehicles
with
different
types
of
trailers;
1.2.2. Ensure the safe coupling of the vehicle and trailer under all conditions of use;
1.2.3. Ensure
safe
procedures
for
coupling
and
uncoupling.
2. General
requirements
2.1. The
coupling
devices
for
L-category
vehicles
shall
be
manufactured
and
attached
in
accordance
with
good
engineering practice, and shall be safe to operate. They may be approved as separate technical units under
this Regulation or approved under UNECE regulation No 55 ( 1 ).
2.2.
The coupling devices shall be so designed and manufactured that in normal use, with proper maintenance and
the timely replacement of wearing parts, they will continue to function satisfactorily.
2.3. Every
coupling
device
shall
be
accompanied
by
installation
and
operating
instructions
giving
sufficient
information for a competent person to install it on the vehicle and operate it properly. The instructions
shall be in the official language or languages of the Member State in which the coupling device will be
offered for sale.
2.4.
The materials that may be used are those for which the properties relevant to the application are laid down in a
standard or those for which the properties are given in the application documentation.
2.5.
All parts of the coupling devices the failure of which could result in separation of the two vehicles shall be made
of steel. Other materials may be used provided equivalence has been demonstrated by the manufacturer to the
satisfaction of the technical service.
2.6.
All couplings shall be designed for positive mechanical engagement, and the closed position shall be secured at
least once by positive mechanical engagement.
2.7. If
equipped
with
a
coupling
device,
a
coupling
ball
as
specified
in
accordance
with
Appendix
1,
Figure
Ap1-1
shall be used on an L-category vehicle. The coupling type shall be chosen and positioned to allow maximum
compatibility with a range of trailer types. However, a device other than such a coupling ball may be used,
provided the requirements of point 2.8 are met and that the compatibility and interchangeability of trailers is
neither necessary nor possible (dedicated combinations).
2.8. Coupling
devices
shall
be
designed
so
as
to
meet
the
requirements
for
case
of
operation,
position,
mobility
and
strength in line with points 2.9, 2.10, 2.11 and points 3, 4 and 5.
2.9.
The coupling devices shall be designed and attached so as to achieve maximum safety according to good
engineering practice; this also applies to the operation of the coupling.
2.10.
It shall be possible for one person safely to couple and uncouple the vehicles without the use of tools.
2.11. It shall be possible to operate the detachable coupling devices easily by hand and without the use of tools.
2.12.
When placing products on the market, manufacturers of coupling devices or vehicles shall provide the consumer
with guidelines and information in all official languages regarding the impact on driveability of driving an L-
category vehicle with a trailer.
3. Requirements
for
position
3.1.
Coupling devices attached to the vehicles shall ensure unhindered and safe operation.
3.2.
Coupling balls attached to the vehicles shall correspond to the geometric conditions specified in figure Ap1-2 of
Appendix 1.
( 1 ) OJ L 227, 28.8.2010, p. 1.

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L 25/36
EN
Official Journal of the European Union
28.1.2014
3.3.
The height of the coupling point of a coupling device other than a coupling ball shall correspond to the height
of the coupling point of the drawbar of the trailer within a range of ± 35 mm, provided the trailer is in a
horizontal position.
3.4.
The shape and dimensions of the towing brackets shall correspond to the vehicle manufacturer’s requirements
with respect to fixing points and any additional mounting devices required.
3.5.
The requirements of the vehicle manufacturer with regard to the type of the coupling device, the permissible
mass of the trailer and the permissible static vertical load imposed at the coupling point shall be observed.
3.6.
The mounted coupling device shall not obscure the visibility of the rear licence plate and/or lighting
components; otherwise a coupling device shall be used which can be dismantled without special tools.
3.7. Manufacturers
of
towing
brackets
shall
incorporate
attachment
points
to
which
either
secondary
couplings
or
devices necessary to enable the trailer to be stopped automatically in the event of separation of the main
coupling, may be attached.
3.7.1. The
attachment
points
for
a
secondary
coupling
and/or
breakaway
cable
shall
be
positioned
such
that
when
in
use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or
interfere with the normal inertia braking system operation.
3.7.2. A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of
articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side
of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment
point(s) shall be as rearward and as high as practicable.
4. Requirements
for
articulation
4.1.
The following articulation shall be possible with the coupling device not attached to the vehicle:
4.1.1. An angle of free vertical pitch of 20° above and below the horizontal centre line at all angles of horizontal
rotation up to at least 90° each side of the longitudinal centre line of the device.
4.1.2. At all angles of horizontal rotation up to 90° each side of the longitudinal centre line of the device, there shall
be an angle of free axial roll each side of the vertical centre line of 25° for three- and four-wheel vehicles or 40°
for two-wheel vehicles.
4.2. At
all
angles
of
horizontal
rotation
the
following
combinations
of
articulation
shall
be
possible:
4.2.1. In the case of two-wheel vehicles, except where the device is used with one-wheel trailers which tilt with the
two-wheel vehicle:
4.2.1.1. Vertical pitch of ± 15° with axial roll of ± 40°;
4.2.1.2. Axial roll of ± 30° with vertical pitch of ± 20°;
4.2.2. In
the
case
of
three-wheel
vehicles
or
quadricycles:
4.2.2.1. Vertical pitch of ± 15° with axial roll of ± 25°;
4.2.2.2. Axial roll of ± 10° with vertical pitch of ± 20°.
4.3.
It shall be possible to couple and uncouple coupling balls when the longitudinal axis of the coupling ball in
relation to the centre line of the coupling ball and mounting:
4.3.1. Is
horizontally
β = 60° right or left;
4.3.2. Is
vertically
α = 10° up or down;
4.3.3. Is
axially
rotated
10°
right
or
left.
5. Requirements
for
strength
5.1. A
dynamic
strength
test
(endurance
test)
shall
be
performed.
5.1.1. The endurance test shall be performed with an alternating approximately sinusoidal load with a number of load
cycles depending on the material. No cracks or fractures or other visible external damage, or any excessive
permanent distortion which would be detrimental to the satisfactory operation of the device, shall occur.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/37
5.1.2. The loading basis for the dynamic test is the D-value shown below. The static vertical load shall be taken into
consideration in the direction of the test load relative to the horizontal plane, depending on the position of the
coupling point and the static vertical load permitted at the coupling point.
Equation 3-1:
T R
D g T R kN
where:
T = technically permissible maximum mass (in tonnes) of the towing vehicle;
R = technically permissible maximum mass (in tonnes) of the trailer;
g = acceleration due to gravity (assumed g = 9,81 m/s 2 ).
5.1.3. The characteristic values D and S on which the test is to be based are specified in the manufacturer’s type-
approval application, S being the permitted maximum static vertical load (in kg) at the coupling point.
5.2. Test
procedure
5.2.1. For the dynamic tests, the sample shall be placed in a suitable rig with a suitable means of force application so
that it is not subjected to any additional forces or moments apart from the specified test force. In the case of
alternating tests, the direction of force application shall not deviate by more than ± 10° from the specified
direction. To avoid unspecified forces and moments in the sample, it may be necessary to have one joint at the
point of force application and a second joint a suitable distance away.
5.2.2. The test frequency shall not exceed 35 Hz. The selected frequency shall be well separated from resonant
frequencies of the test set-up, including the device being tested. The number of load cycles shall be 2 × 10 6
for coupling devices made of steel. A higher number of load cycles may be required for coupling devices made
of other materials. Generally, the crack test is to be performed in accordance with the dye penetration procedure;
equivalent other procedures are also permissible.
5.2.3. The coupling devices on test are to be normally mounted as rigidly as possible on a test rig in the actual
position in which they will be used on the vehicle. The fixing devices shall be those specified by the manu
facturer or applicant and be those intended for its attachment to the vehicle and/or have identical mechanical
characteristics.
5.2.4. Test
conditions
5.2.4.1. Preferably, couplings shall be tested in original condition as intended for use on the road. At the discretion of
the manufacturer and in agreement with the technical service, flexible components may be neutralised if this is
necessary for the test procedure and if there is no concern about unrealistic influence on the test result.
5.2.4.2. Flexible components which are obviously overheated due to this accelerated test procedure may be replaced
during the test.
5.2.4.3. The test loads may be applied by means of special slack-free devices.
5.2.4.4. The devices submitted for test shall be provided with all design details which may have an influence on the
strength criteria (for example electrical socket plates, any markings, etc.). The test periphery ends at the
anchorage points or fitting points. The geometric location of the coupling ball and the fixing points of the
coupling device relating to the reference line shall be provided by the vehicle manufacturer and shown in the
test report.
5.2.4.5. All relative positions of the attachment points with respect to the reference line as shown in Appendix 2, for
which the towing vehicle manufacturer shall provide all the necessary information to the towing device manu
facturer, shall be repeated on the test bed.
5.3. Test
of
coupling
balls
and
towing
brackets
5.3.1. The assembly mounted on the test bed is subjected to a dynamic test on an alternating stress tensile testing
machine (e.g. a resonance pulser). This test shall contain the following:
5.3.1.1. The test load shall be an alternating force and applied to the coupling ball at an angle of 15 ± 1°, as shown in
figures Ap2-1 and Ap2-2 of Appendix 2.
5.3.1.2. If the ball centre is above that line parallel to the reference line as shown in figure Ap2-3 of Appendix 2, which
contains the highest of the nearest fixing points, the test shall be carried out with an angle α = - 15 ± 1°
(figure Ap2-1 of Appendix 2).

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L 25/38
EN
Official Journal of the European Union
28.1.2014
5.3.1.3. If the ball centre is below the line parallel to the reference line as shown in figure Ap2-3 of Appendix 2, which
contains the highest of the nearest fixing points, the test shall be carried out with an angle α = + 15 ± 1°
(figure Ap2-2 of Appendix 2). This angle is chosen in order to take account of the vertical static and dynamic
load. This test method is applicable only to a permitted static load of no more than:
Equation 3-2:
120 D
S g
5.3.1.4. If a greater static load is requested, the test angle shall be increased to 20°. The dynamic test shall be performed
with the following test force:
Equation 3-3:
F res = ± 0,6 D
5.3.2. One-piece
coupling
balls,
including
devices
with
non-interchangeable
detachable
balls
and
towing
brackets
with
interchangeable balls which can be dismantled (excluding balls on integral support), shall be tested in accordance
with 5.3.1.
5.3.3. The test of a towing bracket which can be used with different ball units is to be carried out in accordance with
the test requirements of UNECE regulation No 55.
5.4.
The testing requirements in point 5.3.1 shall be also applicable to coupling devices other than coupling balls.
6. Coupling
heads
6.1.
Coupling heads shall be designed so that they can be used safely with the coupling balls described in Figure Ap
1-1 of Appendix 1.
6.2.
Coupling heads intended to be fitted to unbraked trailers, shall be fitted with a secondary coupling device or at
least attachment point(s) to permit the connection of a secondary coupling device(s). The attachment point(s)
shall be positioned such that when in use, the secondary coupling device(s) does not restrict the normal
articulation of the coupling.
6.3.
An endurance test shall be performed with an alternating test force and a static test (lifting test) on each test
sample.
6.4.
The dynamic test shall be performed with a suitable coupling ball of appropriate strength. On the test rig, the
coupling head and ball shall be arranged as instructed by the manufacturer and in a way corresponding to their
attachment in a vehicle. There shall be no possibility of extra forces in addition to the test force acting on the
sample. The test force shall be applied along a line passing through the centre of the ball and inclined
downwards to the rear at 15° (see figure Ap3-1 of Appendix 3). An endurance test shall be performed on a
test sample with the following test force:
Equation 3-3:
F res = ± 0,6 D
6.5. The
coupling
ball
used
for
the
test
shall
have
a
diameter
of
49
–
0 +0;13 mm in order to represent a worn
coupling ball. The lifting force F A shall be increased smoothly and quickly to a value of:
Equation 3-4:
S
F A g C
8 1 000
>
: 9 > ;
and held for 10 seconds, where:
C = mass of the trailer (sum of the axle loads of the trailer carrying maximum permissible load) in tonnes.
6.6.
If coupling devices other than coupling balls are used, the coupling head shall be tested, as applicable, in
accordance with the relevant requirements of UNECE regulation No 55.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/39
Appendix 1
Specification for dimensions of a coupling ball if fitted on L-category vehicles
1. The
coupling
ball
system
for
trailers
does
not
exclude
the
use
of
other
systems
(e.g.
cardan
couplings);
however,
if
a ball-coupling system is used, this system shall correspond to the specification laid down in Ap1-1.
1.1. Figure
Ap1-1
Ball coupling dimensions
1.1.1. The connecting radius between the ball and the neck is tangential both to the neck and to the lower horizontal
surface of the coupling ball.
1.1.2. Refer to ISO/R 468:1982 and ISO 1302:2002; the roughness number N9 refers to a R a value of 6,3 μm.

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L 25/40
EN
Official Journal of the European Union
28.1.2014
1.2. Figure
Ap1-2
Clearing space for coupling balls
Comments:
(1) 350-420 mm measured at the maximum permissible vehicle mass = T;
(2) min. = minimum distance, max. = maximum distance.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/41
Appendix 2
Specifications for dynamic test of coupling ball and towing bracket
1. The test direction is shown by the example of a coupling ball with towing bracket. (Applicable by analogy to other
coupling systems).
1.1. Figure
Ap2-1
Dynamic test direction on coupling ball and towing bracket – Test rig I. RL = reference line
1.2. Figure
Ap2-2
Dynamic test direction on coupling ball and towing bracket – Test rig II. RL = reference line
1.3. Figure
Ap2-3
Relative positions of the attachment points of a coupling device with respect to the reference line —
Criteria for dynamic test angles

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L 25/42
EN
Official Journal of the European Union
28.1.2014
Comments:
(1) HFP = highest fixing point;
(2) PRL = parallel reference line;
(3) RL = reference line;
(4) BC = ball centre.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/43
Appendix 3
Specifications for dynamic test on coupling head
1. The test direction is shown by the example of a coupling head.
1.1. Figure
Ap3-1
Dynamic test direction on coupling head
1.2. Figure
Ap3-2
Static lifting test direction on coupling head

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L 25/44
EN
Official Journal of the European Union
28.1.2014
ANNEX VI
Requirements applying to devices to prevent unauthorised use
1. Requirements
1.1. ‘Type of vehicle with regard to devices to prevent unauthorised use’ means a category of vehicles which do not
differ in such essential respects as the design characteristics of the protective device preventing the unauthorised
use of the vehicle;
1.2. Vehicles of categories L1e with a mass in running order > 35 kg, L2e, L3e, L4e and L5e which are fitted with
handlebars shall meet all the relevant requirements of UNECE regulation No 62 ( 1 ).
1.2.1. Vehicles of categories L1e, L2e, L3e, L4e and L5e which are not fitted with handlebars shall meet all the relevant
requirements of UNECE regulation No 18 ( 2 ) as prescribed for vehicle category N 2 .
1.3. Vehicles of category L6e which are fitted with handlebars shall meet all the relevant requirements of UNECE
regulation No 62, as prescribed for vehicle category L2e.
1.3.1. Vehicles of category L6e which are not fitted with handlebars shall meet all the relevant requirements of UNECE
regulation No 18, as prescribed for vehicle category N 2 .
1.4. Vehicles of category L7e which are fitted with handlebars shall meet all the relevant requirements of UNECE
regulation No 62, as prescribed for vehicle category L5e.
1.4.1. Vehicles of category L7e which are not fitted with handlebars shall meet all the relevant requirements of UNECE
regulation No 18, as prescribed for vehicle category N 2 .
( 1 ) OJ L 89, 27.3.2013, p. 37.
( 2 ) OJ L 120, 13.5.2010, p. 29.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/45
ANNEX VII
Requirements applying to electromagnetic compatibility (EMC)
1. Requirements
1.1. ‘Type of vehicle with regard to electromagnetic compatibility’ means a category of vehicles which do not differ in
such essential respects as the design characteristics of the electronic components, spark-plugs and their wire
harnesses, and their method of attachment and location on the vehicle;
1.2. Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE
regulation No 10 ( 1 ).
( 1 ) OJ L 254, 20.9.2012, p. 1.

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L 25/46
EN
Official Journal of the European Union
28.1.2014
ANNEX VIII
Requirements applying to external projections
1.
Requirements applying to two-wheel mopeds and two-wheel motorcycles with or without side-car
1.1. General
requirements
1.1.2. Vehicles
of
categories
L1e,
L3e
and
L4e
shall
meet
the
following
general
requirements:
1.1.2.1. Vehicles
shall
incorporate
no
pointed,
sharp
or
protruding
parts,
pointing
outwards,
of
such
a
shape,
dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and
lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be
designed so that parts and edges with which vulnerable road users such as pedestrians are likely to come into
contact in the event of an accident comply with the requirements in points 1 to 1.3.8.
1.1.2.2. All contactable projections or edges which are made of or covered with material such as soft rubber or soft
plastic having a hardness of less than 60 Shore (A) are considered to meet the requirements in points 1.3 to
1.3.8. The hardness measurement shall be carried out with the material fitted to the vehicle as intended.
1.1.3. Specific
provisions
for
vehicles
of
categories
L1e,
L3e
and
L4e
1.1.3.1. Vehicles shall be assessed in accordance with the provisions in points 1.2 to 1.2.4.1.
1.1.3.2. In the case of vehicles fitted with a form of structure or panels intended to partially or fully enclose the rider,
passenger or luggage or to cover certain vehicle components, the vehicle manufacturer may as an alternative
choose to apply the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M 1 ,
covering either specific external projections or the full external surface of the vehicle.
The relevant external projections assessed in conformity with this clause shall be clearly identified in the
information document and any remaining external surface shall comply with the requirements of points 1
to 1.3.8.
1.1.4. Specific
provisions
for
vehicles
of
category
L4e
1.1.4.1. When the side-car is connected to the motorcycle, either permanently or in a detachable way, the space
between the motorcycle and the side-car is exempted from assessment (see Figure 8-1).
1.1.4.1.1. Figure
8-1
Top-down view of category L4e motorcycle with side-car

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EN
28.1.2014 Official
Journal
of
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European
Union L
25/47
1.1.4.2. If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the
motorcycle itself shall fulfil the requirements for solo motorcycles in points 1 to 1.3.8.
1.2. Assessment
of
external
projections
1.2.1 A
testing
device
conforming
to
the
specifications
laid
down
by
Figure
Ap1-1
in
Appendix
1
shall
be
used
to
check the external projections of the vehicle.
1.2.2. The
vehicle
shall
be
placed
on
a
horizontal
surface
and
kept
in
an
upright
position,
initially
with
the
steering
control and steered wheel in the straight-ahead position.
1.2.2.1. A
50 th percentile anthropomorphic dummy or a person with similar physical characteristics shall be seated on
the test vehicle in the normal riding position in such a way that it does not hamper the free rotation of the
steering control. The feet shall be placed on the designated foot supports and shall not be resting on any gear
shift lever or brake pedal.
1.2.3.
The testing device shall be moved from the front towards the rear of the vehicle, in a smooth motion, on both
sides of it. If the testing device contacts the steering control or any parts mounted on it, it shall be rotated
away into its fully locked position, during and after which the test continues. The testing device shall remain in
contact with the vehicle or rider during the test (see Figure 8-2).
1.2.3.1. Figure
8-2
Test device movement zones
1.2.3.1. The front of the vehicle shall be the first point of contact and the testing device shall move sideways in an
outward direction following the contour of the vehicle and the rider if applicable. The testing device shall also
be allowed to move inward at a rate not exceeding the rate of rearward movement (i.e. at an angle of 45° in
relation to the longitudinal median plane of the vehicle).
1.2.3.2. The hands and feet of the rider shall be pushed away by the testing device if it comes into direct contact with
them and any relevant supports (e.g. foot supports) shall be allowed to freely rotate, fold, bend or flex as a
result of contact with the testing device and assessed in all resulting intermediate positions.

