Unr 83.06

UNR 83.
06 Emission of
Pollutants
NEWS & UPDATES
1.2.1.2.3 UNR 83.06 Emission of Pollutants ................................................ 3

1. Scope and Definitions .............................................................................................. 4
1.1 Scope ........................................................................................................................... 4
1.2 Definitions..................................................................................................................... 4
2. Specifications and Tests .......................................................................................... 7
2.1 Application of Test Requirements for Type Approval .................................................... 7
2.2 Type I Test and Emission Limits ................................................................................... 9
2.3 Type II Test ................................................................................................................ 10
2.4 Type III Test ............................................................................................................... 10
2.5 Type IV Test ............................................................................................................... 11
2.6 Type VI Test ............................................................................................................... 11
2.7 Type V Test ................................................................................................................ 12
2.8 Emission Data Required for Roadworthiness Testing ................................................. 13
2.9 On-Board Diagnostics (OBD) – Test ........................................................................... 13
3. Extensions to Type Approvals ................................................................................ 13
3.1 Extensions for Tailpipe Emissions (Type I, Type II and Type VI tests) ........................ 13
3.2 Extensions for Durability of Pollution Control Devices (Type V test)............................ 16
3.3 Extensions for On-Board Diagnostics ......................................................................... 18
4. Conformity of Production (COP)............................................................................. 18
5. In-Service Conformity............................................................................................. 18
6. Transitional Provisions ........................................................................................... 19
6.1 General Provisions ..................................................................................................... 19
6.2 Special Provisions ...................................................................................................... 19
7. List of Annexes....................................................................................................... 20
8. Type I Test – Annex 4a .......................................................................................... 20
9. Type IV Test – Annex 7 .......................................................................................... 21
10. Type VI Test – Annex 8 ........................................................................................ 22
11. Type V Test – Annex 9 ......................................................................................... 23
11.1 Standard Bench Cycle (SBC) ................................................................................... 27
11.2 Standard Diesel Bench Cycle (SDBC) ...................................................................... 27
11.3 Standard Road Cycle (SRC) ..................................................................................... 27
12. Reference Fuels – Annex 10 ................................................................................ 28
12.1 Reference Fuel for Positive-Ignition Engines ............................................................ 28
12.1.1 Petrol (E5) .......................................................................................................................... 28
12.1.2 Type: Petrol (E10) .............................................................................................................. 29
12.2 Reference Fuel for Diesel Engine ............................................................................. 31
12.2.1 Type: Diesel fuel (B5) ......................................................................................................... 31
12.2.2 Type: Diesel fuel (B7) ......................................................................................................... 32
AVL Emission Report

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1
UNR 83.06 Emission of
Pollutants
12.3 Reference Fuel for Positive-Ignition Engines at Low Ambient Temperature Type VI
Test ......................................................................................................................... 33
12.3.1 Type: Petrol (E5) ................................................................................................................ 33
12.3.2 Type: Petrol (E10) .............................................................................................................. 34
13. Specifications of Gaseous Reference Fuels – Annex 10a ................................... 36
13.1 LPG Reference Fuels ............................................................................................... 36
13.2 NG or Biomethane Reference Fuels ......................................................................... 37
14. On-Board Diagnostics (OBD) for Motor Vehicles – Annex 11 .............................. 38
15. Functional Aspects of On-Board Diagnostic (OBD) Systems – Annex 11 Appendix
1 .......................................................................................................................... 42
15.1 Introduction............................................................................................................... 42
15.2 Description of Test .................................................................................................... 42
15.3 OBD Test Procedure ................................................................................................ 43
15.4 In-Use Performance ................................................................................................. 44
16. Granting of an ECE Type Approval for a Vehicle Fuelled by LPG or
NG/Biomethane – Annex 12 ................................................................................ 48
16.1 Bi-Fuel Gas Vehicle - Calculation of LPG Energy Ratio – Annex 12 Appendix 1....... 51
16.2 Bi-Fuel Vehicle - Calculation of NG/Biomethane Energy Ratio – Annex 12 Appendix 2
................................................................................................................................ 52
17. Emissions Test Procedure for a Vehicle Equipped with a Periodically
Regenerating System – Annex 13 ....................................................................... 53
17.1 Introduction............................................................................................................... 53
17.2 Test Procedure ......................................................................................................... 53
18. Emissions Test Procedure for Hybrid Electric Vehicles (HEV) – Annex 14 .......... 62
18.1 Introduction............................................................................................................... 62
18.2 Categories of Hybrid Electric Vehicles ...................................................................... 62
18.3 Type I Test Methods ................................................................................................. 62
18.3.1 Externally chargeable (OVC HEV) with an operating Mode Switch .................................. 67
18.3.2 Not externally chargeable (NOT-OVC HEV) without an operating Mode Switch .............. 72
18.3.3 Not externally chargeable (NOT-OVC HEV) with an operating Mode Switch ................... 73
18.4 Type II Test Methods ................................................................................................ 73
18.5 Type III Test Methods ............................................................................................... 73
18.6 Type IV Test Methods............................................................................................... 73
18.7 Type V Test Methods................................................................................................ 75
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1.2.1.2.3 UNR 83.06 Emission of Pollutants