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L 25/48
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Official Journal of the European Union
28.1.2014
1.2.3.3. Parts
and
components
of
rear-view
mirrors
which
are
duly
covered
by
the
relevant
component
type-approval
are deemed to comply with the requirements of points 1 to 1.3.8.
1.2.3.4. Projections
which
may
be
contacted
by
the
testing
device
in
any
position
of
intended
use
(e.g.
passenger
foot
supports both in stowed and folded-out condition) shall be assessed in all positions of intended use.
1.2.4.
When the testing device is moved along the vehicle as described above, the projections and edges of the vehicle
which are contacted by that device are considered to fall within:
— group 1: if the testing device grazes parts of the vehicle, or
— group 2: if the testing device collides with parts of the vehicle.
1.2.4.1. In order to differentiate in which group the contacted projections and edges fall, the testing device shall be
used in accordance with the assessment method shown in Figure 8-3 below and considered to belong to:
group 1 if 0° ≤ α < 45°; and
group 2 if 45° ≤ α ≤ 90°.
Figure 8-3
Top-down view of the testing device grazing the side of a vehicle and colliding with a protruding part
1.3. Specific
requirements
1.3.1. Radius
requirements
concerning
group
1
parts
(contacted
by
grazing):
1.3.1.1. Plates:
— plate edges shall have a radius of curvature of at least 0,5 mm.
Structure, fairings, bodywork, etc.:
— corners shall have a radius of curvature of at least 3,0 mm. A ‘corner’ means the three-dimensional shape of
a surface which is not a plate edge or a stem.
1.3.1.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and
there shall be a smooth transition to a smaller radius, if any, in the direction where contact between the testing
device and corner or edge no longer occurs.
1.3.1.2. Stems
— stems or similar parts shall have an overall diameter of at least 10 mm;
— the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.
1.3.1.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device
and may be progressively less around the full circumference of the stem end.
1.3.2. Radius
requirements
concerning
group
2
parts
(contacted
by
collision):
1.3.2.1. Plates:
— plate edges shall have a radius of curvature of at least 2,0 mm;

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/49
Structure, fairings, bodywork, etc.:
— corners shall have a radius of curvature of at least 2,0 mm.
1.3.2.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and
shall be continued or progressively less in the directions where contact between the testing device and corner
or edge no longer occurs.
1.3.2.2. Stems
— stems or similar parts shall have an overall diameter of at least 20 mm;
— however, a stem or a similar part may have an overall diameter of less than 20 mm, provided that its
projection is less than half of its overall diameter;
— the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.
1.3.2.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device
and may be progressively less around the full circumference of the stem end.
1.3.3.
The upper edge of a windscreen or fairing, transparent or not, shall have a radius of curvature of at least
2,0 mm or may be covered with protective material in compliance with point 1.1.1.2.
1.3.3.1. The upper edge is bounded by planes at a 45° angle in relation to the horizontal plane (see Figure 8-4).
Figure 8-4
View of rider through transparent windshield
1.3.3.2. If a radius is applied to the upper edge, it shall not be larger than 0,70 times the thickness of the windscreen or
fairing measured at the upper edge.
1.3.3.3. Covers which resemble windscreens or fairings and which are installed only to protect the rider’s instrument
cluster or headlamp device and which have an overall projection of no more than 50 mm measured from the
top surface of the relevant instrument cluster or headlamp device are exempted from the requirements in
points 1.3.3, 1.3.3.1 and 1.3.3.2.
1.3.4.
The end of clutch and brake levers mounted on the steering control shall be perceptibly spherical and have a
radius of curvature of at least 7,0 mm. The remaining outward edges of these levers shall have a radius of
curvature of not less than 2,0 mm along the complete grip application area. The verification is done with the
levers in non-applied position.
1.3.4.1. If the levers are fully covered by protection shields and can therefore not come into contact with a person
struck by the vehicle, the levers are deemed to comply with the requirements of point 1.3.4.
1.3.5.
The leading edge of the front mudguard or any parts mounted onto it shall have a radius of curvature of at
least 2,0 mm.

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L 25/50
EN
Official Journal of the European Union
28.1.2014
1.3.5.1. The
leading
edge
of
the
front
mudguard
is
bounded
by
two
vertical
planes
forming
a
horizontal
angle
of
45°
in
relation to the longitudinal median plane of the vehicle.
1.3.5.2. If a radius is applied to the leading edge of the front mudguard, it shall not be larger than 0,70 times the
thickness of the mudguard measured at the leading edge.
1.3.6.
The rear edge of a fuel filler cap or similar shaped device located on the upper surface of the fuel tank, for
instance, and likely to be struck by the rider moving forward during a collision, shall not project more than
15 mm from the underlying surface and the transition from the underlying surface shall be smooth or
perceptibly spherical. An example is given in Figure 8-5. It may project more than 15 mm from the underlying
surface provided that a protective device is located behind it ensuring that the relative projection of 15 mm is
not exceeded.
Figure 8-5
Fitting requirement for filler cap on fuel tank
1.3.6.1. Fuel filler caps or similar shaped devices which are not placed forward of the rider or located below the level of
the rider’s seating position are exempted from the requirements of point 1.3.6.
1.3.7. Ignition
key
heads
shall
have
a
protective
cap
made
from
rubber
or
plastic
with
blunted
edges.
1.3.7.1. Ignition
keys
which
are
not
required
to
be
inserted
in
the
ignition
lock
during
vehicle
operation,
which
are
flush with or encased by the surrounding surface, of which the head can fold in relation to its shaft or barrel,
which is located below the level of the rider’s seating position or which is not located forward of the rider are
exempted from the requirements of point 1.3.7.
1.3.8.
Outward pointed and protruding parts of the vehicle in its normal and upright position which are not
contacted by the testing device, but which could increase the risk or seriousness of body lesions and lacerations
as a result of any contact with a person being struck in a collision, shall be blunted.
2. Requirements
applying
to
three-wheel
vehicles
and
quadricycles
2.1. General
requirements
2.1.1.
Vehicles of categories L2e, L5e, L6e and L7e shall meet the following general requirements.
2.1.1.1. Vehicles
shall
incorporate
no
pointed,
sharp
or
protruding
parts,
pointing
outwards,
of
such
a
shape,
dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and
lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be
designed in such a way that parts and edges with which vulnerable road users such as pedestrians are likely to
come into contact in the event of an accident comply with the requirements in points 2.1.2 to 2.1.2.1.4.
2.1.2.
Specific provisions for vehicles of categories L2e, L5e, L6e and L7e
2.1.2.1. Vehicles
shall
meet
all
the
relevant
requirements
of
UNECE
regulation
No
26
as
prescribed
for
vehicle
category
M 1 .

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2.1.2.1.1. However, bearing in mind the variety of forms of construction of these categories of vehicle, and whether or
not the vehicle is equipped with a device for reversing, the vehicle manufacturer may, as an alternative to the
requirements in point 2.1.2.1, choose to apply the requirements of points 1.1 to 1.1.2.1 and points 1.2 to
1.3.8, as prescribed for vehicles of categories L1e and L3e, covering specific external projections (e.g. of front
forks, wheels, fenders, mud guards and fairings and the rear section of vehicles not equipped with a device for
reversing) of the vehicle to be type-approved, in agreement with the technical service and approval authority
(e.g. for a type of vehicle which has the overall appearance of a motorcycle, but which is equipped with three
wheels classifying it as an L5e category vehicle).
The relevant external projections assessed in conformity with this clause shall be clearly identified in the
information document and any remaining external surface shall comply with the requirements of points 2
to 2.1.2.1.4.
2.1.2.1.2. Where vehicles are fitted with a form of structure or panels intended to partially or fully enclose the rider,
passenger or luggage or to cover certain vehicle components and parts of the external surface cannot be
assessed appropriately by application of point 2.1.2.1.1 (e.g. as regards the roof, roof pillars, doors, door
handles, glazing, bonnet top, trunk lid, opening buttons, load platforms), these remaining external projections
shall comply with all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category
M 1 .
2.1.2.1.3. In case of vehicles of categories L2e-U, L5e-B, L6e-BU and L7e-CU, the edges which can be contacted in
accordance with the provisions laid down above and which are located behind the rear bulkhead, or where no
rear bulkhead is present a vertical transverse plane passing through a point located 50 cm behind the R-point
of the most rearward seating position, shall at least be blunted when their projection is 1,5 mm or more.
2.1.2.1.4. Compliance with the requirements shall be checked without any registration plate affixed to the vehicle and
any registration plate space or surface shall thus not be exempted from assessment.

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Appendix 1
Testing device
1. External
projections
testing
device
1.1. Figure
Ap1-1
Diagram of the testing device
2. Procedure
for
use
2.1. The testing device shall be kept in an orientation such as to ensure that the line corresponding to the angle of
α = 90° remains parallel to the longitudinal median plane of the vehicle throughout the test.
2.2. The lower portion of the testing device (i.e. the 100 mm high base) may be of a different design for stability or
convenience purposes. However, if this lower portion comes into direct contact with the vehicle, it shall be adapted
(e.g. locally trimmed down to a minimum of 150 mm in diameter) in order to allow full contact between the vehicle
and the portion of the testing device between 100 mm to 1 200 mm in height.

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Journal
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European
Union L
25/53
ANNEX IX
Requirements applying to fuel storage
1. General
requirements
1.1.
‘Type of vehicle with regard to fuel storage’ means a category of vehicles which do not differ in such essential
respects as shape, size and material characteristics, and the method of mounting and location of the fuel tank on
the vehicle;
1.2.
Fuel tanks of vehicles fitted with one or more of these shall meet the following general requirements:
1.2.1. Fuel tanks shall be made with materials of which the thermal, mechanical and chemical behaviour continues to
be appropriate under their intended conditions of use.
1.2.2. Fuel tanks and adjacent vehicle parts shall be designed in such a way as not to generate any electrostatic charge
which could result in sparking between the tank and the chassis of the vehicle which could ignite a mixture of
air and fuel.
1.2.3. Fuel tanks shall be made so as to be corrosion-resistant.
1.2.4. Fuel tanks shall be fitted with appropriate devices (e.g. orifices or safety valves) which automatically release any
excess pressure or any pressure exceeding the service pressure. Such devices shall be so designed as to preclude
any risk of ignition of a mixture of air and fuel.
1.2.5. Fuel tanks shall be so designed that any fuel that may leak when they are being filled cannot fall on the vehicle’s
exhaust system, engine or other drivetrain parts or on the inside of any passenger or luggage compartment, but
is channelled to the ground.
1.2.6. Fuel shall be unable to flow from the filler cap or any devices fitted in order to release excess pressure, even if
the tank is fully inverted. Dripping is tolerated to a maximum of 30 g/min, to be verified by means of the test
described in points 2.1 to 2.1.4. If the leakage rate does not appear to be constant in nature, it shall be ensured
that maximum leakage rate is determined within a one minute timeframe (i.e. not averaged over a longer
timeframe).
1.2.7. No tank shall be situated in, or form, a surface (e.g. floor, wall, roof or bulkhead) of the passenger compartment
or other compartment integral with it, if the vehicle is fitted with bodywork.
1.2.7.1. For the purpose of this Annex, a vehicle is deemed to have a passenger or other compartment integral with it if
it is fitted with safety glazing, side doors, a rear door, side pillars and/or a roof creating an enclosed or partly
enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.
1.2.8. The fuel filler port shall not be situated in the passenger compartment, luggage compartment or engine
compartment, if any.
1.2.8.1. Further to point 1.2.7.1 above, a vehicle is deemed to have an engine compartment or a luggage compartment if
it is fitted with side panels in combination with a bonnet/hood lid and/or a boot/trunk lid creating an enclosed
or partly enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.
1.2.9. Fuel tanks shall pass the leak-tightness tests carried out with an internal pressure equal to twice the relative
service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher, as described in points 2.2 to
2.2.1. Any orifices may be blocked for the purpose of this test. The fuel tank shall not crack or leak during the
test, but may remain permanently deformed.
1.2.9.1. Fuel tanks made of materials other than metal are considered as meeting this requirement if they have passed the
test described in points 3.4 to 3.4.1.
1.2.10. Fuel tanks made of materials other than metal shall be subject to the tests in accordance with points 3 to 3.7.5.1
in addition to those described in points 2.1 to 2.1.4.
1.3. Vehicles
fitted
with
one
or
more
fuel
tanks
shall
meet
the
following
general
requirements:
1.3.1. Fuel
tanks
shall
be
fitted
and
installed
in
such
a
way
as
to
fulfil
their
function
in
all
foreseeable
operating
conditions.

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1.3.2. All parts and components of the vehicle’s fuel supply system shall be adequately protected by parts of the frame
or bodywork against contact with possible obstacles on the ground. Such protection shall not be required if the
relevant parts or components located beneath the vehicle are further from the ground than the parts of the frame
or bodywork which are located immediately ahead of them.
1.3.3. All parts and components of the vehicle’s fuel supply system shall be designed, manufactured and installed in
such a way as to withstand the effects of any internal and external corrosion to which it is exposed. No motion
due to torsion, flexing and vibration of the vehicle structure, engine and transmission shall subject any part or
component of the fuel supply system to abnormal friction or stress.
1.3.4. Vehicles
using
liquefied
petroleum
gas
(LPG)
in
their
propulsion
system,
and
the
LPG
tanks,
shall
meet
all
relevant fitting and equipment requirements of UNECE regulation No 67 ( 1 ) as prescribed for vehicle category
M 1 .
1.3.5. Vehicles using compressed natural gas (CNG) in their propulsion system, and the CNG tanks, shall meet all
relevant fitting and equipment requirements of UNECE regulation No 110 ( 2 ) as prescribed for vehicle category
M 1 .
2. Fuel
tank
tests
2.1. Overturn
test
2.1.1. The tank and all its accessories shall be mounted onto a test fixture in a manner corresponding to the mode of
installation on the vehicle for which the tank is intended. This also applies to systems for the compensation of
the interior excess pressure.
2.1.2. The
test
fixture
shall
rotate
about
an
axis
lying
parallel
to
the
longitudinal
vehicle
axis.
2.1.3. The test shall be carried out with the tank filled to 30 % of its total rated capacity and also 90 % of its total rated
capacity with a non-flammable liquid having a density and a viscosity close to those of the fuel normally used, or
with water.
2.1.4. The tank shall be turned from its installed position 90° to the left. The tank shall remain in this position for at
least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this
position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its
normal position.
Testing liquid that has not flowed back from the venting system into the tank may be drained and replenished if
necessary.
The tank shall be turned from its installed position 90° to the right. The tank shall remain in this position for at
least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this
position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its
normal position.
The 90° rotations shall take place at one to three minute intervals.
2.2. Hydraulic
test
2.2.1. The tank shall be subjected to a hydraulic internal pressure test which shall be carried out on an isolated unit
complete with all its accessories. The tank shall be completely filled with a non-flammable liquid having a density
and a viscosity close to those of the fuel normally used, or with water. After all communication with the outside
has been cut off, the pressure shall be gradually increased, through the pipe connection through which fuel is fed
to the engine, to the internal pressure specified in point 1.1.9 and this pressure shall be maintained for at least
60 seconds.
3.
Specific requirements and tests for fuel tanks made of materials other than metal
3.1. Fuel
tanks
made
of
materials
other
than
metal
are
subjected
to
the
following
additional
tests:
— permeability test,
— shock test,
— mechanical strength test,
— fuel resistance test,
— high-temperature test,
— fire-resistance test.
( 1 ) OJ L 72, 14.3.2008, p. 1.
( 2 ) OJ L 120, 7.5.2011, p. 1.

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28.1.2014 Official
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3.2. Permeability
test
to
be
carried
out
on
completely
new
fuel
tank
3.2.1. The permeability test as part of type IV testing referred to in Annex V(A) to Regulation (EU) No 168/2013
without having to take into account any diffusion measurements for the purpose of the test in accordance with
this Annex, shall be carried out on a sufficient number of tanks for the purpose of testing in accordance with
points 3.3 to 3.7.5.1.
3.3. Shock
test
to
be
carried
out
on
a
fuel
tank
which
has
undergone
the
permeability
test
3.3.1. The fuel tank is filled up to its total rated capacity with a mixture of 50 % water and 50 % ethylene glycol or
with any other coolant which does not deteriorate the fuel tank material, the cryoscopic point of which is lower
than 243,2 ± 2K ( - 30 ± 2 °C).
The temperature of the substances contained in the fuel tank during the test shall be 253,2 ± 2K ( - 20 ± 2 °C).
The tank is cooled down to a corresponding ambient temperature. The fuel tank may also be filled with a
suitably refrigerated liquid provided that it is left at the test temperature for at least an hour.
A pendulum is used for the test. Its impact head shall have the form of an equilateral triangular pyramid with a
radius of curvature of 3,0 mm at its peak and edges. The freely moving mass of the pendulum shall have a mass
of 15 kg ± 0,5 kg and the exerted pendulum’s energy shall not be less than 30,0 J for each impact on the fuel
tank.
The technical service may select any number of points on the fuel tank to be tested and these points shall reflect
locations which are considered at risk as a result of the fitting of the tank and its position on the vehicle. Non-
metal shielding shall be disregarded and frame tubing or chassis sections may be taken into account for the
assessment of risk.
More than one fuel tank may be used for the completion of all impacts, provided that all fuel tanks to be used
have undergone the permeability test.
There shall be no leakage of liquid following a single impact at any one of the tested points.
3.4. Mechanical
strength
test
to
be
carried
out
on
a
fuel
tank
which
has
undergone
the
permeability
test
3.4.1. The
fuel
tank
shall
be
filled
up
to
its
total
rated
capacity,
the
test
liquid
used
being
water
at
326,2
±
2K
(53
±
2 °C). The tank shall then be subjected to an internal pressure equal to twice the relative service pressure (design
pressure) or an overpressure of 30 kPa, whichever is higher. The tank shall remain closed and pressurised for a
period of not less than five hours at an ambient temperature of 326,2 ± 2K (53 ± 2 °C).
The fuel tank shall not show signs of leakage and any temporary or permanent deformation which may arise
shall not render it unusable. Account shall be taken of specific fitting conditions if the deformation of the tank is
to be assessed.
3.5.
Fuel resistance test to be carried out on samples of a completely new fuel tank and samples of a fuel tank which
has undergone the permeability test
3.5.1. Six tensile test-pieces of approximately the same thickness are taken from flat or nearly flat faces of the
completely new fuel tank. Their tensile strength and elastic limits are established at 296,2 ± 2K (23 ± 2 °C)
at an elongation rate of 50 mm/min. The obtained values shall then be compared with the tensile strength and
elasticity values obtained from similar tests carried out using a fuel tank which has undergone the permeability
test. The material shall be considered to be acceptable if the tensile strength differs by no more than 25 %.
3.6. High
temperature
test
to
be
carried
out
on
samples
of
a
fuel
tank
which
has
undergone
the
permeability
test
3.6.1. The fuel tank shall be fitted to a representative part of the vehicle and filled to 50 % of its total rated capacity
with water at 293,2 ± 2K (20 ± 2 °C). The test setup including the fuel tank shall then be placed in an ambient
temperature of 343,2 ± 2K (70 ± 2 °C) for 60 minutes, after which the fuel tank shall not display any permanent
deformation or leaks and shall be in fully usable condition.
3.7. Fire
resistance
test
to
be
carried
out
on
samples
of
a
fuel
tank
which
has
undergone
the
permeability
test
3.7.1. Preparation
of
test
samples
3.7.1.1. At least ten flat or nearly flat test samples 125 ± 5 mm long and 12,5 ± 0,2 mm wide shall be taken from one
or more fuel tanks which have undergone the permeability test. However, if obtaining such test samples is
prevented by the design characteristics (i.e. shape) of the fuel tank, it is deemed acceptable for the purpose of this

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L 25/56
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Official Journal of the European Union
28.1.2014
test to prepare one or more special tanks with similar characteristics but with more flat or nearly flat surfaces
incorporated in the walls. The overall thickness of all samples shall be within ± 5 % of the thickest sample.
3.7.1.2. Two lines shall be cut into each sample, one at 25 mm and the other at 100 mm from one end.
3.7.1.3. The edges of the test samples shall be sharply defined. Edges obtained by sawing shall be fine-sanded down in
order to obtain a smooth finish.
3.7.2. Test
equipment
3.7.2.1. The test chamber shall consist of a totally enclosed laboratory fume hood with a heat-resistant test-observation
window. A mirror may be used in certain test enclosures in order to provide a rear view of the sample.
The fume extractor fan shall be shut down during the test and should be restarted immediately after the test in
order to extract combustion products.
The test may also be carried out inside a metal box placed beneath the fume hood with the extractor fan
operating.
The top and bottom walls of the box shall incorporate ventilation holes enabling sufficient air for the
combustion to pass through while not subjecting the burning sample to a draught.
3.7.2.2. The supporting base shall consist of two grips which can be set in any position by means of swivel joints.
3.7.2.3. The burner shall be a gas-fired ‘Bunsen’ or ‘Tirill’ type with a 10 mm nozzle. The nozzle shall not be fitted with
any accessory.
3.7.2.4. A metal screen with a mesh size of 20 and overall dimensions of approximately 100 × 100 mm shall be
provided.
3.7.2.5. A water bath with suggested dimensions of approximately 150 × 75 × 30 mm shall be provided.
3.7.2.6. A timing device (in seconds) shall be provided.
3.7.2.7. A graduated scale (in millimetres) shall be provided.
3.7.2.8. A sliding calliper (with an accuracy of at least 0.05 mm) or equivalent measuring device shall be provided.
3.7.3. Test
procedure
3.7.3.1. A sample is attached to one of the grips on the base by the end closest to the 100 mm mark, with its
longitudinal axis horizontal and its transverse axis at 45° to the horizontal. Below the test sample, a clean
woven metal screen is attached to the second grip and located 10 mm horizontally below the edge of the sample
such that the sample protrudes approximately 13 mm beyond the end of the screen (see Figure 9-1). A bath full
of water shall be placed on the fume hood table in such a way as to receive any incandescent particles which
may fall during the test.
Figure 9-1
Set-up for fire resistance test
Comments:
(1) TS = test sample;
(2) WMF = woven metal fibre.

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3.7.3.2. The air supply to the burner shall be set in such a way as to obtain a blue flame with an approximate height of
25 mm.
3.7.3.3. The burner shall be placed so that its flame touches the outer edge of the test sample (see Figure 1) at the same
time the timer is started.
The flame is held in contact for 30 seconds. If the sample deforms, melts or shrinks away, the flame shall be
repositioned in order to maintain contact with it. However, significant deformation of the sample during the test
may invalidate the result.
The burner shall be withdrawn after 30 seconds or when the flame-front reaches the 25 mm mark, whichever
occurs first. The burner shall be moved away at least 450 mm from the sample and the fume hood shall be
closed.
3.7.3.4. When the flame front reaches the 25 mm mark, the indicated time in seconds shall be noted as time t 1 .
3.7.3.5. The timer is stopped when combustion (with or without flame) stops or reaches the mark 100 mm from the free
end. The indicated time shall be noted as time t. When a sample is reignited by burning material deposited on
the woven metal screen, the test result may be invalidated.
3.7.3.6. If the combustion does not reach the 100 mm mark, the unburnt length from the 100 mm mark along the
lower edge of the sample is measured and rounded up or down to the nearest millimetre. The burnt length is
thus equal to 100 mm minus the unburnt length expressed in mm.
3.7.3.7. If a sample has burnt up to or beyond the 100 mm mark, the combustion speed shall be calculated as follows:
((75)/(t - t 1 )) and expressed in mm/s.
3.7.3.8. The test described in points 3.7.3.1 to 3.7.3.7 shall be repeated on different samples until three samples have
burnt up to or beyond the 100 mm mark or ten samples have been tested.
3.7.3.9. If only one sample out of ten burns up to the 100 mm mark or beyond, the test described in points 3.7.3.1 to
3.7.3.7 shall be repeated on a maximum of ten new samples.
3.7.4. Expression
of
results
3.7.4.1. The test report shall contain at least the following detailed information:
— number of samples tested,
and concerning each of the individual samples:
— means of identification,
— method of preparation and storage,
— thickness measured in each third of the sample’s length (mm with at least one decimal),
— combustion time (s),
— combustion length (mm),
— statement and reason where a sample does not burn up to the 100 mm mark (e.g. because it drips, runs or
breaks up into burnt particles),
— statement when a sample is reignited by burning material deposited on the woven metal screen.
3.7.4.2. If at least two samples have burnt up to or beyond the 100 mm mark, the average speed of combustion
(expressed in mm/s and as derived from the multiple results calculated in accordance with the formula in
point 3.7.3.7) shall be determined. The average speed of combustion is thus the average of the combustion
speeds of all of the samples that have burnt up to or beyond the 100 mm mark. This value shall be compared
against the requirement in points 3.7.5 to 3.7.5.1 and the calculations and verification referred to in point
3.7.4.3 shall not be carried out.

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L 25/58
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Official Journal of the European Union
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3.7.4.3. The average combustion time (ACT) and average combustion length (ACL) shall be calculated if no sample out of
ten or no more than one out of 20 has burnt up to the 100 mm mark.
Equation 9-1:
n
ACT s X t i 30=n
i1
where n is the number of samples.
The result is rounded up or down to the nearest five-second increment. However, an ACT of 0 seconds shall not
be used. (i.e. if the combustion lasts between less than 2 seconds and 7 seconds, the ACT is 5 seconds; if the
combustion lasts between 8 and 12 seconds, the ACT is 10 seconds; if the combustion lasts between 13 and 17
seconds, the ACT is 15 seconds, etc.).
Equation 9-2:
n
ACL mm X 100 unburnt length i =n
i1
where n is the number of samples.
The result is expressed in relation to the nearest 5 mm increment (i.e. ‘less than 5 mm’ shall be stated if the
combustion length is less than 2 mm and thus in no case can an ACL of 0 mm be given).
Where a single sample out of 20 burns up to or beyond the 100 mm mark, the combustion length (i.e. the value
of (100 – unburnt length i ) for that sample) shall be taken as 100 mm.
Equation 9-3:
The average speed of combustion is thus (ACL/ACT) (expressed in mm/s).
This value shall be compared against the requirement as laid down in points 3.7.5 to 3.7.5.1.
3.7.5. Requirements
concerning
the
fire
resistance
of
fuel
tank
materials
other
than
metal
3.7.5.1. The fuel tank material shall not burn at an average speed of combustion greater than 0,64 mm/s as determined
in accordance with the test procedure laid down in points 3.7 to 3.7.4.3.

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Journal
of
the
European
Union L
25/59
ANNEX X
Requirements applying to load platforms
1. Purpose
1.1. If a load platform is fitted on an L2e, L5e-B, L6e-B, L7e-B or L7e-C (sub)category vehicle, the assembly of vehicle
and load platform shall comply with a minimum set of construction criteria in order to safely transport goods.
2. Requirements
2.1. If
fitted,
the
load
platform
shall
be
designed
to
carry
goods
only
and
have
an
open
or
enclosed
loading
bed,
which
shall be virtually even and horizontal.
2.2. The
centre
of
gravity
of
the
L-category
vehicle
with
loaded
platform
and
without
driver
shall
be
situated
between
the axles.
2.3. The
dimensions
of
the
platform
shall
be
such
that:
2.3.1. The length of the loading bed, which means the distance from the foremost internal point to the rearmost internal
point of the cargo area, measured horizontally in the longitudinal plane of the vehicle, shall not exceed 1.4 times
the front or rear track width of the L-category vehicle, whichever is the larger;
Sub-subcategories L6e-BU and L7e-CU are exempted from this requirement.
2.3.2. The width of the loading bed does not exceed the maximum overall width of the L-category vehicle without
platform.
2.3.3. Adequate side protection shall be provided to prevent goods loaded on the load platform from falling off.
2.4. The platform shall be laid out symmetrically in relation to the longitudinal median plane of the L-category vehicle.
2.5. The height of the load platform above the ground shall be no more than 1 000 mm.
2.6. The load platform shall be attached to the L-category vehicle in such a way as to avoid any risk of accidental
detachment.
2.7. The type of platform and the way it is attached shall be such that, with a normal load, the driver’s field of vision
remains adequate and the various mandatory lighting and light-signalling devices continue to fulfil their proper
function.
2.8. The vehicle manufacturer shall declare safe load carrying capacity for such load platform.
2.9. Adequate
fixing
points
for
securing
devices
for
the
pay-mass
shall
be
provided
at
the
load
platform.

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ANNEX XI
Requirements applying to masses and dimensions
1. Purpose
1.1. This Annex lays down the requirements for the type-approval of L-category vehicles with regard to their masses
and dimensions.
2.
Submission of the vehicle’s mass specifications and test requirements to determine the mass specifications
2.1. In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer
shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion
of the vehicle, details of the following masses:
2.1.1. the mass in running order as referred to in Article 5 of Regulation (EU) No 168/2013;
2.1.2. the actual mass;
2.1.3. the technically permissible maximum laden mass;
2.1.4. the technically permissible maximum mass on the axles;
2.1.5. if applicable, the technically permissible maximum towable mass;
2.1.6. if applicable, the technically permissible maximum masses at the coupling point, taking into account the technical
features of the couplings that are fitted or can be fitted to the vehicle, as the case may be;
2.1.7. if applicable the mass of the optional equipment;
2.1.8. if applicable the mass of the superstructure;
2.1.9. If applicable the mass of the propulsion battery.
2.2. When determining the masses referred to in point 2, the manufacturer shall take into account the best practices of
good engineering and the best available technical knowledge in order to minimise the risks of mechanical failure,
in particular those due to fatigue of materials, and to avoid damage to the road infrastructure.
2.3. When determining the masses referred to in point 2, the manufacturer shall take into account the maximum
vehicle speed by construction of the vehicle.
Where the vehicle is equipped by the manufacturer with a vehicle speed limitation device, the maximum vehicle
speed by construction shall be the true vehicle speed permitted by the vehicle speed limitation device.
2.4. When determining the masses referred to in point 2, the manufacturer shall not impose restrictions on the use of
the vehicle except those concerning the tyre capacities that can be adjusted to the speed by construction.
2.5. For
incomplete
vehicles,
including
chassis-cabin
vehicles,
that
require
a
further
stage
of
completion,
the
manu
facturer shall provide all relevant information to the next-stage manufacturers so that the requirements of this
Regulation continue to be fulfilled.
For the purposes of the first subpoint, the manufacturer shall specify the position of the centre of gravity of the
mass corresponding to the sum of the load.
2.6. Where the optional equipment significantly affects the masses and dimensions of the vehicle, the manufacturer
shall provide the technical service with the location, mass and geometrical position of the gravity centre with
respect to the axles of the optional equipment that can be fitted to the vehicle.
2.7. Where the approval authority or the technical service deems it necessary, they may request the manufacturer to
make available a vehicle representative of the type to be approved for the purposes of inspection.
2.8. In the case of utility vehicles of subcategories L5e-B, L6e-BU and L7e-CU intended for carrying goods and designed
to be equipped with exchangeable superstructures, the total mass of these superstructures shall be part of the pay-
mass. In this case, the following additional conditions shall be fulfilled:
2.8.1. a superstructure is considered to be exchangeable if it can be easily removed from the chassis cab;
2.8.2. in the information document, the vehicle manufacturer shall provide the maximum permitted dimensions, the total
mass of the superstructure, the limits for the position of the centre of gravity and a drawing with the position of
fixing devices.
2.9. The test conditions and requirements of Appendix 1 shall be fulfilled to determine the masses to be submitted by
the manufacturer to the approval authority.

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3.
Submission of the vehicle’s dimensions and test requirements to determine the dimensions
3.1. In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer
shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion
of the vehicle, the following dimensions [in mm] of the vehicle:
3.1.1. length of the vehicle, which means the distance between two vertical planes perpendicular to the longitudinal plane
of the vehicle and tangent to the front and rear of the vehicle, respectively;
3.1.2. width of the vehicle, which means the distance between two planes parallel to the longitudinal plane of the vehicle
and tangent to the vehicle on either side of that plane;
3.1.3. height of the vehicle, which means the distance between the plane supporting the vehicle and a parallel plane
tangent to the upper part of the vehicle;
3.1.4. wheelbase of the vehicle, which means the dimension referred to in point 6.4.1 of Standard ISO 612:1978;
3.1.5. for vehicles with twinned wheels or for three- or four-wheeled vehicles: track-width front and/or rear, which means
the distance referred to in point 6.5 of Standard ISO 612:1978;
3.1.6. if applicable, length loading bed and width loading bed
3.2. The test conditions and requirements of Appendix 1 shall be fulfilled to determine the dimensions to be submitted.
3.3. The actual dimensions referred to in point 3.1 may differ from those stated by the manufacturer by not more than
3 %.

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Appendix 1
Specific requirements with regard to masses and dimensions of L-category vehicles
1. Specific
requirements
regarding
vehicle
dimensions
1.1.
For the purposes of measurement of the dimensions set out in point 3 of Annex XI:
1.1.1.
The vehicle shall be at its mass in running order, placed on a horizontal and flat surface with tyres inflated at
the pressure recommended by the manufacturer;
1.1.2.
The vehicle shall be in a vertical position and the wheels in a position corresponding to travel in a straight
line;
1.1.3.
All the wheels of the vehicle shall be borne by the supporting plane, with the exception of any spare wheel.
1.2.
Only the devices and equipment referred to in this point 1 shall not be taken into account for the
determination of the dimensions of the vehicle.
1.3.
With regard to the length of the vehicle, all components of the vehicle and, in particular, any fixed
component extending towards the front or rear (bumpers, mudguards, etc.) shall be included within the
two planes as referred to in point 3.1.1 of Annex XI, with the exception of the coupling device.
1.4.
With regard to the width of a vehicle, all components of the vehicle and, in particular, all fixed components
extending sideways shall be included within the two planes referred to in point 3.1.2 of Annex XI, with the
exception of the rear view mirror(s).
1.5.
With regard to the height of a vehicle, all fixed components of the vehicle shall be included within the two
planes referred to in point 3.1.3 of Annex XI, with the exception of the rear view mirror(s).
1.6.
With regard to the ground clearance of a vehicle which is loaded to the actual mass, the shortest distance
between the ground plane and the lowest fixed point of the vehicle shall be measured between the axles and
under the axle(s) if applicable in accordance with Appendix 1 to Annex II to Directive 2007/46/EC ( 1 ). Any
manually or automatically adjustable suspension system fitted to the vehicle, possibly resulting in a variable
ground clearance, shall be put to its minimum setting. The minimum measured distance shall be regarded as
the ground clearance of the vehicle.
1.7. An
L7e-B2
vehicle
(all
terrain
buggy)
complying
with
the
requirements
set
out
in
point
1.6
shall
satisfy
at
least five of the following six requirements:
1.7.1. approach
angle
≥ 25 degrees;
1.7.2. departure
angle
≥ 20 degrees;
1.7.3. ramp
angle
≥ 20 degrees;
1.7.4. ground
clearance
under
the
front
axle
≥ 180 mm;
1.7.5. ground
clearance
under
the
rear
axle
≥ 180 mm;
1.7.6. ground
clearance
between
the
axles
≥ 180 mm.
1.8. The
approach
angle,
departure
angle
and
the
ground
clearances
shall
be
measured
in
accordance
with
Appendix 1 to Annex II to Directive 2007/46/EC.
2. Specific
requirements
regarding
vehicle
masses
2.1.
The sum of the technically permissible maximum mass on the axles shall not be less than the technically
permissible maximum laden mass of the vehicle.
2.2. Specific
requirements
regarding
limitation
of
the
optional
equipment
mass
and
the
technically
permissible
maximum laden mass of the vehicle
2.2.1.
For vehicle categories L2e, L5e, L6e and L7e which are limited in mass in running order, the mass of optional
equipment shall be limited to 10 % of the mass in running order limits laid down in Annex I to Regulation
(EU) No 168/2013.
( 1 ) Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval
of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework
Directive) (OJ L 263, 9.10.2007, p. 1).