06 series of amendments – Consolidated Version 26 April 2011
Uniform provisions concerning the approval of vehicles with regard to the emission of
pollutants according to engine fuel requirements
See UNR 83.06 consolidated
Supplement 1 to the 06 series of amendments – 23 June 2011

Supplement 2 to the 06 series of amendments – 13 April 2012
Supplement 3 to the 06 series of amendments – 15 July 2013
Supplement 4 to the 06 series of amendments – Date of entry into force: 22
January 2015
See: Supplemental 1, Supplemental 2, Supplemental 3 and Supplemental 4 to the
06 series of amendments

January 2016
See: Supplement 5 to the 06 series of amendments
Supplement 6 to the 06 series of amendments – Date of entry into force: 18 June

2016
See. Supplement 6 to the 06 series of amendments

February 2017

2017
Supplement 9 to the 06 series of amendments – Date of entry into force 10

October 2017
Proposal for Supplement 10 to the 06 series of amendments – 5 April 2017

See: Proposal for Supplement 10 to the 06 series of amendments
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Scope and Definitions
1. Scope and Definitions

1.1 Scope
1.1. This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 with a
reference mass not exceeding 2,610 kg.
At the manufacturer's request, type approval granted under this Regulation may be
extended from vehicles mentioned above to M1, M2, N1 and N2 vehicles with a
reference mass not exceeding 2,840 kg and which meet the conditions laid down in this
Regulation.
At the manufacturer's request, type approval granted under this Regulation may be
extended from vehicles mentioned above to special purpose vehicles of categories M1,
M2, N1 and N2 regardless of their reference mass. The manufacturer shall demonstrate
to the Type Approval Authority which granted the type approval that the vehicle in
question is a special purpose vehicle.1
1 As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), document

ECE/TRANS/WP.29/78/Rev.4, para. 2. -
www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html
1.2. The following do not need to be approved according to this Regulation: vehicles of
reference mass between 2,380 kg and 2,610 kg with engines to which an approval to
Regulation No. 49 has been granted as an extension.
1.2 Definitions
2.2. "Reference mass" means the "unladen mass" of the vehicle increased by a uniform
figure of 100 kg.
2.2.1. "Unladen mass" means the mass of the vehicle in running order without the
uniform mass of the driver of 75 kg, passengers or load, but with the fuel tank 90 per
cent full and the usual set of tools and spare wheel on board, where applicable;
2.3. "Maximum mass" means the technically permissible maximum mass declared by
the vehicle manufacturer (this mass may be greater than the maximum mass authorised
by the national administration);
2.4. "Gaseous pollutants" means the exhaust gas emissions of carbon monoxide,
oxides of nitrogen expressed in nitrogen dioxide (NO2) equivalent and hydrocarbons
assuming ratio of:
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(a) C1H2.525 for liquefied petroleum gas (LPG);

(b) C1H4 for natural gas (NG) and biomethane;
(c) C1H1.89O0.016 for petrol (E5);
(d) C1H1.93O0.033 for petrol (E10);
(e) C1H1.86O0.005 for diesel (B5);
(f) C1H1.86O0.007 for diesel (B7);
(g) C1H2.74O0.385 for ethanol (E85);
(h) C1H2,61O0,329 for ethanol (E75).
2.5. "Particulate pollutants" means components of the exhaust gas which are removed
from the diluted exhaust gas at a maximum temperature of 325 K (52 °C) by means of
the filters described in Annex 4a; Appendix 4."
2.5.1. “Particle numbers” means the total number of particles of a diameter greater
than 23µm diameter present in the diluted exhaust gas after it has been conditioned to
remove volatile material, as described in Annex 4A Appendix 5."
2.12. "Pollution control devices" means those components of a vehicle that control
and/or limit exhaust and evaporative emissions;
2.13. "OBD" means an on-board diagnostic system for emission control, which has the
capability of identifying the likely area of malfunction by means of fault codes stored in
computer memory;
2.16. "Defeat device" means any element of design which senses temperature, vehicle
speed, engine rotational speed, transmission gear, manifold vacuum or any other
parameter for the purpose of activating, modulating, delaying or deactivating the
operation of any part of the emission control system, that reduces the effectiveness of
the emission control system under conditions which may reasonably be expected to be
encountered in normal vehicle operation and use. Such an element of design may not
be considered a defeat device if:
2.16.1. the need for the device is justified in terms of protecting the engine against
damage or accident and for safe operation of the vehicle, or
2.16.2. the device does not function beyond the requirements of engine starting, or
2.16.3. conditions are substantially included in the Type I or Type VI test procedures.
2.20. "Periodically regenerating system" means an anti-pollution device (e.g. catalytic

converter, particulate trap) that requires a periodical regeneration process in less than
4,000 km of normal vehicle operation. During cycles where regeneration occurs,
emission standards can be exceeded. If a regeneration of an anti-pollution device occurs
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at least once per Type I test and that has already regenerated at least once during
vehicle preparation cycle, it will be considered as a continuously regenerating system
which does not require a special test procedure. Annex 13 does not apply to
continuously regenerating systems.
At the request of the manufacturer, the test procedure specific to periodically

regenerating systems will not apply to a regenerative device if the manufacturer provides
data to the type approval authority that, during cycles where regeneration occurs,
emissions remain below the standards given in paragraph 5.3.1.4. applied for the
concerned vehicle category after agreement of the technical service.
2.21. Hybrid vehicles (HV)
2.21.1. General definition of hybrid vehicles (HV):

"Hybrid vehicle (HV)" means a vehicle with at least two different energy converters and
two different energy storage systems (on vehicle) for the purpose of vehicle propulsion.
2.21.2. Definition of hybrid electric vehicles (HEV):

"Hybrid electric vehicle (HEV)" means a vehicle that, for the purpose of mechanical
propulsion, draws energy from both of the following on-vehicle sources of stored
energy/power:
a consumable fuel
an electrical energy/power storage device (e.g.: battery, capacitor,

flywheel/generator etc.)
2.22. "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one type
of fuel;
2.22.1 "Mono-fuel gas vehicle" means a vehicle that is designed primarily for
permanent running on LPG or NG/biomethane or hydrogen, but may also have a petrol
system for emergency purposes or starting only, where the capacity of the petrol tank
does not exceed 15 litres.
2.23. "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is
designed to run on only one fuel at a time. The simultaneous use of both fuels is limited
in amount and duration.
2.23.1. "Bi-fuel gas vehicle" means a bi-fuel vehicle that can run on petrol (petrol
mode) and also on either LPG, NG/biomethane or hydrogen (gas mode)."
2.27. In the context of in use performance ratio monitoring (IUPRM), "cold start" means
an engine coolant temperature (or equivalent temperature) at engine start of less than or
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Specifications and Tests
equal to 35 °C and less than or equal to 7 K higher than ambient temperature (if
available) at engine start.
2. Specifications and Tests

2.1 Application of Test Requirements for Type
Approval
Table A illustrates the various possibilities for type approval of a vehicle.
Table A. REQUIREMENTS
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Application of test requirements for type approval and extensions

Vehicles with C.I.
Vehicles with positive ignition engines including hybrids engines including
hybrids
Flex- Flex- Mono-
Mono-fuel Bi-fuel1
fuel1 fuel fuel
Petrol Petrol Diesel
NG/ (E5/E10)4 (E5/E10)4 (B5/B7)4
Reference Petrol Diesel
LPG Bio- Hydrogen NG/
fuel (E5/E10)4 Ethanol Bio- (B5/B7)4
methane LPG Bio- Hydrogen
(E85) diesel
methane
Gaseous Yes Yes Yes Yes Yes
pollutants Yes Yes Yes (both (both (petrol (both (B5/B7 Yes
(Type I test) fuels) fuels) only) 2 fuels) only)2,4
Yes Yes Yes Yes
Yes direct direct direct direct
Particulate Yes
(direct injection injection injection injection
mass - - (B5/B7 Yes
injection only only only only
(Type I test) only)2,4
only) (petrol (petrol (petrol (both
only) only) only)2 fuels)
Particle Yes
number - - - - (B5/B7 Yes
(Type I test) only)2,4
Idle
Yes Yes Yes Yes
emissions
Yes Yes Yes (both (both (petrol (both - -
(Type II
fuels) fuels) only) 2 fuels)
test)
Crankcase
Yes Yes Yes
emissions Yes
Yes Yes Yes (petrol (petrol (petrol - -
(Type III (petrol)
only) only) only)2
test)
Evaporative
Yes Yes Yes
emissions Yes
Yes - - (petrol (petrol (petrol - -
(Type IV (petrol)
only) only) only)2
test)
Durability Yes Yes Yes Yes
Yes
(Type V Yes Yes Yes (petrol (petrol (petrol (B5/B7 Yes
(petrol)
test) only) only) only)2 only)2,4
Low
temperature Yes Yes Yes Yes
emissions Yes - - (petrol (petrol (petrol (both - -
(Type VI only) only) only)2 fuels)3
test)
Yes Yes Yes Yes Yes
In-service
Yes Yes Yes (both (both (petrol (both (B5/B7 Yes
conformity
fuels) fuels) only)2 fuels) only)2,4
On-board
Yes Yes Yes Yes Yes Yes Yes Yes Yes
diagnostics
Notes:
1 When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.
2 This provision is temporary, further requirements for biodiesel and hydrogen shall be proposed later on.
3 The E75 test reference fuel specified in Annex 10 shall be used.
4 Upon the choice of the manufacturer vehicles with positive and compression ignition engines may be
tested with either E5 or E10 and either B5 or B7 fuels, respectively.
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2.2 Type I Test and Emission Limits