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2.2.2.
The technically permissible maximum laden mass of the vehicle shall not be less than the actual mass.
2.3.
Where the vehicle is laden to the technically permissible maximum laden mass, the mass on each axle shall
not exceed the technically permissible maximum mass on that axle.
2.4.
Where the vehicle is laden to the technically permissible maximum laden mass, the mass on the front axle
shall in no event be less than 30 % of the technically permissible maximum laden mass of the vehicle.
2.4.1.
Where the vehicle is laden to the technically permissible maximum laden mass plus the technically
permissible maximum mass at the coupling point, the mass on the front axle shall in no event be less
than 20 % of the technically permissible maximum laden mass of the vehicle.
2.5. L-category
vehicles
can
be
authorised
to
tow
a
trailer
≤ 50 % of the mass in running order of the vehicle.
2.6. Where
a
vehicle
is
equipped
with
removable
seats,
the
verification
procedure
shall
be
limited
to
the
condition
with the maximum number of seating positions.
2.7.
Where a vehicle is equipped with seats and for the purposes of verifying the requirements in points 2.2, 2.3
and 2.4:
(a) the seats shall be adjusted as prescribed in point 2.7.1;
(b) the masses of the passengers, the pay-mass and the mass of the optional equipment shall be distributed
as prescribed in points 2.7.2 to 2.7.6.
2.7.1. Seat
adjustment
2.7.1.1. Where
adjustable,
the
seats
shall
be
moved
to
their
rearmost
position.
2.7.1.2.
Where there are other possibilities for adjusting the seat (vertical, angled, seat back, etc.), the adjusted
positions shall be as specified by the vehicle manufacturer.
2.7.1.3.
In the case of suspension seats, the seat shall be locked in the position specified by the manufacturer.
2.7.2.
Distribution of the mass of the driver and passengers to measure the vehicle masses
2.7.2.1. For
(sub)categories
L1e
and
L3e
the
mass
of
the
driver
is
assumed
to
be
75
kg,
subdivided
into
65
kg
occupant mass at the R-point of the rider’s seating position and 10 kg luggage mass in accordance with ISO
standard 2416-1992. Where the vehicle has only one seating position (no buddy seat), a rider mass of 75 kg
shall be located at that seating position.
2.7.2.2.
For all other L-category vehicles, the mass representing the driver shall be 75 kg and the mass(es) repre
senting passenger(s) shall be 65 kg each.
2.7.2.3.
The mass for the driver and for each passenger shall be located at the seating position reference points (the ‘R
points’).
2.7.3.
Distribution of the mass of the optional equipment
2.7.3.1.
The mass of the optional equipment shall be distributed in accordance with the manufacturer’s specifications.
2.7.4. Distribution
of
the
pay-mass
2.7.4.1.
The pay-mass shall be distributed in accordance with the manufacturer’s specifications in agreement with the
technical service.
2.7.5. As
regards
utility
vehicles
with
bodywork
of
(sub)categories
L2e-U,
L5e-B,
L6e-BU,
L7e-B
or
L7e-CU,
the
pay-
mass shall be distributed uniformly on the loading bed.
2.7.6.
As regards utility vehicles without bodywork (e.g. chassis-cab) of (sub)categories L2e-U, L5e-B, L6e-BU, L7e-B
or L7e-CU the manufacturer shall state the extreme permissible positions of the centre of gravity of the pay-
mass (e.g. from 0,20 m to 0,50 m in front of the first rear axle).
2.8. Maximum
permissible
pay-mass
2.8.1.
The maximum permissible pay-mass of the vehicle shall be limited according to the values set out in Table
Ap1-1 below.

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Table Ap1-1
Maximum permissible pay-mass
Vehicle (sub)category Maximum
permissible
pay-mass
(kg)
L1e-A/L1e-B/L2e-P/L6e-A/L6e-BP Maximum
permissible
pay-mass
declared
by
the
manufacturer,
but
in
no case more than 250 kg.
L2e-U/L6e-BU Maximum
permissible
pay-mass
declared
by
the
manufacturer,
but
in
no case more than 300 kg.
L3e/L4e/L5e-A/L7e-A/L7e-B/L7e-CP Maximum
pay-mass
declared
by
the
manufacturer,
but
in
no
case
more than the mass in running order limit of the (sub)category as
referred to in Annex I to EU Regulation (EU) No 168/2013.
L5e-B/L7e-CU Maximum
pay-mass
declared
by
the
manufacturer,
but
in
no
case
more than 1 000 kg.
2.9. Mass
of
the
alternative
propellant
storage
When determining the vehicle’s mass specifications and in the applicable test requirements to determine these
mass specifications, the mass of the alternative propellant storage shall be assumed being equal to:
2.9.1.
the mass of the propulsion batteries in the case of hybrid or fully electric vehicles;
2.9.2.
the mass of a gaseous-fuelling system and the mass of storage tanks for gaseous fuel in the case of mono-,
bi- or multi-fuel vehicles;
2.9.3.
the mass of storage tank(s) to store the compressed air in the case of vehicles propelled by pre-compressed
air;
2.9.4.
a liquefied gaseous fuel or compressed air filled to 90 % of the capacit(y)(ies) of ‘fuel’ mass in the gaseous fuel
tank(s) if this ‘fuel’ is not taken into account in the mass in running order, in the case of a vehicle being
propelled with a gaseous fuel;
3. Specific
requirements
regarding
the
vehicle
masses
and
dimensions
of
subcategories
L6e-A,
L7e-A
and L7e-B relating to static vehicle stability
3.0.1. Objectives
and
scope
3.0.1.1.
Subcategories L6e-A (light on-road quads), L7e-A (heavy on-road quads) and L7e-B (heavy all-terrain quads)
are four-wheel vehicles that may have to fulfil conflicting design criteria, as they might not only be used on
hard paved surfaces but also off-road. The consequence of having to cope with all kinds of terrain may be a
high centre of gravity, resulting in an instable vehicle. Minimum test requirements for static vehicle stability
may positively influence the configuration of masses and dimensions in the design stage of the vehicle and
increase vehicle static stability.
3.0.1.2.
Vehicles of subcategories L6e-A, L7e-A and L7e-B shall comply with the test requirements and performance
criteria laid down in this point.
3.1. Test
vehicle
3.1.1. The
test
vehicle
shall
be
representative
in
terms
of
masses,
dimensions
and
shape
for
the
type-approved
vehicle. It shall conform in all its components with the production series or, if the L-category vehicle is
different from the production series, a full description shall be given in the test report. In selecting the test
vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority
which L-category vehicle test model is representative for related vehicle variants.
3.1.2. Checks
The following minimum checks on the test vehicle shall be made in accordance with the manufacturer’s
specifications for the use considered: wheels, wheel rims, tyres (representative make, type, pressure), axle
geometry, adjustment of the suspension and vehicle ground clearance (set according to manufacturer spec
ifications).
3.2. Lateral
static
stability
tests

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3.2.1. All
L6e-A,
L7e-A
and
L7e-B
subcategory
vehicles
shall
meet
the
stability
performance
requirements
listed
in
sections 3.2.3.3 and 3.2.4.1.3 when tested as described below. Tilt table tests shall be conducted in both the
loaded configuration and operator and passenger configuration.
3.2.2. Tilt
Table
Test
3.2.2.1. Test
Conditions
Test conditions shall be as follows:
3.2.2.1.1. Loaded
Configuration
3.2.2.1.1.1 The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be
assembled and adjusted according to the manufacturer’s instructions and specifications with the exception of
point 3.2.2.1.1.5.
3.2.2.1.1.2 Tyres shall be inflated to the vehicle manufacturer’s recommended settings for normal operation. If more
than one pressure is specified, the highest value shall be used.
3.2.2.1.1.3 All fluids shall be at the recommended level and the fuel tank shall be full.
3.2.2.1.1.4 Steerable wheels shall be held in the straight-ahead position.
3.2.2.1.1.5 Adjustable suspension components shall be set to the highest positions.
3.2.2.1.1.6 The test vehicle shall be loaded so that a test occupant weight or equivalent is placed in each seating position
so that the centre of gravity of the weight(s) is 152 mm above the lowest point of the occupant-supporting
surface and 254 mm forward of the seat back. A test load shall be securely and evenly distributed to the
cargo area(s) so that the cargo limit(s) and the technically permissible mass declared by the manufacturer
(maximum mass) are not exceeded.
3.2.2.2. Operator
and
passenger
configuration
3.2.2.2.1. The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be
assembled and adjusted according to the manufacturer’s instructions and specifications.
3.2.2.2.2. Tyres shall be inflated to the vehicle manufacturer’s recommended settings for normal operation. If more
than one pressure is specified, the lowest value shall be used.
3.2.2.2.3. All fluids shall be at the recommended level and the fuel tank shall be full.
3.2.2.2.4. Steerable
wheels
shall
be
held
in
the
straight-ahead
position.
3.2.2.2.5. Adjustable suspension components shall be set to the manufacturer’s specified values at the point of delivery
to the dealer.
3.2.2.2.6. The
test
vehicle
shall
be
loaded
so
that
a
test
occupant
weight
or
equivalent
is
placed
in
the
operator
seating
position and the front outermost occupant seating position so that the centre of gravity of the weight(s) is
152 mm above the lowest point of the occupant-supporting surface and 254 mm forward of the seat back.
3.2.2.3. Test
Device
A test platform shall be rigid, flat and constructed to be an adjustable slope, tilt table or similar device with a
surface finish providing a minimum friction coefficient of 1,0, or a rail, stopper or other means no greater
than 25,4 mm in height capable of preventing tyres from sliding under normal test conditions. The platform
surface shall be large enough to support all wheels of the vehicle to be tested.
3.2.2.4. Test
Procedure
The test procedure shall be as follows:
3.2.2.4.1. The test vehicle with test loads in place shall be put on the tilt platform so that a line through the centre of
the footprint of the two lowest tyres shall be parallel to the tilt axis of the table and the steerable wheels of
the vehicle shall be placed in the straight-ahead position.
3.2.2.4.2. The stability of the vehicle shall be determined directly by tilting the platform to:
3.2.2.4.2.1. Loaded configuration — 20 degrees (36,4 %)
3.2.2.4.2.2 Operator and passenger configuration — 28 degrees (53,2 %).
3.2.2.4.3. The
platform
shall
be
tilted
back
to
level.

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3.2.2.4.4. The tyre inflation of all tyres shall be reverified to ensure that they still conform to the test requirements.
3.2.2.4.5. The test is to be conducted with one side of the vehicle facing the platform tilt axis and repeated with the
other side facing the platform tilt axis.
3.2.2.5. Performance
Requirements
Acceptance of the lateral stability test shall require that at least one of the supporting tyre or tyres on the
uphill side remains in contact with the surface.
3.2.3. Static
stability
coefficient
—
Kst
3.2.3.1 Test
Conditions
Test conditions shall be as follows:
3.2.3.1.1. The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be
assembled and adjusted according to the manufacturer’s instructions and specifications.
3.2.3.1.2. Tyres shall be inflated to the test vehicle manufacturer’s recommended settings for normal operation. If more
than one pressure is specified, the lowest value shall be used.
3.2.3.1.3. All fluids shall be at the recommended level and the fuel tank shall be full.
3.2.3.1.4. Steerable
wheels
shall
be
held
in
the
straight-ahead
position.
3.2.3.1.5. Adjustable suspension components shall be set to the values specified at the point of delivery to the dealer.
3.2.3.1.6. The
CG
height
shall
be
determined
by
ISO
10392:2011,
the
Balance
Angle
method
or
another
scientifically
valid method that produces comparable and repeatable results.
3.2.3.2. Calculation
Kst
Equation 11-1:
Lt
Kst

2
L CG
t 1 t 2
2LH CG
Where:
Kst: static stability coefficient
CG: centre of gravity
Lcg: location of the cg forward of the rear axle
Hcg: location of the cg above the ground plane
t 1 : front track width
t 2 : rear track width
L: wheelbase
3.2.3.3. Performance
Requirements
3.2.3.3.1. (Sub)categories
L6e-A,
L7e-A
and
L7e-B2:
Kst
≥ 1.0
3.2.3.3.2. (Sub)category
L7e-B1:
Kst
≥ 0.7
3.2.4. Pitch
stability
3.2.4.1. Test
Conditions
Test conditions shall meet those of point 3.2.2.1.
3.2.4.1.1. Test
Device
A test platform shall be used that meets the requirements of point 3.2.2.

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3.2.4.1.2. Test
Procedure
The loaded test vehicle shall be placed on the tilting platform so that the longitudinal centreline is perpen
dicular to the platform tilt axis. The forward end of the test vehicle shall face the platform tilt axis. Tilt the
platform to a 25 degree (46,6 %) gradient and repeat item listed in points 3.2.3 and 3.2.4. Repeat the
procedure with the rear end of the test vehicle facing the platform tilt axis.
3.2.4.1.3. Pitch
stability
performance
requirements
Acceptance of the pitch stability test shall require that at least one of the supporting tyre or tyres on the
uphill side remains in contact with the surface.

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ANNEX XII
Requirements applying to functional on-board diagnostics (OBD)
1. Introduction
This Annex applies to the functional requirements of on-board diagnostic (OBD) systems for L-category vehicles
and specifies requirements as referred to in Article 21 of Regulation (EU) No 168/2013 according to the
timetable set out in Annex IV to that Regulation and referring to the OBD threshold limits set out in
Section B of Annex VI to that Regulation.
2.
OBD stage I and stage II
2.1. OBD
stage
I.
2.1.1. The
technical
requirements
of
this
Annex
shall
be
mandatory
for
L-category
vehicles
equipped
with
an
OBD
stage I system as set out in Article 21 of, and Annex IV to Regulation (EU) No 168/2013. This obligation
concerns compliance with all subsequent points with the exception of those specifying OBD stage II
requirements in points 2.2 and 2.3.
2.2. OBD
stage
II
2.2.1. An L-category vehicle may be equipped with an OBD stage II system if the manufacturer so chooses.
2.2.2. Where
an
OBD
stage
II
system
is
fitted,
the
technical
requirements
of
this
Annex
shall
apply.
This
concerns
in
particular the applicable points listed in Table 12-1.
Table 12-1
OBD stage II functions and associated requirements in the points of this Annex and Appendix 1
Topic Paragraphs
in
this
Annex
and
Appendix
1
Catalytic converter monitoring 3.3.3.1/3.3.4.1
EGR efficiency/flow monitoring 3.3.4.4
In-use performance monitoring point
4
of
Appendix
1
Misfire detection 3.3.3.2/3.5.3/3.6.2/3.7.1/3.1.2
of
Appendix
1
NO x after-treatment system monitoring 3.3.4.5/3.3.4.6
Oxygen sensor deterioration monitoring 3.3.3.3
Particulate filter monitoring 3.3.4.2.
Particulate matter (PM) emission monitoring 3.3.3.5.
2.3. Electric
circuit
diagnostic
2.3.1. For the purposes of points 3.3.5 and 3.3.6 the electric circuit and electronic failure diagnostics with regard to
OBD stage I and/or II shall at a minimum contain the sensor and actuator diagnostics as well as the internal
diagnostics of the electronic control units listed in Appendix 2.
2.3.2. Non-continuously running electric circuit monitoring diagnostics, i.e. those electric circuit monitoring diagnostics
that will run until their tests have passed on a non-continuous basis, and completion of point 3.3.6 for the items
included in Appendix 2, shall be part of OBD stage II.
2.3.3. By 31 December 2018, the list in Appendix 2 shall be reviewed and updated for technical progress if deemed
necessary. Any malfunctions of supplemental devices to be monitored shall be applicable for OBD stage II in
addition to those already identified in the table.

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3. Functional
OBD
requirements
3.1. L-category
vehicles
shall
be
equipped
with
an
OBD
system
so
designed,
constructed
and
installed
in
a
vehicle
as
to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this
objective, the approval authority shall accept that vehicles which have travelled distances in excess of the Type V
durability distance in Section (A) of Annex VII to Regulation (EU) No 168/2013 may show some deterioration in
OBD system performance such that the OBD emission thresholds given in Section (B) of Annex VI to Regulation
(EU) No 168/2013 may be exceeded before the OBD system signals a failure to the driver of the vehicle.
3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be
unrestricted and standardised. All OBD-relevant fault codes shall be consistent with point 3.11 of Appendix 1 to
this Annex.
3.1.2. At the manufacturer’s discretion, to aid technicians in the efficient repair of L-category vehicles, the OBD system
may be extended to monitor and report on any other on-board system. Extended diagnostic systems shall not be
considered as falling under the scope of type-approval requirements.
3.2.
The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the
requirements of this Annex during conditions of normal use.
3.2.1. Temporary
disablement
of
the
OBD
system
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels or below the
minimum state of charge of the propulsion or electric system batteries (maximum discharge of capacity).
Disablement shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the
fuel tank.
3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below 266.2 K (– 7 °C) or
at elevations over 2 500 metres above sea level, provided it submits data and/or an engineering evaluation which
adequately demonstrate that monitoring would be unreliable in such conditions. It may also request disablement
of the OBD system at other ambient engine starting temperatures if it demonstrates to the authority with data
and/or an engineering evaluation that misdiagnosis would occur under such conditions. It is not necessary to
illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during regeneration, provided no
defect is present.
3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of affected moni
toring systems is permitted provided disablement occurs only when the power take-off unit is active.
In addition to the provisions of this section, the manufacturer may temporarily disable the OBD system in the
following conditions:
(a) For flex fuel or mono/bi fuel gas vehicles for one minute after refuelling to allow for the recognition of fuel
quality and composition by the powertrain control unit(s) (PCU);
(b) For bi fuel vehicles for five seconds after fuel switching to allow for engine parameters to be readjusted;
(c) The manufacturer may deviate from these time limits if it can be demonstrated that stabilisation of the
fuelling system after refuelling or fuel switching takes longer for justified technical reasons. In any case, the
OBD system shall be re-enabled as soon as either the fuel quality or composition is recognised or the engine
parameters are readjusted.
3.2.2. Engine
misfire
in
vehicles
equipped
with
positive-ignition
engines.
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority,
under specific engine speed and load conditions where it can be demonstrated to the authority that the detection
of lower levels of misfire would be unreliable. In terms of OBD monitoring, it is that percentage of misfires out
of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the
OBD thresholds set out in Section (B) of Annex VI to Regulation (EU) No 168/2013, or that percentage that
could lead to an exhaust catalyst, or catalysts, overheating, causing irreversible damage;
3.2.2.1. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages
is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission
shifts, after engine starting, etc.), the misfire monitoring system may be disabled when such conditions exist.