5.3.1. Type I test (Simulating the average exhaust emissions after a cold start).
5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a means of load
and inertia simulation.
5.3.1.2.1. A test lasting a total of 19 minutes and 40 seconds, made up of two parts, One
and Two, is performed without interruption. An unsampled period of not more than 20
seconds may, with the agreement of the manufacturer, be introduced between the end
of Part One and the beginning of Part Two in order to facilitate adjustment of the test
equipment.
5.3.1.2.2. Part One of the test is made up of four elementary urban cycles. Each
elementary urban cycle comprises fifteen phases (idling, acceleration, steady speed,
deceleration, etc.).
5.3.1.2.3. Part Two of the test is made up of one extra-urban cycle. The extra-urban
cycle comprises 13 phases (idling, acceleration, steady speed, deceleration, etc.).
5.3.1.2.4. During the test, the exhaust gases are diluted and a proportional sample
collected in one or more bags. The exhaust gases of the vehicle tested are diluted,
sampled and analysed, following the procedure described below, and the total volume of
the diluted exhaust is measured. Not only the carbon monoxide, hydrocarbon and
nitrogen oxide emissions but also the particulate pollutant emissions from vehicles
equipped with compression-ignition engines are recorded.
The test results are multiplied by the appropriate deterioration factors obtained from
paragraph 5.3.6. and, in the case of periodically regenerating systems as defined in
paragraph 2.20., also shall be multiplied by the factors Ki obtained from Annex 13. The
resulting masses of gaseous emissions and, in the case of vehicles equipped with
compression-ignition engines, the particulates obtained in each test shall be less than
the limits shown in the Table below:
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Emission limits
Limit values
Reference THC +
mass (RM) CO THC NMHC NOx PM (PN)
NOx
(kg) L1 L2 L3 L4 L2 + L4 L5 L6
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#/km)
Category Class PI CI PI CI PI CI PI CI PI CI PI1 CI PI CI
6.0 x
M — All 1000 500 100 — 68 — 60 180 — 230 4.5 4.5 —
1011
6.0 x
I RM ≤ 1305 1000 500 100 — 68 — 60 180 — 230 4.5 4.5 —
1011
1305 < RM ≤ 6.0 x
N1 II 1810 630 130 — 90 — 75 235 — 295 4.5 4.5 —
1760 1011
6.0 x
III 1760 < RM2 2270 740 160 — 108 — 82 280 — 350 4.5 4.5 —
1011
6.0 x
N2 — All 2270 740 160 — 108 — 82 280 — 350 4.5 4.5 —
1011
Key: PI= Positive Ignition CI= Compression Ignition
1 Positive ignition particulate mass standard shall apply only to vehicles with direct injection engines.
2 Includes M1 vehicles that meet the "specific social needs" definition."
2.3 Type II Test

5.3.2. Type II test (Carbon monoxide emission test at idling speed)
5.3.2.1. This test is carried out on all vehicles powered by positive-ignition engines
5.3.2.2. For the Type II test set out in Annex 5, at normal engine idling speed, the
maximum permissible carbon monoxide content in the exhaust gases shall be that
stated by the vehicle manufacturer. However, the maximum carbon monoxide content
shall not exceed 0.3 per cent vol.
At high idle speed, the carbon monoxide content by volume of the exhaust gases shall
not exceed 0.2 per cent, with the engine speed being at least 2,000 min-1 and Lambda
being 1 ± 0.03 or in accordance with the specifications of the manufacturer.
2.4 Type III Test

5.3.3. Type III test (verifying emissions of crankcase gases)
5.3.3.1. This test shall be carried out on all vehicles except those having compression-
ignition engines.
5.3.3.2. The engine's crankcase ventilation system shall not permit the emission of any
of the crankcase gases into the atmosphere.
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2.5 Type IV Test

5.3.4. Type IV test (Determination of evaporative emissions)
5.3.4.1. This test shall be carried out on all vehicles except those vehicles having a
compression-ignition engine, vehicles fuelled with LPG or NG/biomethane.
5.3.4.2. Evaporative emissions shall be less than 2 g/test.
2.6 Type VI Test