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3.3. Description
of
tests
3.3.1. The
OBD
system
shall
indicate
the
failure
of
an
emission-related
component
or
system
when
that
failure
results
in emissions exceeding the OBD emission threshold limits referred to in Annex VI(B) to Regulation (EU) No
168/2013.
3.3.2. Monitoring
requirements
for
vehicles
equipped
with
positive-ignition
engines
In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013., the OBD system shall, at a
minimum, monitor for:
3.3.2.1. The reduction in the efficiency of the catalytic converter with respect to emissions of hydrocarbons and nitrogen
oxides. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) down
stream. Each monitored catalyst or catalyst combination shall be considered to be malfunctioning if the
emissions exceed the NMHC or NO x thresholds provided for in Section B of Annex VI to Regulation (EU)
No 168/2013.
3.3.2.2. Engine misfire
The presence of engine misfire in the engine operating region bounded by the following lines:
(a) maximum design engine speed minus 500 min -1 ;
(b) the positive torque line (i.e. engine load with the transmission in neutral);
(c) linear lines joining the following engine operating points: the positive torque line at 3 000 min -1 and a point
on the maximum speed line defined in (a) above with the engine’s manifold vacuum at 13,3 kPa lower than
that at the positive torque line.
3.3.2.3. Oxygen sensor deterioration
This section shall mean that the deterioration of all oxygen sensors fitted and used for monitoring malfunctions
of the catalytic converter in accordance with the requirements of this Annex shall be monitored.
3.3.2.4. The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity.
3.3.2.5. For direct injection positive ignition engines, any malfunction that could lead to emissions exceeding the
particulate mass (PM) OBD emission thresholds provided for in Section B of Annex VI to Regulation (EU) No
168/2013 shall be monitored in accordance with the requirements of this Annex for compression ignition
engines.
3.3.3. Monitoring
requirements
for
vehicles
equipped
with
compression
ignition
engines.
In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013, the OBD system shall monitor:
3.3.3.1. Reduction in the efficiency of the catalytic converter, where fitted;
3.3.3.2. The functionality and integrity of the particulate trap, where fitted.
3.3.3.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity
and total functional failure.
3.3.3.4. Malfunctions and the reduction in efficiency of the EGR system, shall be monitored.
3.3.3.5. Malfunctions and the reduction in efficiency of a NO x after-treatment system using a reagent and the reagent
dosing subsystem shall be monitored.
3.3.3.6. Malfunctions and the reduction in efficiency of NO x after-treatment not using a reagent shall be monitored.
3.3.4. If active on the selected fuel, other emission control system components or systems, or emission-related
powertrain components or systems, which are connected to a computer shall be monitored, the failure of
which may result in tailpipe emissions exceeding the OBD emission thresholds given in Section B of Annex
VI to Regulation (EU) No 168/2013.

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3.3.5. Unless otherwise monitored, any other electronic powertrain component connected to a computer relevant for
environmental performance and/or functional safety, including any relevant sensors to enable monitoring
functions to be carried out, shall be monitored for electric/electronic circuit failures. In particular these electronic
components shall be continuously monitored for any electric circuit continuity failure, shorted electric circuits,
electric range/performance and stuck signal of the emissions control system.
3.3.6. Unless
otherwise
monitored,
any
other
powertrain
component
connected
to
a
computer
relevant
for
the
envi
ronmental performance and/or functional safety, triggering any programmed ‘limp-home’ operating mode which
significantly reduces engine torque, e.g. to safeguard powertrain components. Without prejudice to the list Ap2-1
the relevant diagnostic trouble code shall be stored.
3.3.7. Manufacturers
may
demonstrate
to
the
approval
authority
that
certain
components
or
systems
need
not
be
monitored if, in the event of their total failure or removal, emissions do not exceed the emission limits given in
Section B of Annex VI to Regulation (EU) No 168/2013.
3.4.
A sequence of diagnostic checks shall be initiated at each engine start and completed at least once provided that
the correct test conditions are met. The test conditions shall be selected in such a way that they all occur in the
course of normal driving as represented by the Type I test. If the failure cannot be reliably detected under the
Type I test conditions, the manufacturer may propose supplemental test conditions that do allow robust
detection of the failure to be agreed with the technical service to the satisfaction of the approval authority.
3.5. Activation
of
malfunction
indicator
(MI)
3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI
shall not be used for any purposes other than to indicate emergency start-up or limp-home routines to the
driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in
conformity with ISO 2575:2010, symbol F.01. A vehicle shall not be equipped with more than one general
purpose MI for emission-related problems or powertrain faults leading to significantly reduced torque. Separate
specific purpose tell-tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red
colour for an MI is prohibited.
3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer shall provide
data and/or an engineering evaluation which adequately demonstrate that the monitoring system is equally
effective and timely in detecting component deterioration. Strategies requiring on average more than ten
driving cycles for MI activation are not accepted. The MI shall also activate whenever the powertrain control
enters a permanent default mode of operation leading to a significant torque reduction or if the OBD emission
thresholds in Section (B) of Annex VI to Regulation (EU) No 168/2013 are exceeded or if the OBD system is
unable to fulfil the basic monitoring requirements laid down in points 3.3.2 or 3.3.3.
3.5.3. The MI shall operate in a distinct warning mode, e.g. a flashing light, during any period in which engine misfire
occurs at a level likely to cause catalyst damage, as specified by the manufacturer.
3.5.4. The MI shall also activate when the vehicle’s ignition is in the ‘key on’ position before engine starting or cranking
and deactivate if no malfunction has been detected. For vehicles not equipped with a battery, the MI shall
illuminate immediately after engine starting and shall subsequently be deactivated after 5 seconds, if no
malfunction has previously been detected.
3.6.
The OBD system shall record fault code(s) indicating the status of the emission control system or of the
functional safety system leading to an operation mode with significantly reduced torque in comparison to
normal operation mode. Separate status codes shall be used to identify correctly functioning emission control
systems, functional safety systems and those emission control systems which need further vehicle operation to be
fully evaluated. If the MI is activated due to deterioration or malfunction or permanent emission default modes
of operation, a fault code shall be stored that identifies the type of malfunction. A fault code shall also be stored
in the cases referred to in points 3.2.2.5 and 3.2.3.5.
3.6.1. The distance travelled by the vehicle while the MI is activated shall be available at any moment through the serial
port on the standardised diagnostic connector. By means of derogation for vehicles equipped with a mechanically
operating odometer that does not allow input to the electronic control unit, ‘distance travelled’ may be replaced
with ‘engine operation time’ and shall be made available at any moment through the serial port on the
standardised diagnostic connector.
3.6.2. In
the
case
of
vehicles
equipped
with
positive-ignition
engines,
misfiring
cylinders
need
not
be
uniquely
identified
if a distinct single or multiple cylinder misfire fault code is stored.

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3.6.3. The MI may be activated at levels of emissions below the OBD emission thresholds set out in Section B of Annex
VI to Regulation (EU) No 168/2013.
3.6.3. The MI may be activated if a default mode is active without significant reduction of propulsion torque.
3.7. Extinguishing
the
MI
3.7.1. If
misfire
at
levels
likely
to
cause
catalyst
damage
(as
specified
by
the
manufacturer)
is
no
longer
taking
place,
or
if the engine is operated after changes to speed and load conditions where the level of misfire will not cause
catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on
which the misfire level was detected and to the normal activated mode on subsequent driving cycles. If the MI is
switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame
conditions may be erased.
3.7.2. For
all
other
malfunctions,
the
MI
may
be
deactivated
after
three
subsequent
sequential
driving
cycles
during
which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other
malfunction has been identified that would independently activate the MI.
3.8. Erasing
a
fault
code
3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault
is not reregistered in at least 40 engine warm-up cycles.
3.8.2. Stored faults shall not be erased by disconnection of the on-board computer from the vehicle power supply or
by disconnection or failure of the vehicle battery or batteries.
3.9. Bi-fuelled
gas
vehicles
In general, all the OBD requirements applying to a mono-fuelled vehicle apply to bi-fuelled gas vehicles for each
of the fuel types (petrol and (NG/biomethane)/LPG)). To this end, one of the following two alternatives in points
3.8.1 or 3.8.2 or any combination thereof shall be used.
3.9.1. One
OBD
system
for
both
fuel
types
3.9.1.1. The following procedures shall be executed for each diagnostic in a single OBD system for operation on petrol
and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel-type specific:
(a) Activation of malfunction indicator (MI) (see point 3.5);
(b) Fault code storage (see point 3.6);
(c) Extinguishing the MI (see point 3.7);
(d) Erasing a fault code (see point 3.8).
For components or systems to be monitored, either separate diagnostics for each fuel type can be used or a
common diagnostic.
3.9.1.2. The OBD system can reside in either one or more computers.
3.9.2. Two
separate
OBD
systems,
one
for
each
fuel
type.
3.9.2.1. The following procedures shall be executed independently of each other when the vehicle is operated on petrol
or on (NG/biomethane)/LPG:
(a) Activation of malfunction indicator (MI) (see point 3.5);
(b) Fault code storage (see point 3.6);
(c) Extinguishing the MI (see point 3.7);
(d) Erasing a fault code (see point 3.8).
3.9.2.2. The separate OBD systems can reside in either one or more computers.
3.9.3. Specific
requirements
regarding
the
transmission
of
diagnostic
signals
from
bi-fuelled
gas
vehicles.
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or more source
addresses. The use of source addresses is set out in ISO 15031-5:2011.

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3.9.3.2. Identification of fuel specific information can be realised:
(a) By use of source addresses; and/or
(b) By use of a fuel select switch; and/or
(c) By use of fuel specific fault codes.
3.9.4. Regarding the status code (described in point 3.6), one of the following two alternatives has to be used if one or
more of the diagnostics reporting readiness is fuel-type specific:
(a) The status code is fuel specific, i.e. use of two status codes, one for each fuel type;
(b) The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/biome
thane)/LPG)) when the control systems are fully evaluated for one of the fuel types.
If none of the diagnostics reporting readiness is fuel-type specific, only one status code has to be supported.
4. Requirements
relating
to
the
type-approval
of
on-board
diagnostic
systems
4.1.
A manufacturer may ask the authority to accept an OBD system for type-approval even if the system contains
one or more deficiencies so that the specific requirements of this Annex are not fully met.
4.2.
In considering the request, the authority shall determine whether compliance with the requirements of this
Annex is unfeasible or unreasonable.
The authority shall take into consideration data from the manufacturer detailing factors such as, but not limited
to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle
designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective
in complying with the requirements of this Regulation and whether the manufacturer has demonstrated an
acceptable level of effort to comply with those requirements.
4.2.1. The authority shall not accept any deficiency request that includes the complete lack of a required diagnostic
monitor.
4.2.2. The authority shall not accept any deficiency request that does not respect the OBD threshold in Section (B) of
Annex VI to Regulation (EU) No 168/2013.
4.3.
In the identified order of deficiencies, those relating to points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for positive-ignition
engines and points 3.3.4.1, 3.3.4.2 and 3.3.4.3 for compression-ignition engines shall be identified first.
4.4.
Prior to, or at the time of, type-approval, no deficiency shall be granted in respect of the requirements of point
3.5, except point 3.5.3.4 of Appendix 1.
4.5. Deficiency
period
4.5.1. A deficiency may be carried over for a period of two years after the date of type-approval of the vehicle type
unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time
beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not
exceeding three years.
4.5.2. A manufacturer may ask the approval authority to grant a deficiency retrospectively when it is discovered after
the original type-approval. In this case, the deficiency may be carried over for a period of two years after the date
of notification to the administrative department unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a
case, it may be carried over for a period not exceeding three years.
4.6. The
authority
shall
notify
all
other
Member
States
of
its
decision
on
granting
a
deficiency
request.

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Appendix 1
Functional aspects of on-board diagnostic (OBD) systems
1. Introduction
The on-board diagnostic systems fitted on L-category vehicles shall comply with the detailed information and
functional requirements and verification test procedures of this Appendix in order to harmonise the systems
and verify if the system is capable of meeting the requirements in Article 21 of Regulation (EU) No 168/2013.
2. On-board
diagnostic
functional
verification
testing
2.1.
The on-board diagnostic environmental system performance and functional capabilities shall be verified and
demonstrated to the approval authority by performing the type VIII test procedure referred to in Annex V(A) to
Regulation (EU) No 168/2013.
3. Diagnostic
signals
3.1. Upon
determination
of
the
first
malfunction
of
any
component
or
system,
‘freeze-frame’
engine
conditions
present at the time shall be stored in computer memory. Stored engine conditions shall include, but are not
limited to, calculated load value, engine speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle
speed (if available), coolant temperature, intake manifold pressure (if available), closed- or open-loop operation
(if available) and the fault code which caused the data to be stored.
3.1.1. The
manufacturer
shall
choose
the
most
appropriate
set
of
conditions
facilitating
effective
and
efficient
repairs
in freeze-frame storage. Only one frame of data is required. Manufacturers may choose to store additional
frames provided that at least the required frame can be read by a generic scan tool meeting the specifications of
points 3.9 and 3.10. If the fault code causing the conditions to be stored is erased in accordance with point 3.8
of Annex XII, the stored engine conditions may also be erased.
3.1.2. Should
a
subsequent
fuel
system
or
misfire
malfunction
occur,
any
previously
stored
freeze-frame
conditions
shall be replaced by the fuel system or misfire conditions (whichever occurs first).
3.2.
If available, the following signals in addition to the required freeze-frame information shall be made available
on demand through the serial port on the standardised diagnostic connector, if the information is available to
the on-board computer or can be determined using information available to the on-board computer: diagnostic
trouble codes, engine coolant temperature, fuel control system status (closed-loop, open-loop, other), fuel trim,
ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine speed, throttle
position sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value,
vehicle speed, the position of the antilock brake system switch (on/off), the activated default mode(s) and fuel
pressure.
The signals shall be provided in standard units based on the specifications in point 3.7. Actual signals shall be
clearly identified separately from default value or limp-home signals.
3.3. For
all
control
systems
for
which
specific
on-board
evaluation
tests
are
conducted
(catalyst,
oxygen
sensor,
etc.)
except, if applicable, misfire detection, fuel system monitoring and comprehensive component monitoring, the
results of the most recent test performed by the vehicle and the limits to which the system is compared shall be
made available through the serial data port on the standardised diagnostic connector according to the spec
ifications in point 3.8. For the monitored components and systems excepted above, a pass/fail indication for the
most recent test results shall be available through the standardised diagnostic connector.
All OBD in-use performance data that have to be stored under point 4.6 of this Appendix shall be made
available through the serial data port on the standardised diagnostic connector according to the specifications in
point 3.8.
3.4.
The OBD requirements to which the vehicle is certified (i.e. Annex XII or the alternative requirements specified
in point 5) and the major control systems monitored by the OBD system consistent with point 3.10 shall be
made available through the serial data port on the standardised diagnostic connector according to the spec
ifications in point 3.8 of this Appendix.
3.5.
The software identification and calibration verification numbers shall be made available through the serial port
on the standardised diagnostic connector. Both numbers shall be provided in a standardised format.
3.6. The
diagnostic
system
is
not
required
to
evaluate
components
during
malfunction
if
such
evaluation
would
result in a risk to functional safety or component failure.

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3.7.
The diagnostic system shall provide for standardised and unrestricted access to OBD and conform with the
following ISO standards and/or SAE specification:
3.8.
One of the following standards with the restrictions described shall be used as the on-board to off-board
communications link:
— ISO 9141-2:1994/Amd 1:1996: ‘Road Vehicles — Diagnostic Systems — Part 2: CARB requirements for
interchange of digital information’,
— SAE J1850: March 1998 ‘Class B Data Communication Network Interface. Emission related messages shall
use the cyclic redundancy check and the three-byte header and not use inter byte separation or checksums’,
— ISO 14229-3:2012: ‘Road vehicles — Unified diagnostic services (UDS) — Part 3: Unified diagnostic
services on CAN implementation’,
— ISO 14229-4:2012: ‘Road vehicles — Unified diagnostic services (UDS) — Part 4: Unified diagnostic
services on FlexRay implementation’,
— ISO 14230-4:2000: ‘Road Vehicles — Keyword protocol 2000 for diagnostic systems — Part 4:
Requirements for emission-related systems’,
— ISO 15765-4:2011: ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4:
Requirements for emission-related systems’, dated 1 November 2001’,
— ISO 22901-2:2011: ‘Road vehicles — Open diagnostic data exchange (ODX) — Part 2: Emissions-related
diagnostic data’.
3.9. Test
equipment
and
diagnostic
tools
needed
to
communicate
with
OBD
systems
shall
meet
or
exceed
the
functional specification in ISO 15031-4:2005: ‘Road vehicles — Communication between vehicle and external
test equipment for emissions-related diagnostics — Part 4: External test equipment’.
3.10.
Basic diagnostic data (as specified in point 6.5.1) and bi-directional control information shall be provided using
the format and units described in ISO 15031-5:2011 ‘Road vehicles — Communication between vehicle and
external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services’ and
shall be available using a diagnostic tool meeting the requirements of ISO 15031-4:2005.
3.10.1. The vehicle manufacturer shall provide the approval authority with details of any diagnostic data, e.g. PID’s,
OBD monitor Id’s, Test Id’s not specified in ISO 15031-5:2011 but relating to this Regulation.
3.11.
When a fault is registered, the manufacturer shall identify the fault using an appropriate fault code consistent
with those in Section 6.3 of ISO 15031-6:2010 ‘Road vehicles — Communication between vehicle and
external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions’
relating to ‘emission-related system diagnostic trouble codes’. If this is not possible, the manufacturer may
use the diagnostic trouble codes in Sections 5.3 and 5.6 of ISO DIS 15031-6:2010. Alternatively, fault codes
may be compiled and reported according to ISO14229:2006. The fault codes shall be fully accessible by
standardised diagnostic equipment complying with point 3.9.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related
diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in ISO 15031-5:2011 or ISO14229:2006,
but relating to this Regulation.
3.12.
The connection interface between the vehicle and the diagnostic tester shall be standardised and meet all the
requirements of ISO DIS 15031-3:2004 ‘Road vehicles — Communication between vehicle and external test
equipment for emissions-related diagnostics — Part 3: Diagnostic connector and related electric circuits:
specification and use’. The preferred installation position is under the seating position. Any other position of
the diagnostic connector shall be subject to the approval authority’s agreement and be readily accessible by
service personnel but protected from tampering by non-qualified personnel. The position of the connection
interface shall be clearly indicated in the user manual.
3.13.
At the request of the vehicle manufacturer, an alternative connection interface may be used. Where an alter
native connection interface is used, the vehicle manufacturer shall provide an adapter enabling connection to a
generic scan tool. Such an adapter shall be provided in a non-discriminating manner to all independent
operators.

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4. In-use
performance
4.1. General
requirements
4.1.1.
Each monitor of the OBD system shall be executed at least once per driving cycle in which the monitoring
conditions in point 3.2 of Annex XII are met. Manufacturers shall not use the calculated ratio (or any element
thereof) or any other indication of monitor frequency as a monitoring condition for any monitor.
4.1.2.
The in-use performance ratio (‘IUPR’) of a specific monitor M of the OBD systems and in-use performance of
pollution control devices shall be:
Equation Ap1-1:
IUPRM = NumeratorM/DenominatorM
4.1.3.
Comparison of Numerator and Denominator gives an indication of how often a specific monitor is operating
relative to vehicle operation. To ensure all manufacturers are tracking IUPRM in the same manner, detailed
requirements are given for defining and incrementing these counters.
4.1.4. If,
according
to
the
requirements
of
this
Annex,
the
vehicle
is
equipped
with
a
specific
monitor
M,
IUPRM
shall
be greater or equal 0,1 for all monitors M.
4.1.5.
The requirements of this point are deemed to be met for a particular monitor M, if for all vehicles of a
particular vehicle and propulsion family manufactured in a particular calendar year the following statistical
conditions hold:
(a) The average IUPRM is equal or above the minimum value applicable to the monitor;
(b) More than 50 % of all vehicles have an IUPRM equal or above the minimum value applicable to the
monitor.
4.1.6. The
manufacturer
shall
demonstrate
to
the
approval
authority
that
these
statistical
conditions
are
satisfied
for
vehicles manufactured in a given calendar year for all monitors required to be reported by the OBD system
according to point 4.6 of this Appendix not later than 18 months after the end of a calendar year. For this
purpose, statistical tests shall be used which implement recognised statistical principles and confidence levels.
4.1.7. For
demonstration
purposes
of
this
point,
the
manufacturer
may
group
vehicles
within
a
vehicle
and
propulsion
family by any successive non-overlapping 12-month manufacturing periods instead of calendar years. For
establishing the test sample of vehicles, at least the selection criteria of Appendix 3, point 2 shall be
applied. For the entire test sample of vehicles, the manufacturer shall report to the approval authority all of
the in-use performance data to be reported by the OBD system in accordance with point 4.6 of this Appendix.
Upon request, the approval authority which grants the approval shall make these data and the results of the
statistical evaluation available to other approval authorities.
4.1.8. The
approval
authority
and
the
technical
service
may
pursue
further
tests
on
vehicles
or
collect
appropriate
data
recorded by vehicles to verify compliance with the requirements of this Annex.
4.1.9.
In-use performance-related data to be stored and reported by a vehicle’s OBD system shall be made readily
available by the manufacturer to national authorities and independent operators without any encryption.
4.2. NumeratorM
4.2.1.
The numerator of a specific monitor is a counter measuring the number of times a vehicle has been operated in
such a way that all monitoring conditions necessary for the specific monitor to detect a malfunction in order to
warn the driver, as they have been implemented by the manufacturer, have been encountered. The numerator
shall not be incremented more than once per driving cycle, unless there is reasoned technical justification.
4.3. DenominatorM
4.3.1.
The purpose of the denominator is to provide a counter indicating the number of vehicle driving events, taking
into account special conditions for a specific monitor. The denominator shall be incremented at least once per
driving cycle, if during this driving cycle such conditions are met and the general denominator is incremented
as specified in point 4.5, unless the denominator is disabled according to point 4.7.
4.3.2. In
addition
to
the
requirements
of
point
4.3.1:
Secondary air system monitor denominator(s) shall be incremented if the commanded ‘on’ operation of the
secondary air system occurs for a time greater than or equal to 10 seconds. For purposes of determining this
commanded ‘on’ time, the OBD system shall not include time during intrusive operation of the secondary air
system solely for the purposes of monitoring.
Denominators of monitors of systems only active during cold start shall be incremented if the component or
strategy is commanded ‘on’ for a time greater than or equal to 10 seconds.

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28.1.2014 Official
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Union L
25/77
The denominator(s) for monitors of Variable Valve Timing (VVT) and/or control systems shall be incremented if
the component is commanded to function (e.g. commanded ‘on’, ‘open’, ‘closed’, ‘locked’, etc.) on two or more
occasions during the driving cycle or for a time greater than or equal to 10 seconds, whichever occurs first.
For the following monitors, the denominator(s) shall be incremented by one if, in addition to meeting the
requirements of this point on at least one driving cycle, at least 800 cumulative kilometres of vehicle operation
have been experienced since the last time the denominator was incremented:
(i) Diesel oxidation catalyst;
(ii) Diesel particulate filter.
4.3.3.
For hybrid vehicles, vehicles that employ alternative engine start hardware or strategies (e.g. integrated starter
and generators), or alternative fuel vehicles (e.g. dedicated, bi-fuel, or dual-fuel applications), the manufacturer
may request the approval of the approval authority to use alternative criteria to those set out in this point for
incrementing the denominator. In general, the approval authority shall not approve alternative criteria for
vehicles that employ engine shut off only at or near idle/vehicle stop conditions. The authority’s approval of
the alternative criteria shall be based on their equivalence to determine the amount of vehicle operation relative
to the measure of conventional vehicle operation in accordance with the criteria in this point.
4.4. Ignition
Cycle
Counter
4.4.1.
The ignition cycle counter indicates the number of ignition cycles a vehicle has experienced. The ignition cycle
counter may not be incremented more than once per driving cycle.
4.5. General
Denominator
4.5.1. The
general
denominator
is
a
counter
measuring
the
number
of
times
a
vehicle
has
been
operated.
It
shall
be
incremented within 10 seconds, if and only if, the following criteria are satisfied on a single driving cycle:
(a) Cumulative time since engine start is greater than or equal to 600 seconds at an elevation of less than
2 440 m above sea level and an ambient temperature of 266,2 K (– 7 °C) or more;
(b) Cumulative vehicle operation at or above 25 km/h occurs for 300 seconds or more at an elevation of less
than 2 440 m above sea level and an ambient temperature of 266,2 K (– 7 °C) or more;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and vehicle speed of 1,6 km/h
or less) for 30 seconds or more at an elevation of less than 2 440 m above sea level and an ambient
temperature of 266,2 K (– 7 °C) or more.
4.6. Reporting
and
increasing
counters
4.6.1.
The OBD system shall report in accordance with the ISO 15031-5:2011 specifications the ignition cycle
counter and general denominator as well as separate numerators and denominators for the following
monitors, if their presence on the vehicle is required by this Annex:
(a) Catalysts (each bank to be reported separately);
(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately);
(c) Evaporative system;
(d) Exhaust Gas Recirculation (EGR) system;
(e) Variable Valve Train (VVT) system;
(f) Secondary air system;
(g) Particulate filter;
(h) NO x after-treatment system (e.g. NO x adsorber, NO x reagent/catalyst system);
(i) Boost pressure control system.
4.6.2.
For specific components or systems that have multiple monitors which have to be reported under this point
(e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the
OBD system shall separately track numerators and denominators for each of the specific monitors and report
only the corresponding numerator and denominator for the specific monitor that has the lowest numerical
ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for
the specific monitor that has the highest denominator shall be reported for the specific component.

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L 25/78
EN
Official Journal of the European Union
28.1.2014
4.6.3. All
counters,
when
incremented,
shall
be
incremented
by
an
integer
of
one.
4.6.4.
The minimum value of each counter is 0; the maximum value shall not be less than 65 535, notwithstanding
any other requirements regarding standardised storage and reporting of the OBD system.
4.6.5.
If either the numerator or denominator for a specific monitor reaches its maximum value, both counters for
that specific monitor shall be divided by two before being incremented again in accordance with points 4.2 and
4.3. If the ignition cycle counter or the general denominator reaches its maximum value, the respective counter
shall change to zero at its next increment in accordance with points 4.4 and 4.5 respectively.
4.6.6.
Each counter shall be reset to zero only when a non-volatile memory reset occurs (e.g. reprogramming event,
etc.) or, if the numbers are stored in keep-alive memory (KAM), when KAM is lost due to an interruption in
electrical power to the control module (e.g. battery disconnect, etc.).
4.6.7. The
manufacturer
shall
take
measures
to
ensure
that
the
values
of
numerator
and
denominator
cannot
be
reset
or modified, except in cases provided for explicitly in this point.
4.7.
Disablement of Numerators and Denominators and of the General Denominator
4.7.1.
Within 10 seconds of detection of a malfunction which disables a monitor required to meet the monitoring
conditions of this Annex (i.e. a pending or confirmed code is stored), the OBD system shall disable further
incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the
malfunction is no longer detected (i.e. the pending code is erased through self-clearing or a scan tool
command), incrementing of all corresponding numerators and denominators shall resume within 10 seconds.
4.7.2.
Within 10 seconds of the start of a power take-off operation (PTO) that disables a monitor required to meet the
monitoring conditions of this Annex, the OBD system shall disable further incrementing of the corresponding
numerator and denominator for each monitor that is disabled. When the PTO operation ends, incrementing of
all corresponding numerators and denominators shall resume within 10 seconds.
4.7.3.
The OBD system shall disable further incrementing of the numerator and denominator of a specific monitor
within 10 seconds, if a malfunction of any component used to determine the criteria within the definition of
the specific monitor’s denominator (i.e. vehicle speed, ambient temperature, elevation, idle operation, engine
cold start or time of operation) has been detected and the corresponding pending fault code has been stored.
Incrementing of the numerator and denominator shall resume within 10 seconds when the malfunction is no
longer present (e.g. pending code erased through self-clearing or by a scan tool command).
4.7.4. The
OBD
system
shall
disable
further
incrementing
of
the
general
denominator
within
10
seconds
if
a
malfunction has been detected of any component used to determine whether the criteria in point 3.5 are
satisfied (i.e. vehicle speed, ambient temperature, elevation, idle operation or time of operation) and the
corresponding pending fault code has been stored. The general denominator may not be disabled from
incrementing for any other condition. Incrementing of the general denominator shall resume within 10
seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a
scan tool command).
5. Access
to
OBD
information
5.1. Applications
for
type-approval
or
type-approval
amendment
shall
be
accompanied
by
the
relevant
information
concerning the vehicle OBD system. This information shall enable manufacturers of replacement or retrofit
components to make the parts they manufacture compatible with the vehicle OBD system, with a view to fault-
free operation assuring the vehicle user against malfunctions. Similarly, such relevant information shall enable
the manufacturers of diagnostic tools and test equipment to make tools and equipment that provide for the
effective and accurate diagnosis of vehicle emission control systems.
5.2.
Upon request, the vehicle manufacturer shall make the relevant information on the OBD system available to
any interested components, diagnostic tools or test equipment manufacturer on a non-discriminatory basis:
5.2.1.
A description of the type and number of preconditioning cycles used for the original type-approval of the
vehicle;
5.2.2.
A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for
the component monitored by the OBD system;
5.2.3.
A comprehensive document describing all sensed components with the strategy for fault detection and MI
activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed
parameters for each component monitored by the OBD system and a list of all OBD output codes and format

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/79
used (with an explanation of each) associated with individual emission-related powertrain components and
individual non-emission-related components, where monitoring of the component is used to determine MI
activation. In particular, a comprehensive explanation for the data in service $ 05 Test ID $ 21 to FF and the
data in service $ 06 shall be provided. In the case of vehicle types that use a communication link in accordance
with ISO 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements
for emissions-related systems’, a comprehensive explanation for the data in service $ 06 Test ID $ 00 to FF, for
each OBD monitor ID supported, shall be provided.
5.2.4. This
information
may
be
provided
in
the
form
of
a
table,
as
follows:
Figure Ap1-1
Template OBD information list




r
i
a

ia



egy
ite
est

cr
it
er
cr
ing
ing strat
y parameters
or
ection
ault mode
Component
Precondition
Def
Monit
Demonstration t
Diagnostic trouble code
F
ault det
MI activation
Secondar
Catalyst P0420 Oxygen
Difference
3rd
Engine speed,
Two
Type I None
sensor 1 and between sensor 1 cycle
engine load, A/F Type I
2 signals
and sensor 2
mode, catalyst
cycles
signals
temperature
5.2.5.
If an approval authority receives a request from any interested components, diagnostic tools or test equipment
manufacturer for information on the OBD system of a vehicle:
(a) the authority shall, within 30 days, ask the manufacturer of the vehicle in question to make available the
information required in points 5.1 and 5.2;
(b) the manufacturer shall submit this information to the approval authority within two months of the request;
(c) the authority shall transmit this information to the other Member States’ approval authorities and the
approval authority which granted the original type-approval shall attach this information to the vehicle
type-approval information.
5.2.6.
Information can be requested only for replacement or service components that are subject to type-approval or
for components that form part of a system subject to type-approval.
5.2.7.
The request for information shall identify the exact specification of the vehicle model for which the information
is required. It shall confirm that the information is required for the development of replacement or retrofit parts
or components or diagnostic tools or test equipment.
6. Information
required
for
the
manufacture
of
diagnostic
tools
6.1. In
order
to
facilitate
the
provision
of
generic
diagnostic
tools
for
multi-make
repairers,
vehicle
manufacturers
shall make available the information referred to in the points below through their repair information websites.
6.2.
This information shall include all diagnostic tool functions and all the links to repair information and troub
leshooting instructions. Access to this information may be subject to the payment of a reasonable fee.
6.2.1. Communication
Protocol
Information
The following information shall be required, indexed against vehicle make, model and variant, or other
workable definition such as VIN or vehicle and systems identification:
6.2.1.1. Any additional protocol information system necessary to enable complete diagnostics in addition to the
standards prescribed in point 3.8 of Appendix 1 to Annex XII, including any additional hardware or
software protocol information, parameter identification, transfer functions, ‘keep alive’ requirements, or error
conditions;
6.2.1.2. Details of how to obtain and interpret all fault codes not in accordance with the standards prescribed in point
3.11;

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L 25/80
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Official Journal of the European Union
28.1.2014
6.2.1.3. A
list
of
all
available
live
data
parameters,
including
scaling
and
access
information;
6.2.1.4. A
list
of
all
available
functional
tests,
including
device
activation
or
control
and
the
means
to
implement
them;
6.2.1.5. Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames;
6.2.1.6. Resetting
adaptive
learning
parameters,
variant
coding
and
replacement
component
setup,
and
customer
prefer
ences;
6.2.1.7. PCU/ECU identification
and
variant
coding;
6.2.1.8. Details
of
how
to
reset
service
lights;
6.2.1.9. Location of standardised diagnostic connector and connector details;
6.2.1.10. Engine code identification.
6.2.2. Test
and
diagnosis
of
OBD
monitored
components
The following information shall be required:
6.2.2.1. A description of tests to confirm its functionality, at the component or in the harness;
6.2.2.2. Test procedure including test parameters and component information;
6.2.2.3. Connection details including minimum and maximum input and output and driving and loading values;
6.2.2.4. Values expected under certain driving conditions including idling;
6.2.2.5. Electrical values for the component in its static and dynamic states;
6.2.2.6. Failure mode values for each of the above scenarios;
6.2.2.7. Failure mode diagnostic sequences including fault trees and guided fault elimination by diagnostics;
6.2.3. Data
required
to
perform
the
repair
The following information shall be required:
6.2.3.1. ECU and component initialisation (in the event of replacements being fitted);
6.2.3.2. Initialisation of new or replacement ECUs where relevant using pass-through (re)programming techniques.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/81
Appendix 2
Minimum monitoring requirements for on-board diagnostic (OBD) system stages I and II
1. Subject
matter
The following minimum monitoring requirements shall apply for OBD systems complying with the requirements
of stages I and II ( 1 ) regarding electric circuit diagnostics.
2. Scope
and
monitoring
requirements
If fitted, the following listed sensors and actuators shall be monitored for electric circuit malfunctions which may
cause emissions to exceed the designated OBD emission thresholds laid down to in Section B of Annex VI to
Regulation (EU) No 168/2013 and/or lead to activation of a default mode that results in a significant reduction
of propulsion torque.
2.1. Table
Ap2-1
Overview of devices (if fitted) to be monitored in OBD stage I and/or II
No Device
circuits Circuit
continuity Circuit
rationality
Comment
No


ce present


t
o

2.3




ange
R
mance/Plausibility
r
f
or
Level, refer
Circuit High
Circuit Low
Open Circuit
Out of
Pe
Signal stuck
Device operational/Devi
1 Control
module
(ECU/PCU)
3 I&II
( 1 )
internal error
Sensor (input to control units)
1 Accelerator
(pedal/handle)
1&3 I&II I&II I&II (I&II) (I&II) (I&II)
( 2 )
position sensor
2 Barometric
pressure
sensor
1 I&II I&II I&II II
3 Camshaft
position
sensor
3 (II) (II) (II) I&II
( 3 )
4 Crankshaft
position
sensor
3 I&II
5 Engine
coolant
temperature
1 I&II I&II I&II (II) (II) (II)
( 4 )
sensor
6 Exhaust
control
valve
angle
1 I&II I&II I&II (II) (II) (II)
( 4 )
sensor
7 Exhaust
gas
recirculation
sensor 1&3 II II II (II) (II) (II)
( 4 )
8 Fuel
rail
pressure
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
9 Fuel
rail
temperature
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
10 Gear
shift
position
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
(potentiometer type)
11 Gear
shift
position
sensor
3 (II) I&II
(switch type)
( 1 ) OBD stage II elements subject to study referred to in Article 23(4).

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L 25/82
EN
Official Journal of the European Union
28.1.2014
No Device
circuits Circuit
continuity Circuit
rationality
Comment
No




t
o

2.3



k

er
Range
mance/Plausibility
Level, ref
Circuit High
Circuit Low
Open Circuit
Out of
P
erfor
Signal stuc
Device operational/Device present
12 Intake
air
temperature
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
13 Knock
sensor
(Non-resonance
3 (II) I&II
type)
14 Knock
sensor
(Resonance
type)
3 I&II
15 Manifold
absolute
pressure
1 I&II I&II I&II (II) (II) (II)
( 4 )
sensor
16 Mass
air
flow
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
17 Engine
oil
temperature
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
18 O 2 sensor (binary/linear) signals
1 I&II I&II I&II (II) (II) (II)
( 4 )
19 Fuel
(high)
pressure
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
20 Fuel
storage
temperature
sensor
1 I&II I&II I&II (II) (II) (II)
( 4 )
21 Throttle
position
sensor
1 I&II I&II I&II (I&II) (I&II) (I&II)
( 2 )
22 Vehicle
speed
sensor
3 (II) I&II
( 5 )
23 Wheel
speed
sensor
3 (II) I&II
( 5 )
Actuators (output control units)
1 Evaporative
emission
system
2 (II) I&II (II)
purge control valve
2 Exhaust
control
valve
actuator 3 II I&II
(motor driven)
3 Exhaust
gas
recirculation
3 II
control
4 Fuel
injector
2 I&II (I&II)
( 6 )
5 Idle
air
control
system
1 I&II I&II I&II II (I&II)
( 6 )
6 Ignition
coil
primary
control
2 I&II (I&II)
( 6 )
circuits
7
O 2 sensor heater
1 I&II I&II I&II II (I&II)
( 6 )