5.3.5. Type VI test (Verifying the average low ambient temperature carbon monoxide
and hydrocarbon exhaust emissions after a cold start).
5.3.5.1. This test shall be carried out on all vehicles equipped with a positive-ignition
engine.
However, for compression ignition vehicles when applying for type approval,
manufacturers shall present to the approval authority information showing that the NOx
after treatment device reaches a sufficiently high temperature for efficient operation
within 400 seconds after a cold start at –7 °C as described in Type VI test.
In addition, the manufacturer shall provide the approval authority with information on the
operating strategy of the exhaust gas recirculation system (EGR), including its
functioning at low temperatures.
This information shall also include a description of any effects on emissions.
The approval authority shall not grant type approval if the information provided is
insufficient to demonstrate that the aftertreatment device actually reaches a sufficiently
high temperature for efficient operation within the designated period of time.
5.3.5.1.2. The test consists of the four elementary urban driving cycles of Part One of
the Type I test. The low ambient temperature test lasting a total of 780 seconds shall be
carried out without interruption and start at engine cranking.
5.3.5.1.3. The low ambient temperature test shall be carried out at an ambient test
temperature of 266 K (-7°C).
5.3.5.2. Subject to the requirements in paragraphs 5.3.5.2.2. and 5.3.5.3. the test shall
be performed three times. The resulting mass of carbon monoxide and hydrocarbon
emission shall be less than the limits shown in the table below:
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Emission limit for the carbon monoxide and hydrocarbon tailpipe emissions after a cold
start test
Test temperature 266 K (-7 °C)
Mass of carbon Mass of
Vehicle category Class
monoxide (CO) hydrocarbons (HC)
L1 (g/km) L2 (g/km)
M - 15 1.8
N1 I 15 1.8
II 24 2.7
III 30 3.2
N2 - 30 3.2
2.7 Type V Test

5.3.6. Type V test (Durability of anti-pollution devices)
5.3.6.1. This test shall be carried out on all vehicles referred to in paragraph 1 to which
the test specified in paragraph 5.3.1. applies. The test represents an ageing test of
160,000 kilometres driven in accordance with the programme described in Annex 9 on a
test track, on the road or on a chassis dynamometer.
5.3.6.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be
tested in the Type V test on petrol only. In that case the deterioration factor found with
unleaded petrol will also be taken for LPG or NG.
5.3.6.2. Notwithstanding the requirement of paragraph 5.3.6.1., a manufacturer may

choose to have the deterioration factors from the following table used as an alternative
to testing to paragraph 5.3.6.1.
Engine Assigned deterioration factors

Category HC + Particulate
CO THC NMHC NOx Particles (P)
NOx Matter (PM)
Positive-
1.5 1.3 1.3 1.6 - 1.0 1.0
ignition
Compression- 1.5 - - 1.1 1.1 1.0 1.0
At the request of the manufacturer, the technical service may carry out the Type I test
before the Type V test has been completed using the deterioration factors in the table
above. On completion of the Type V test, the technical service may then amend the type
approval results recorded in Annex 2 by replacing the deterioration factors in the above
table with those measured in the Type V test.
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Extensions to Type Approvals
2.8 Emission Data Required for Roadworthiness

Testing
5.3.7. Emission data required for roadworthiness testing
5.3.7.1. This requirement applies to all vehicles powered by a positive-ignition engine for
which type approval is sought in accordance with this amendment.
5.3.7.2. When tested in accordance with Annex 5 (Type II test) at normal idling speed:
(a) The carbon monoxide content by volume of the exhaust gases emitted shall be
recorded;
(b) The engine speed during the test shall be recorded, including any tolerances.
5.3.7.3. When tested at 'high idle' speed (i. e. > 2,000 min -1)
(a) The carbon monoxide content by volume of the exhaust gases emitted shall be
recorded;
(b) The Lambda value shall be recorded;
(c) The engine speed during the test shall be recorded, including any tolerances.
2.9 On-Board Diagnostics (OBD) – Test

5.3.8. On-board diagnostics (OBD) - test
This test shall be carried out on all vehicles referred to in paragraph 1. The test
procedure described in Annex 11, paragraph 3. shall be followed.
3. Extensions to Type Approvals

3.1 Extensions for Tailpipe Emissions (Type I, Type II
and Type VI tests)
7.1.1. Vehicles with different reference masses
7.1.1.1. The type approval shall be extended only to vehicles with a reference mass
requiring the use of the next two higher equivalent inertia or any lower equivalent inertia.
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7.1.1.2. For category N vehicles, the approval shall be extended only to vehicles with a
lower reference mass, if the emissions of the vehicle already approved are within the
limits prescribed for the vehicle for which extension of the approval is requested.
7.1.2. Vehicles with different overall transmission ratios
7.1.2.1. The type approval shall be extended to vehicles with different transmission
ratios only under certain conditions.
7.1.2.2. To determine whether type approval can be extended, for each of the
transmission ratios used in the Type I and Type VI tests, the proportion,
E = |(V2 − V1)|/V1
shall be determined where, at an engine speed of 1,000 min-1, V1 is the speed of the
type of vehicle approved and V2 is the speed of the vehicle type for which extension of
the approval is requested.
7.1.2.3. If, for each transmission ratio, E ≤ 8 per cent, the extension shall be granted
without repeating the Type I and Type VI tests.
7.1.2.4. If, for at least one transmission ratio, E > 8 per cent, and if, for each gear ratio,
E ≤ 13 per cent, the Type I and Type VI tests shall be repeated. The tests may be
performed in a laboratory chosen by the manufacturer subject to the approval of the
technical service. The report of the tests shall be sent to the technical service
responsible for the type approval tests.
7.1.3. Vehicles with different reference masses and transmission ratios