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/83
No Device
circuits Circuit
continuity Circuit
rationality
Comment
No




t
o

2.3



k

er
Range
mance/Plausibility
Level, ref
Circuit High
Circuit Low
Open Circuit
Out of
P
erfor
Signal stuc
Device operational/Device present
8 Secondary
air
injection
system
2 (II) I&II (II) (I&II)
( 6 )
9 Throttle
by
wire
actuator
3 I&II (I&II)
( 6 )
Comments:
( 1 ) Only in case of an activated default mode leading to a significantly reduced propulsion torque or if a throttle by wire system
is fitted.
( 2 ) If there is only one APS or TPS fitted, APS or TPS circuit rationality monitoring is not mandatory.
( 3 ) OBD stage II: level 1 & 3.
( 4 ) OBD stage II: two out of three of the circuit rationality malfunctions marked with ‘II’ shall be monitored in addition to
circuit continuity monitoring.
( 5 ) only if used as input to ECU/PCU with relevance to environmental or functional safety performance.
( 6 ) Derogation allowed if manufacturer requests, level 3 instead, actuator signal present only without indication of symptom.
2.2.
If there are more of the same device types fitted on the vehicle listed in the Table Ap2-1, those devices shall be
separately monitored and reported in case of malfunctions. If a malfunction is marked with ‘I’ in Table Ap2-1 it
shall mean that monitoring is mandatory for OBD stage I and if it is marked with ‘II’ it shall also be mandatory
monitoring the malfunction for OBD stage II.
2.3. Sensors
and
actuators
shall
be
associated
with
a
specific
diagnostic
level
set
out
below
that
defines
which
type
of
diagnostic monitoring shall be performed:
2.3.1. Level
1:
sensor/actuator
of
which
at
least
two
circuit
continuity
symptoms
can
be
detected
and
reported
(i.e.
short circuit to ground, short circuit to power and open circuit).
2.3.2. Level 2: sensor/actuator of which at least one circuit continuity symptom can be detected and reported (i.e. short
circuit to ground, short circuit to power and open circuit).
2.3.3. Level 3: sensor/actuator of which at least one symptom can be detected, but not reported separately.
2.4.
Two out of three symptoms in circuit continuity as well as in circuit rationality monitoring diagnostic may be
combined, e.g. circuit high or open and low circuit/high and low or open circuit/signal out of range or circuit
performance and signal stuck.
2.5. Exemptions
regarding
detection
Exemption from detecting certain electric circuit monitoring symptoms may be granted in the following cases if
the manufacturer can demonstrate to the technical service to the satisfaction of the approval authority that:
2.5.1. a listed malfunction will not cause emissions to exceed the designated OBD emission threshold set out in Section
B of Annex VI to Regulation (EU) No 168/2013; or
2.5.2. a listed malfunction will not cause a significant torque loss; or
2.5.3. the
only
feasible
monitoring
strategy
would
negatively
affect
vehicle
functional
safety
or
driveability
in
a
significant way.
2.6. Exemption
regarding
OBD
emission
verification
tests
(type
VIII)
At the request of the manufacturer and based on a technical justification to the satisfaction of the approval
authority, certain OBD monitors listed in Table Ap2-1 may be exempted from type VIII emission verification
tests referred to in Annex V(A) to Regulation (EU) No 168/2013 under the condition that the manufacturer can
demonstrate to the approval authority that:

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L 25/84
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Official Journal of the European Union
28.1.2014
2.6.1. the malfunction indicator fitted to the vehicle is activated when the malfunction listed in Table Ap2-1 occurs:
2.6.1.1. during the same key cycle and;
2.6.1.2. immediately after expiration of a limited time delay (300 s or less) in that same key cycle, or;
2.6.2. monitoring of some of the items listed in Table Ap2-1 is physically not possible. The comprehensive, technical
justification why such an OBD monitor cannot run shall be added to the information folder.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/85
ANNEX XIII
Requirements applying to passenger handholds and footrests
1. General
requirements
1.1. ‘Type of vehicle with regard to handholds and footrests’ means a category of vehicles which do not differ in such
essential respects as shape, size, material and mounting characteristics of the passenger handhold and footrests of
the vehicle.
1.2. For
vehicles
designed
to
carry
one
or
more
passengers
but
not
equipped
with
safety
belts
for
those
passengers,
the
seating positions in question shall be fitted with a passenger handhold system consisting of either a strap or one or
two hand-grip bars.
1.2.1. Handhold straps shall be fitted close to the relevant seating position in such a way that they can be easily used by
the passenger. They shall be symmetrical with respect to the longitudinal median plane of the seating position. The
strap and its attachments shall be able to withstand, without snapping, a vertical traction force of 2 000 N applied
statically to the centre of its surface at a maximum pressure of 2,0 MPa.
1.2.2. Single hand-grip bars shall be fitted close to the relevant seating position in such a way that they can be easily used
by the passenger. They shall be symmetrical with respect to the longitudinal median plane of the seating position.
The hand-grip bar and its attachments shall be able to withstand, without snapping, a vertical traction force of
2 000 N applied statically to the centre of its surface at a maximum pressure of 2,0 MPa.
1.2.3. Two hand-grip bars shall be fitted close to the relevant seating position in such a way that they can be easily used
by the passenger. They shall be symmetrical with respect to each other and the longitudinal median plane of the
seating position. They shall each be able to withstand simultaneously, without snapping, a vertical traction force of
1 000 N applied statically to the centre of their surface at a maximum pressure of 1,0 MPa.
1.2.4. Design features of the vehicle which could be confused with the designated passenger handhold system shall not
be permitted, unless they also meet the requirements of points 1.2.1 to 1.2.3.
1.3. All seating positions of the vehicle shall be fitted either with designated footrests or a floor or floor boards on
which both of the rider’s, driver’s or passenger’s feet can rest.
1.3.1. The vehicle’s floor, each designated floor board and each designated footrest shall be capable of withstanding,
without any resulting permanent deformation which is harmful to its function, a vertical compression force of
1 700 N, applied statically to any point on the floor or floor board or 15 mm from the end of the footrest, at a
maximum pressure of 2,0 MPa.
1.3.2. The space provided by each designated footrest, including the space on the floor or floor board, shall be sufficient
for a foot at least 300 mm long and at least 110 mm wide to be placed safely without hampering the vehicle
operator’s feet. Footrests shall be located so that no direct contact between the foot/leg and rotating parts (e.g.
tyres) of the vehicle is possible when in use.
1.3.3. Design features of the vehicle which could be confused with the designated footrests, floor boards or vehicle floor
shall not be permitted, unless they also meet the requirements of points 1.3.1 to 1.3.2.
1.3.4. Pedals enabling the vehicle to be propelled by the rider’s muscular leg power are deemed to meet the requirements
of points 1.3 to 1.3.3.

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L 25/86
EN
Official Journal of the European Union
28.1.2014
ANNEX XIV
Requirements applying to the registration plate space
1. General
requirements
1.1.
‘Type of vehicle with regard to registration plate space’ means a category of vehicles which do not differ in
such essential respects as the dimensions of the space for mounting and fixing the registration plate(s), the
location of that space and the design characteristics of the surface for mounting and fixing the front regis
tration plate, if applicable;
1.2. Vehicles
shall
be
equipped
with
a
space
for
mounting
and
fixing
rear
registration
plates.
1.3.
Vehicles of categories L6e and L7e shall in addition be equipped with a space for mounting and fixing front
registration plates.
1.3.1.
Front registration plates are deemed unsuitable for vehicles of categories L1e, L2e, L3e, L4e and L5e, which
shall therefore not be equipped with such spaces.
1.4. Shape
and
dimensions
of
the
space
for
mounting
a
registration
plate
1.4.1. The
space
for
mounting
shall
comprise
of
a
rectangular
area
with
the
following
minimum
dimensions:
For vehicles of categories L1e, L2e and L6e:
either
width: 100 mm
height: 175 mm
or
width: 145 mm
height: 125 mm.
For vehicles of categories L3e, L4e, L5e and L7e:
width: 280 mm
height: 200 mm.
1.5.
Mounting and fixing of a rear registration plate on vehicles of categories L1e, L2e, L3e, L4e and L5e
1.5.1. The
space
for
mounting
a
rear
registration
plate
shall
be
such
that,
after
being
fixed
according
to
the
manu
facturer’s instructions, the plate shall have the following characteristics:
1.5.1.1. Location
of
the
space
for
mounting
a
rear
registration
plate:
1.5.1.1.1. The space for mounting a registration plate at the rear of the vehicle shall be such that the plate can be
positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of
the vehicle, not taking into account any rear-view mirrors. The space itself shall not form the widest point of
the vehicle.
1.5.1.2. The plate shall be perpendicular to the longitudinal median plane of the vehicle.
1.5.1.3. Position of the plate in relation to the vertical transverse plane:
1.5.1.3.1. The plate may be inclined to the vertical at not less than – 15° and not more than 30°.
1.5.1.4. Height of the plate from the ground surface:
1.5.1.4.1. The lower edge of the plate shall not be less than 0,20 m above the ground or less than the radius of any rear
wheel above the ground if that is less than 0,20 m.
1.5.1.4.2. The height of the upper edge of the plate from the ground shall not exceed 1,50 m.

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Journal
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Union L
25/87
1.5.1.5. Geometrical
visibility:
1.5.1.5.1. The plate shall be visible in the whole space within the following four planes:
— the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards
to the left and to the right of the plate of 30° to the longitudinal median plane of the vehicle,
— the plane touching the upper edge of the plate and forming an angle measured upwards of 15° to the
horizontal,
— the horizontal plane through the lower edge of the plate.
1.5.1.5.2. No structural element, even when fully transparent, shall be located in the space described above.
1.6.
Mounting and fixing of front and rear registration plates on vehicles of categories L6e and L7e
1.6.1.
The space for mounting a front or rear registration plate shall comprise a flat or virtually flat rectangular
surface. A ‘virtually flat surface’ means a surface of solid material, which may also consist of patterned mesh or
grille, with a radius of curvature of at least 5 000 mm;
1.6.2.
The surface to be covered by a front or rear registration plate may have holes or gaps; however, these shall be
no more than 40 mm wide without having to take into account their length (i.e. a gap or slot shall never be
wider than 40 mm, but may be longer than 40 mm).
1.6.3.
The surface to be covered by a front or rear registration plate may have protrusions, provided that these do not
project more than 5,0 mm from the nominal surface. Patches of very soft materials, such as foam or felt to
stop the registration plate vibrating, shall not be taken into account.
1.6.4. The
space
for
mounting
a
front
or
rear
registration
plate
shall
be
such
that,
after
being
fixed
according
to
the
manufacturer’s instructions, the plate shall have the following characteristics:
1.6.4.1. Location
of
the
space
for
mounting
a
front
or
rear
registration
plate:
1.6.4.1.1. The space for mounting a registration plate at the front of the vehicle shall be such that the plate can be
positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of
the vehicle, not taking into account any rear-view mirrors. The space itself shall not form the widest point of
the vehicle.
1.6.4.1.2. The space for mounting a registration plate at the rear of the vehicle shall be such that the plate can be
positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of
the vehicle, not taking into account any rear-view mirrors. The space itself shall not form the widest point of
the vehicle.
1.6.4.1.3. Front and rear registration plates shall be perpendicular to the longitudinal median plane of the vehicle.
1.6.4.2. Position of the front and rear plate in relation to the vertical transverse plane:
1.6.4.2.1. The plate may be inclined to the vertical at not less than – 15° and not more than 30°.
1.6.4.3. Height of the front and rear plate from the ground surface:
1.6.4.3.1. The lower edge of the plate shall not be less than 0,20 m above the ground or less than the radius of any front
wheel above the ground if that is less than 0,20 m.
1.6.4.3.2. The height of the upper edge of the plate from the ground surface shall not exceed 1,50 m.
1.6.4.4. Geometrical
visibility:
1.6.4.4.1. Front and rear plates shall be visible in the whole space within the following four planes:
— the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards
to the left and to the right of the plate of 30° to the longitudinal median plane of the vehicle,
— the plane touching the upper edge of the plate and forming an angle measured upwards of 15° to the
horizontal,
— the horizontal plane through the lower edge of the plate.
The front plate shall be visible towards the front of the vehicle and the rear plate shall be visible towards the
rear of the vehicle.

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Official Journal of the European Union
28.1.2014
1.6.4.4.2. No structural element, even when fully transparent, shall be located within the space described above.
1.6.4.5. The gap between the edges of a mounted and fixed registration plate and the actual surface of the plate space
shall not exceed 5,0 mm along the complete outline of the plate.
1.6.4.5.1. This gap may be exceeded if measured at a hole or gap in the surface of patterned mesh or between parallel
bars in a surface of a grille.
1.7. Other
requirements
1.7.1.
The presence of a registration plate may not form the basis or part of the basis for attaching, mounting or
clipping any other vehicle part, component or device onto it (e.g. lighting device supports may not be fixed
onto a registration plate).
1.7.2.
No vehicle part, component or device shall become loosened or detached as a result of removal of a regis
tration plate.
1.7.3. When
a
registration
plate
is
fixed,
its
visibility
shall
not
be
reduced
under
normal
conditions
of
use
due,
in
particular, to vibrations and dynamic forces such as driving wind forces.
1.7.4.
It is not permitted to provide a registration plate mounting location which can easily pivot up and/or down
beyond the angles laid down in points 1.5.1.3.1 and 1.6.4.2.1 in relation to the vehicle structure in normal
driving conditions (i.e. with doors or access panels closed).
1.7.5.
If the vehicle has the tendency to lean, a mounted registration plate of the applicable maximum dimensions
which is not located in the longitudinal median plane of the vehicle shall not be the limiting factor of the
maximum lean angle.
2. Test
procedure
2.1.
Determination of the vertical inclination and height of the registration plate from the ground surface
2.1.1.
The vehicle shall be placed on a horizontal surface and, if necessary, kept in an upright position. The steered
wheel(s) shall be pointed in the straight-ahead position and the vehicle’s mass shall be adjusted to that of the
mass in running order, as declared by the manufacturer, before the measurements are made.
2.1.2.
If the vehicle is equipped with hydro-pneumatic, hydraulic or pneumatic suspension or another device which
can be adjusted in relation to load, it shall be tested with the suspension or device in the normal running
condition, as specified by the manufacturer.
2.1.3.
If the primary and visible side of the registration plate is facing downwards, the inclination measurement shall
be expressed as a negative (minus) angle.
2.2.
Projections shall be measured perpendicularly and directly towards the nominal surface to be covered by the
registration plate.
2.3.
The gap between the edge of the mounted and fixed registration plate and the surface shall be measured
perpendicularly and directly towards the actual surface to be covered by the plate.
2.4. The
registration
plate
used
for
checking
conformity
shall
be
of
the
following
size:
— for vehicles of categories L1e, L2e and L6e: one of the two sizes in point 1.4.1, as specified by the vehicle
manufacturer;
— for vehicles of categories L3e, L4e, L5e and L7e: the size in point 1.4.1.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/89
ANNEX XV
Requirements applying to access to repair and maintenance information
1. Purpose
1.1. Access to information means the availability of all OBD and repair and maintenance information required for the
inspection, diagnosis, servicing or repair of the vehicle.
1.1. When
applying
for
EU
type-approval
or
national
type-approval,
the
manufacturer
shall
provide
the
approval
authority with proof of compliance with this Regulation as regards access to vehicle repair and maintenance
information and to the information referred to in point 4.3).
2.
Compliance with access to vehicle OBD and vehicle repair and maintenance information requirements in
the type-approval procedure
2.1. Approval authorities shall grant type-approval only after receiving from the manufacturer a Certificate on Access to
Vehicle OBD and Vehicle Repair and Maintenance Information.
2.2. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof
of compliance with Chapter XV of Regulation (EU) No 168/2013.
2.3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in
accordance with the model referred to in Article 57(8) of Regulation (EU) No 168/2013.
2.4. The
manufacturer
shall
ensure
compliance
with
the
technical
requirements
in
Appendix
1
regarding
access
to
vehicle OBD and vehicle repair and maintenance information.
3. Fees
for
access
3.1. In
addition
to
time-based
access
under
Article
59
of
Regulation
(EU)
No
168/2013,
manufacturers
may
offer
transaction-based access for which fees are charged per transaction and not based on the time for which access is
granted. Where manufacturers offer both time-based and transaction-based access systems, independent repairers
shall choose a preferred access system, either time-based or transaction-based.
4.
Service parts, diagnostic tools and test equipment
4.1. In the context of Article 57(6) of Regulation 168/2013, the manufacturer shall make the following information
available to interested parties on the basis of individual arrangements to which the principle of Article 59 of
Regulation 168/2013 apply and to provide contact details on its website:
4.1.1. relevant information to enable the development of replacement components which are critical to the correct
functioning of the OBD system;
4.1.2. information to enable the development of generic diagnostic tools.
4.2. For the purposes of point 4.1.1 the development of replacement components shall not be restricted by any of the
following:
4.2.1. the unavailability of pertinent information;
4.2.2. the technical requirements relating to malfunction indication strategies if the OBD thresholds are exceeded or if the
OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation;
4.2.3. specific modifications to the handling of OBD information to deal independently with vehicle operation on liquid
or gaseous fuels;
4.2.4. the type-approval of gaseous-fuelled vehicles that contain a limited number of minor deficiencies.
4.3. For the purposes of point 4.1.2, where manufacturers use diagnostic and test tools in accordance with ISO 22900-
2:2009 regarding Modular Vehicle Communication Interface (MVCI) and ISO 22901-2:2011 on Open Diagnostic
Data Exchange (‘ODX’) in their franchised networks, the ODX files shall be accessible to independent operators via
the manufacturer’s website.
5. Multi-stage
type-approval
5.1. In the case of multi-stage type-approval, as defined in Article 25 of Regulation (EU) No 168/2013, the final
manufacturer shall be responsible for providing access to vehicle OBD and vehicle repair and maintenance
information regarding its own manufacturing stage(s) and the link to the previous stage(s).

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5.2. In addition, the final manufacturer shall on its website provide independent operators with the following
information:
5.2.1. website address of the manufacturer(s) responsible for the previous stage(s);
5.2.2. name and address of all the manufacturers responsible for the previous stage(s);
5.2.3. type-approval number(s) of the previous stage(s);
5.2.4. the engine number.
5.3. Manufacturers responsible for a particular stage or stages of type-approval shall be responsible for providing
through their website access to vehicle OBD and vehicle repair and maintenance information regarding the
stage(s) of type-approval for which they are responsible and the link to the previous stage(s).
5.4. The
manufacturer
responsible
for
a
particular
stage
or
stages
of
type-approval
shall
provide
the
following
information to the manufacturer responsible for the next stage:
5.4.1. the Certificate of Conformity relating to the stage(s) for which it is responsible;
5.4.2. the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, including its appen
dices;
5.4.3. the type-approval number corresponding to the stage(s) for which it is responsible;
5.4.4. the documents referred to in points 5.4.1, 5.4.2 and 5.4.3 as provided by the manufacturer(s) involved in the
previous stage(s).
5.5. Each manufacturer shall authorise the manufacturer responsible for the next stage to pass the documents to the
manufacturers responsible for subsequent and final stages.
5.6. In addition, on a contractual basis, the manufacturer responsible for a particular stage or stages of type-approval
shall:
5.6.1. provide the manufacturer responsible for the next stage with access to OBD and repair and maintenance
information and interface information corresponding to the particular stage(s) for which it is responsible;
5.6.2. provide, at the request of a manufacturer responsible for a subsequent stage of type-approval, with access to
vehicle OBD and vehicle repair and maintenance information and interface information corresponding to the
particular stage(s) for which he is responsible.
5.7. A manufacturer, including a final manufacturer, may charge fees in accordance with Article 59 of Regulation (EU)
No 168/2013 only in respect of the particular stage(s) for which he is responsible.
5.8. A manufacturer, including a final manufacturer, shall not charge fees for providing information relating to the
website address or contact details of any other manufacturer.
6. Small
volume
manufacturers
6.1. Manufacturers
whose
world-wide
annual
production
of
a
type
of
vehicle,
system,
component
or
separate
technical
unit covered by this Regulation is less than 250 units shall provide access to repair and maintenance information
in a readily accessible and prompt manner, and in a manner which is non-discriminatory as compared with the
provisions given or access granted to authorised dealers and repairers in accordance with Article 57(12) of
Regulation (EU) No 168/2013.
6.2. Vehicles, systems, components and separate technical units covered by point 1 shall be listed on the manufacturer’s
repair and maintenance information website.
6.3. The
approval
authority
shall
inform
the
Commission
of
all
type-approvals
granted
to
small-volume
manufacturers.
7. Carry-over
systems
7.1. Until
31
December
2020,
with
respect
to
the
carry-over
systems
listed
in
Appendix
2,
the
manufacturer
may
derogate from the obligation to reprogram the electronic control units in accordance with the standards mentioned
in that Appendix.
7.2. Such derogations shall be indicated on the Certificate on Access to Vehicle OBD and Vehicle Repair and Main
tenance Information at the time of type-approval.