The type approval shall be extended to vehicles with different reference masses and
transmission ratios, provided that all the conditions prescribed in paragraphs 7.1.1. and
7.1.2. are fulfilled.
7.1.4. Vehicles with periodically regenerating systems

The type approval of a vehicle type equipped with a periodically regenerating system
shall be extended to other vehicles with periodically regenerating systems, whose
parameters described below are identical, or within the stated tolerances.
The extension shall only relate to measurements specific to the defined periodically
regenerating system.
7.1.4.1. Identical parameters for extending approval are:
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Engine:
Combustion process;
Periodically regenerating system (i.e. catalyst, particulate trap):

Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell
density);
Type and working principle;
Dosage and additive system;
Volume ±10 per cent;
Location (temperature ±50 °C at 120 km/h or 5 per cent difference of max.

temperature / pressure).
7.1.4.2. Use of Ki factors for vehicles with different reference masses

The Ki factors developed by the procedures in paragraph 3. of Annex 13 of this
Regulation for type approval of a vehicle type with a periodically regenerating system,
may be used by other vehicles which meet the criteria referred to in paragraph 7.1.4.1.
and have a reference mass within the next two higher equivalent inertia classes or any
lower equivalent inertia.
7.1.5. Application of extensions to other vehicles
When an extension has been granted in accordance with paragraphs 7.1.1. to 7.1.4.,
such a type approval shall not be further extended to other vehicles.
7.2. Extensions for evaporative emissions (Type IV test)
7.2.1. The type approval shall be extended to vehicles equipped with a control system
for evaporative emissions which meet the following conditions:
7.2.1.1. The basic principle of fuel/air metering (e.g. single point injection,) is the same.
7.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses
is identical.
7.2.1.3. The worst-case vehicle with regard to the cross-paragraph and approximate
hose length shall be tested. Whether non-identical vapour/liquid separators are
acceptable is decided by the technical service responsible for the type approval tests.
7.2.1.4. The fuel tank volume is within a range of ± 10 per cent.
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7.2.1.5. The setting of the fuel tank relief valve is identical.
7.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume,
storage medium, air cleaner (if used for evaporative emission control), etc.
7.2.1.7. The method of purging the stored vapour is identical (e.g. air flow, start point or
purge volume over the preconditioning cycle).
7.2.1.8. The method of sealing and venting the fuel metering system is identical.
7.2.2. The type approval shall be extended to vehicles with:
7.2.2.1. Different engine sizes;
7.2.2.2. Different engine powers;
7.2.2.3. Automatic and manual gearboxes;
7.2.2.4. Two and four wheel transmissions;
7.2.2.5. Different body styles; and
7.2.2.6. Different wheel and tyre sizes.
3.2 Extensions for Durability of Pollution Control

Devices (Type V test)
7.3.1. The type approval shall be extended to different vehicle types, provided that the
vehicle, engine or pollution control system parameters specified below are identical or
remain within the prescribed tolerances:
7.3.1.1. Vehicle:
Inertia category: the two inertia categories immediately above and any inertia category
below.
Total road load at 80 km/h: + 5 per cent above and any value below.
7.3.1.2. Engine
(a) Engine cylinder capacity (+/- 15 per cent);
(b) Number and control of valves;
(c) Fuel system;
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(d) Type of cooling system;
(e) Combustion process.
7.3.1.3. Pollution control system parameters:
(a) Catalytic converters and particulate filters:
(i) number of catalytic converters, filters and elements,
(ii) size of catalytic converters and filters (volume of monolith ± 10 per cent),
(iii) type of catalytic activity (oxidizing, three-way, lean NOx trap, SCR, lean NOx catalyst
or other),
(iv) precious metal load (identical or higher),
(v) precious metal type and ratio (± 15 per cent),
(vi) substrate (structure and material),
(vii) cell density,
(viii) temperature variation of no more than 50 K at the inlet of the catalytic converter or
filter. This temperature variation shall be checked under stabilized conditions at a speed
of 120 km/h and the load setting of the Type I test.
(b) Air injection:
(i) with or without
(ii) type (pulsair, air pumps, other(s)).
(c) EGR:
(i) with or without
(ii) type (cooled or non-cooled, active or passive control, high pressure or low pressure).
7.3.1.4. The durability test may be carried out using a vehicle, which has a different body
style, gear box (automatic or manual) and size of the wheels or tyres, from those of the
vehicle type for which the type approval is sought.
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Conformity of Production (COP)
3.3 Extensions for On-Board Diagnostics

7.4.1. The type approval shall be extended to different vehicles with identical engine and
emission control systems as defined in Annex 11, Appendix 2. The type approval shall
be extended regardless of the following vehicle characteristics:
(a) Engine accessories;
(b) Tyres;
(c) Equivalent inertia;
(d) Cooling system;
(e) Overall gear ratio;
(f) Transmission type; and
(g) Type of bodywork.
4. Conformity of Production (COP)

Required; for details see: UNR 83.06 – Conformity of Production
5. In-Service Conformity
9.1 Introduction
This paragraph sets out the tailpipe emissions and OBD (including IUPRM) in-service
conformity requirements for vehicles type approved to this Regulation.
Required; for details see: UNR 83.06 – In-Service Conformity

Amendment 5:
9.3.5.2. For IUPR, the number of sample lots to be taken is described in Table 4 and is
based on the number of vehicles of an OBD family that are approved with IUPR (subject
to sampling).
For the first sampling period of an OBD family, all of the vehicle types in the family that
are approved with IUPR shall be considered to be subject to sampling. For subsequent
sampling periods, only vehicle types which have not been previously tested or are
covered by emissions approvals that have been extended since the previous sampling
period shall be considered to be subject to sampling.
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Transitional Provisions
For families consisting of fewer than 5,000 registrations that are subject to sampling
within the sampling period, the minimum number of vehicles in a sample lot is six. For all
other families, the minimum number of vehicles in a sample lot to be sampled is fifteen.
Each sample lot shall adequately represent the sales pattern, i.e. at least the high
volume vehicle types (≥20 per cent of the family total) shall be represented. Vehicles of
small series productions with less than 1,000 vehicles per OBD family are exempted
from minimum IUPR requirements as well as the requirement to demonstrate these to
the approval authority.
6. Transitional Provisions
6.1 General Provisions
12.1.1. As from the official date of entry into force of the 06 series of amendments, no
Contracting Party applying this Regulation shall refuse to grant approval under this
Regulation as amended by the 06 series of amendments.
12.1.2. As from 36 months after the date of entry into force, Contracting Parties applying
this Regulation shall grant approvals only if the vehicle type to be approved meets the
requirements as amended by Supplement 2 to the 06 series of amendments of this
Regulation.
12.1.3. As from the official date of entry into force of Supplement 9 to the 06 series of
amendments to UN Regulation No. 83, and by way of derogation to the obligations of
Contracting Parties during the transitional period set out in paragraphs 12.1.1. and
12.1.2. above, the Contracting Parties applying this Regulation and also applying in their
national/regional territory the provisions on the Worldwide Harmonized Light Vehicle
Test Procedure (WLTP) set out in UN Global Technical Regulation No. 15 may no
longer accept type approvals granted on the basis of this Regulation as an alternative to
compliance with their national/regional legislation.
6.2 Special Provisions

12.2.1. Contracting Parties applying this Regulation may continue to grant approvals to
those vehicles which comply with previous levels of this Regulation, provided that the
vehicles are intended for export to countries to apply the relating requirements in their
national legislations.
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List of Annexes
7. List of Annexes
Annex 1 Engine and Vehicle Characteristics and Information concerning the
Conduct of Tests
Annex 2 Communication
Annex 3 Arrangements of the Approval Mark
Annex 4a Type I Test (Verifying exhaust emissions after a cold start)
Annex 5 Type II Test (Carbon monoxide emission test at idling speed)
Annex 6 Type III Test (Verifying emissions of crankcase gases)
Annex 7 Type IV Test (Determination of evaporative emissions from vehicles with
positive-ignition engines)
Annex 8 Type VI Test (Verifying the average exhaust emissions of carbon monoxide
and hydrocarbons after a cold start at low ambient temperature)
Annex 9 Type V Test (Description of the endurance test for verifying the durability of
pollution control devices)
Annex 10 Specifications of Reference Fuels for Testing Vehicles to the Emission
Limits
Annex 11 On-Board Diagnostics (OBD) for Motor Vehicles
Annex 12 Granting of an ECE Type Approval for a Vehicle fuelled by LPG or
NG/Biomethane
Annex 13 Emissions Test Procedure for a Vehicle equipped with a periodically
regenerating System
Annex 14 Emissions Test Procedure for Hybrid Electric Vehicles (HEV)
8. Type I Test – Annex 4a

Annex 4a
TYPE I TEST
(Verifying exhaust emissions after a cold start including determination of the particle
number)
1. APPLICABILITY
This Annex effectively replaces former Annex 4.
This annex is applicable from 1 September 2011 for the approval of new types of
vehicles. From 1 January 2013, Contracting Parties shall refuse on their territory the
sale, registration or putting into service of new vehicles approved according to this
Regulation but not complying with this annex.
For details see: 9.Test Procedure UNR 83.06
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Type IV Test – Annex 7
9. Type IV Test – Annex 7

Determination of evaporative emissions from vehicles with positive-ignition engines
1. Introduction
This annex describes the procedure of the Type IV Test according to paragraph 5.3.4. of
this Regulation.
This procedure describes a method for the determination of the loss of hydrocarbons by
evaporation from the fuel systems of vehicles with positive-ignition engines.
2. Description of test
The evaporative emissions test (Figure 7/1 below) is designed to determine hydrocarbon
evaporative emissions as a consequence of diurnal temperatures fluctuation, hot soaks
during parking, and urban driving. The test consists of these phases:
2.1. Test preparation including an urban (Part One) and extra-urban (Part Two) driving
cycle,
2.2. Hot soak loss determination,
2.3. Diurnal loss determination.