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7.3. The systems for which a manufacturer derogates from the obligation to reprogram the electronic control units in
accordance with the standards mentioned in point 3.8 of Appendix 1 to Annex XII shall be listed on its repair and
maintenance information website.
7.4. For the servicing and reprogramming of the electronic control units in the carry-over systems that are the subject
of such derogations, manufacturers shall ensure that the respective proprietary tool or equipment can be purchased
or rented by independent operators.
8.
Compliance with the obligations regarding access to vehicle OBD and vehicle repair and maintenance
information
8.1. An approval authority may, at any time, on their own initiative, or on the basis of a complaint or of an assessment
by a technical service, check a manufacturer’s compliance with its obligations under Regulation (EU) No 168/2013,
this Regulation and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance
Information.
8.2. Where an approval authority finds that a manufacturer has failed to comply with its obligations regarding access to
vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant
type-approval shall take appropriate measures to remedy the situation.
8.3. Such measures may include withdrawal or suspension of type-approval, fines or other measures adopted in
accordance with Regulation (EU) No 168/2013.
8.4. If an independent operator or a trade association representing independent operators files a complaint to the
approval authority, the authority shall carry out an audit to verify the manufacturer’s compliance with obligations
concerning access to vehicle OBD and vehicle repair and maintenance information.
8.5. When carrying out the audit, the approval authority may ask a technical service or any other independent expert
to carry out an assessment to verify whether these obligations are met.
8.6. In order to receive EU type-approval of a propulsion performance family as a separate technical unit, of a vehicle
with an approved engine system with regard to on-board diagnostic fault codes and vehicle repair and main
tenance information, the manufacturer shall, demonstrate that the vehicles or engine systems are subject to the
tests and comply with the requirements of Annex XII regarding functional OBD.
8.7. If the vehicle OBD and vehicle repair and maintenance information is not available when the application for type-
approval is made, the manufacturer shall provide that information within six months of the date of type-approval.
8.8. Where the vehicle is placed on the market more than six months after type-approval, the information shall be
provided on the date on which the vehicle is placed on the market.
8.9. The approval authority may presume on the basis of a completed Certificate on Access to Vehicle OBD and
Vehicle Repair and Maintenance Information that the manufacturer has put in place satisfactory arrangements and
procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, provided that no
complaint was made and that the manufacturer provides the certificate within the periods referred to in point 9.7.
8.10. If the certificate of compliance is not provided within that period, the approval authority shall take appropriate
measures to ensure compliance.
9. Information
requirements
for
granting
access
to
independent
operators
to
non-secure
areas
9.1. For access to any OBD and repair and maintenance information other than that relating to secure areas of the
vehicle, registration requirements for use of the manufacturer’s website by an independent operator shall require
only such information as is necessary to confirm how payment for the information is to be made.
10. Information
requirements
for
granting
access
to
independent
operators
to
secure
areas
10.1. For access to any OBD and repair and maintenance information concerning access to secure areas of the vehicle,
the independent operator shall be approved and authorised for this purpose on the basis of documents demon
strating that it pursues a legitimate business activity and has not been convicted of relevant criminal activity.

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10.2. Independent operators shall be given access to vehicle security features used by authorised dealers and repair shops
under protection of security technology concerning the exchange of data to ensure confidentiality, integrity and
protection against replay.
10.3. The Forum on Access to Vehicle Information provided for by Article 60 of Regulation (EU) No 168/2013 will
specify state-of-the-art parameters for fulfilling these requirements.
10.4. For information concerning access to secure areas of the vehicle, the independent operator shall present a
certificate in accordance with ISO 20828:2006 to identify itself and the organisation to which it belongs. The
manufacturer shall respond with its own certificate in accordance with ISO 20828:2006 to confirm to the
independent operator that it is accessing a legitimate site of the manufacturer in question. Both parties shall
keep a log of any such transactions indicating the vehicles and changes made to them under this provision.
10.5. Access to vehicle security features used by authorised dealers and repair shops shall be made available to
independent operators under protection of security technology in accordance with the requirement that the
independent operator’s private key shall be protected by secure hardware.

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European
Union L
25/93
Appendix 1
Access to vehicle OBD and vehicle repair and maintenance information
1. Introduction
1.1. This Appendix lays down technical requirements for the accessibility of vehicle OBD and vehicle repair and
maintenance information.
2. Requirements
2.1. The
manufacturer
shall
provide
vehicle
repair
and
maintenance
information
using
only
open
text
and
graphic
formats or formats which can be viewed and printed using only standard software plug-ins that are freely available,
easy to install, in the same format as made available to authorised repairers and which run with computer
operating systems commonly in use.
2.1.1. Vehicle OBD and vehicle repair and maintenance information available through websites shall follow the common
standard referred to in paragraph 2 of Article 57 of Regulation (EU) No 168/2013
2.1.2. Where possible, keywords in the metadata shall conform to ISO 15031-2:2010. Such information shall be always
available, except as required for website maintenance purposes.
2.1.3. Those requiring the right to duplicate or republish the information should negotiate directly with the manufacturer
concerned. Information for training material shall also be available, but may be presented through media other
than websites.
2.2. Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number
(VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle
manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised
repairers or dealers or third parties by means of reference to original equipment (OE) parts numbers, may be made
available in a database easily accessible to independent operators or be provided in the same accessible format as
provided to the authorised repairer network.
2.3. This
database
or
alternative
accessible
format
shall
comprise
the
VIN,
Original
Equipment
(OE)
parts
numbers,
OE
naming of the parts, validity attributes (valid-from and valid-to dates), fitting attributes and, where applicable,
structuring characteristics.
2.4. The
information
on
the
database
or
available
in
another
accessible
format
shall
be
regularly
updated.
In
particular,
the updates shall include all modifications to individual vehicles after their production if this information is
available to authorised dealers.
2.5. Reprogramming
of
control
units
for
the
purposes
of,
e.g.
recalibration
after
a
repair
or
loading
software
to
a
replacement PCU/ECU, shall be conducted in accordance with either ISO 22900-2 or SAE J2534 or TMC
RP1210B using non-proprietary hardware. Ethernet, serial cable or Local Area Network (LAN) interface and
alternative media like Compact Disc (CD), Digital Versatile Disc (DVD) or solid state memory device for info
tainment systems (e.g. navigation systems, telephone) may also be used, but on the condition that no proprietary
communication software (e.g. drivers or plug-ins) and hardware is required. For the validation of the compatibility
of the manufacturer-specific application and the vehicle communication interfaces (VCI) complying to ISO 22900-
2 or SAE J2534 or TMC RP1210B, the manufacturer shall offer either a validation of independently developed
VCIs or the information, and loan of any special hardware, required for a VCI manufacturer to conduct such
validation himself. The conditions of Article 59 of Regulation (EU) No 168/2013 shall apply to fees for such
validation or information and hardware
2.6. All on-board diagnostic trouble codes shall be consistent with the requirements set out in Annex XII.
2.7. In the event that vehicle OBD and vehicle repair and maintenance information available on a manufacturer’s
website does not contain specific relevant information to permit the proper design and manufacture of alternative
fuels retrofit systems, then any interested alternative fuels retrofit system manufacturer shall be able to access the
information set out in Article 27(2)(a) by contacting the manufacturer directly with such a request. Contact details
for that purpose shall be clearly indicated on the manufacturer’s website and the information shall be provided
within 30 days. Such information need only be provided for alternative fuels retrofit systems that are subject to
UNECE regulation 115 or for alternative fuels retrofit components that form part of systems subject to UNECE
regulation 115, and need only be provided in response to a request that clearly specifies the exact specification of
the vehicle model for which the information is required and that specifically confirms that the information is
required for the development of alternative fuels retrofit systems or components subject to UNECE regulation 115.

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2.8. Manufacturers’
repair
information
websites
shall
indicate
type-approval
numbers
by
model.
2.9. Manufacturers shall establish reasonable and proportionate fees for hourly, daily, monthly, annual and if applicable
per-transaction access to their repair and maintenance information websites.

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European
Union L
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Appendix 2
List of carry-over systems
1. Table
Ap2-1
List of carry over systems
No System
name Details
1 Climate
systems (a)
Temperature
control
systems;
(b) Engine-independent heater;
(c) Engine-independent air-conditioning.
2 Fuel
storage

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L 25/96
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Official Journal of the European Union
28.1.2014
ANNEX XVI
Requirements applying to stands
1. General
requirements
1.1.
‘Type of vehicle with regard to stands’ means a category of vehicles which do not differ in such essential respects
as vehicle mass, distribution of mass between axles, tyre sizes and wheel dimensions, and the design char
acteristics and construction material of the vehicle stand.
1.2.
Vehicles of categories L1e and L3e shall be fitted with at least one stand.
1.2.1. Each stand fitted to the vehicle shall enable the vehicle to meet the performance requirements in points 2 to
2.5.2 without being held or supported by a person or any other external means.
1.2.2. Vehicles fitted with twinned wheels may not need to be fitted with a stand provided that the performance
requirements in points 3 to 3.2.5 and 3.4 to 3.4.3.4 are met.
1.2.3. Prop stands fitted to vehicles of category L1e with a mass in running order of less than 35 kg are exempted from
the requirements in points 2.3.3, to 2.3.4 and 2.5.2.
1.3.
Vehicles of category L4e shall be fitted with at least one stand under the following conditions:
1.3.1. If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the
motorcycle shall fulfil the requirements for solo motorcycles in points 1.2 to 1.2.2.
2. Specific
requirements
2.1. A
stand
shall
be
either
a
prop
stand
or
centre
stand.
2.2.
Where the stand swivels below or about the lower part of the vehicle, its free end shall swing to the rear of the
vehicle to reach the not-in-use position.
2.3. Specific
requirements
for
prop
stands
2.3.1. A prop stand shall be able to support the vehicle in such a way as to provide its lateral stability whether the
vehicle is on a horizontal supporting surface or on a slope. It shall also prevent the stationary vehicle leaning
more deeply or being moved too easily into an upright position to such an extent that it becomes unstable and
can fall or tip over.
2.3.2. A prop stand shall be able to support the vehicle in such a way as to maintain full stability when the vehicle is
parked on a slope. This requirement is checked in accordance with the procedures and performance requirements
in points 3 to 3.2.5 and 3.4 to 3.4.3.4.
2.3.3. A prop stand shall be able to swing back automatically into the not-in-use position under the following
conditions:
— when the vehicle is returned to its normal upright driving position, or
— when the vehicle starts to move forward as a result of deliberate action by the driver, while in its normal
upright driving position.
2.3.4. The requirements in point 2.3.3 are not applicable if the vehicle is designed in such a way that it cannot be
propelled when the prop stand is in the in-use position.
2.3.5. A prop stand shall be so designed and constructed that it does not swing back automatically if the vehicle is
being leaned down in order to bring the free end of the prop stand into contact with the ground surface.
2.3.6. A prop stand shall be so designed and constructed that it does not swing back automatically if the angle of lean
is altered unexpectedly or unintentionally (e.g. if the vehicle is pushed lightly by a third party or if the vehicle is
subjected to a gust of wind arising from the passage of a large vehicle) under the following conditions:
— when the vehicle is left unattended in its parked position, and
— when the prop stand is in the in-use position.
Compliance with this requirement shall be checked in accordance with the procedure in points 3.3, 3.3.1 and
3.3.2.
2.4. Specific
requirements
for
centre
stands
2.4.1. A centre stand shall be able to support the vehicle, whether or not one or both wheels are in contact with the
ground surface, so as to provide its lateral stability whether the vehicle is on a horizontal supporting surface or
on a slope.

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/97
2.4.2. A centre stand shall be able to support the vehicle so as to maintain full stability when the vehicle is parked on a
slope. This requirement is checked in accordance with the procedures and performance requirements in points 3
to 3.2.5 and 3.4 to 3.4.3.4.
2.4.3. A centre stand shall be able to swing back automatically into the not-in-use position when the vehicle is moved
forward purposely so as to raise the centre stand from the ground surface.
2.4.4. The requirement in point 2.4.3 is not applicable if the vehicle is so designed that it cannot be propelled when
the centre stand is in the in-use position.
2.5. Stand
retention
systems
2.5.1. Stands
shall
be
provided
with
a
retention
system
which
holds
them
in
the
not-in-use
position.
2.5.2. A
retention
system
shall
consist
of:
— Two independent devices such as two separate springs or one spring and one other retaining device, or
— A single device which shall be able to operate without failing for at least 10 000 normal-use cycles if the
vehicle has been fitted with two stands; or 15 000 normal-use cycles if the vehicle is fitted with only one
stand.
3. Test
procedure
3.1. Test
surface
specifications
3.1.1. A testing platform shall be used for carrying out the tests and shall be so designed that it can assume a position
simulating the longitudinal and transverse tilts.
3.1.2. The
testing
platform
shall
be
flat,
rectangular
and
of
sufficient
dimensions
to
fully
support
the
vehicle
in
the
parked position while simulating the longitudinal and transverse tilts. It shall not exhibit any perceptible flexing
or deformation during the tests.
3.1.3. The surface of the testing platform shall be clean and dry and of sufficient roughness and friction to prevent the
vehicle’s tyres from sliding on the surface during the tests.
3.2. Vehicle
preparation
(valid
for
all
tests)
3.2.1. The vehicle’s mass shall be adjusted to that of the manufacturer’s declared mass in running order, without the
rider, plus the mass of any propulsion batteries.
3.2.2. The vehicle’s tyre pressures shall be adjusted to the manufacturer’s specified values.
3.2.3. The vehicle’s transmission shall be put in the ‘park’ position, if available, in the case of an automatic trans
mission, or the ‘neutral’ position in all other cases.
3.2.4. If
the
vehicle
is
fitted
with
a
parking
brake,
this
shall
be
engaged.
3.2.5. The vehicle’s steering system shall be put in the locked position. If there is more than one position in which the
steering can be locked, the vehicle shall undergo the following tests with the steering system locked in each
available position:
3.3.
Test of stability of a vehicle fitted with a prop stand on a horizontal ground surface
3.3.1. The vehicle is parked on the horizontal testing platform with the prop stand in the in-use position.
3.3.2. The vehicle shall be manipulated in such a way as to increase by 3.0° the angle between the displaced
longitudinal median plane of the vehicle (i.e. as the vehicle is parked and leaning the longitudinal median
plane is displaced and thus no longer vertical) and the horizontal surface by pushing and moving the vehicle
into a more vertical position.
3.4.
Test of stability of a vehicle parked on an inclined surface
3.4.1. The
vehicle
is
parked
on
the
horizontal
testing
platform.
3.4.1.1. The vehicle’s stand shall be in the in-use position. If the vehicle is fitted with more than one stand, each stand
shall be assessed separately by repeating all prescribed tests.
3.4.1.2. If the vehicle is fitted with twinned wheels and not fitted with a stand, compliance with point 1.2.2 may be
demonstrated by performing the tests without the presence of a stand in the in-use position.

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L 25/98
EN
Official Journal of the European Union
28.1.2014
3.4.2. The testing platform shall be shifted or rotated to achieve the minimum prescribed inclination in relation to the
transverse tilt towards the left and the right of the vehicle, and the longitudinal tilt to the front and the back of
the vehicle. These four tilt orientations shall be carried out separately, always starting from a horizontal position.
The vehicle shall remain stable when the testing platform is being brought into the inclined position or may be
moved into position after the platform has been set in the inclined position.
3.4.3. Table
14-1
Tilt requirements for prop and centre stands (see also Figures 14-1 to 14-3)
Tilt Prop
stand Centre
stand
Moped Motorcycle Moped Motorcycle
Transverse tilt
5 % 6
% 6
% 8
%
(to the left)
Transverse tilt
5 % 6
% 6
% 8
%
(to the right)
Longitudinal tilt
5 % 6
% 6
% 8
%
(downstream)
Longitudinal tilt
6 % 8
% 12
% 14
%
(upstream)

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/99
3.4.3.1. Figure
14-1
Transverse tilt to the left and right (prop stand)

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L 25/100
EN
Official Journal of the European Union
28.1.2014
3.4.3.2. Figure
14-2
Transverse tilt to the left and right (centre stand)

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EN
28.1.2014 Official
Journal
of
the
European
Union L
25/101
3.4.3.3. Figure
14-3
Longitudinal tilt downstream
Figure 14-4
Longitudinal tilt upstream
3.4.3.4. Where a vehicle on a tilted testing platform is resting on its centre stand and just one wheel and when this
vehicle may be maintained in a position with either the centre stand and the front wheel in contact with the
testing platform or the centre stand and the rear wheel in contact with the testing platform, the tests as described
in points 3.4.2 to 3.4.3.3 shall be conducted solely with the vehicle resting on the centre stand and its rear wheel
in contact with the testing platform.

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L 25/102
EN
Official Journal of the European Union
28.1.2014
ANNEX XVII
Performance standards and assessment of technical services
1. General
requirements
1.1. Technical
services
shall
demonstrate
appropriate
skills,
specific
technical
knowledge
and
proven
experience
in
the
specific fields of competence covered by Chapter XVI of Regulation (EU) No 168/2013 and Appendices 1 and 2 to
Annex V to Directive 2007/46/EC.
1.2. Standards with which technical services of the different categories set out in Article 63 of Regulation (EU) No
168/2013 shall comply
1.2.1. The different categories of technical services shall comply with the standards set out in Appendix 1 to Annex V to
Directive 2007/46/EC
1.2.2. The reference to Article 41 of Directive 2007/46/EC in that Appendix shall be construed as a reference to
Article 63 of Regulation (EU) No 168/2013.
1.2.3. The reference to Annex IV to Directive 2007/46/EC in that Appendix shall be construed as a reference to Annex II
to Regulation (EU) No 168/2013.
1.3. Procedure for the assessment of the technical services
1.3.1. The technical services are assessed in accordance with the procedure set out in Appendix 2 to Annex V to
Directive 2007/46/EC.
1.3.2. References to Article 42 of Directive 2007/46/EC in Appendix 1 to Annex V to Directive 2007/46/EC shall be
construed as references to Article 66 of Regulation (EU) No 168/2013.

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Document Outline

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