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are
added up to provide an overall result for the test.
Determination of evaporative emissions
3000 km run-in period (no excessive purge/load)

Ageing of canister(s) verified
Steam-clean of vehicle (if necessary)
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Type VI Test – Annex 8
10. Type VI Test – Annex 8

Annex 8
(Verifying the average exhaust emissions of carbon monoxide and hydrocarbons after a
cold start at low ambient temperature)
This annex applies only to vehicles with positive-ignition engines.
3. TEST SEQUENCE AND FUEL
3.1. General requirements
3.1.1. Ambient temperature levels encountered by the test vehicle shall average: 266 K
(-7 °C) 3 K and shall not be less than 260 K (-13 °C), or more than 272 K (-1 °C). The
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Type V Test – Annex 9
temperature may not fall below 263 K (-10 °C), or exceed 269 K (-4 °C) for more than
three consecutive minutes.
3.2. Test procedure

The Part One urban driving cycle consists of four elementary urban cycles which
together make a complete Part One cycle.
4. VEHICLE PRECONDITIONING
5. DYNAMOMETER PROCEDURE
5.1. Summary
5.1.1. The emission sampling is performed over a test procedure consisting of the Part
One cycle. Engine start-up, immediate sampling, operation over the Part One cycle and
engine shut-down make a complete low ambient temperature test, with a total test time
of 780 seconds.
11. Type V Test – Annex 9

Description of the endurance test for verifying the durability of pollution control devices
1. Introduction
1.1. This annex described the test for verifying the durability of anti-pollution devices
equipping vehicles with positive-ignition or compression-ignition engines. The durability
requirements shall be demonstrated using one of the three options set out in paragraphs
1.2, 1.3. and 1.4.
1.2. The whole vehicle durability test represents an ageing test of 160,000 km.
This test is to be performed driven on a test track, on the road, or on a chassis
dynamometer.
1.3. The manufacturer may choose to use a bench ageing durability test.
1.4. As an alternative to durability testing, a manufacturer may choose to apply the

assigned deterioration factors from the table in paragraph 5.3.6.2. of this Regulation.
1.5. At the request of the manufacturer, the technical service may carry out the Type I
Test before the whole vehicle or bench ageing durability test has been completed using
the assigned deterioration factors in the table in paragraph 5.3.6.2. of this Regulation.
On completion of the whole vehicle or bench ageing durability test, the technical service
may then amend the type approval results recorded in Annex 2 of this Regulation by
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replacing the assigned deterioration factors in the above table with those measured in
the whole vehicle or bench ageing durability test.
1.6. Deterioration factors are determined using either the procedures set out in
paragraphs 1.2. and 1.3. or using the assigned values in the table referred in paragaph
1.4. The deterioration factors are used to establish compliance with the requirements of
the appropriate emissions limits.
2. Technical requirements
2.1. As an alternative to the operating cycle described in paragraph 6.1. for the whole
vehicle durability test, the vehicle manufacturer may use Standard Road Cycle (SRC)
described in Appendix 3 of this annex. This test cycle shall be conducted until the
vehicle has covered a minimum of 160,000 km.
2.2. Bench Ageing Durability Test
2.2.1. In addition to the technical requirements for the bench ageing test set out in
paragraph 1.3., the technical requirements set out in this section shall apply.
2.3. The fuel to be used during the test shall be the one specified in paragraph 4.
2.3.1. Vehicles with Positive Ignition Engines
2.3.1.1. The following bench ageing procedure shall be applicable for positiveignition
vehicles including hybrid vehicles which use a catalyst as the principle after-treatment
emission control device.
The bench ageing procedure requires the installation of the catalyst-plusoxygen sensor
system on a catalyst ageing bench. Ageing on the bench shall be conducted by following
the standard bench cycle (SBC) for the period of time calculated from the bench ageing
time (BAT) equation. The BAT equation requires, as input, catalyst time-attemperature
data measured on the Standard Road Cycle (SRC).
2.3.2. Vehicles with Compression Ignition Engines
2.3.2.1. The following bench ageing procedure is applicable for compression-ignition

vehicles including hybrid vehicles. The bench ageing procedure requires the installation
of the after-treatment system on an after-treatment system ageing bench.
Ageing on the bench is conducted by following the standard diesel bench cycle (SDBC)
for the number of regenerations / desulphurisation’s calculated from the bench ageing
duration (BAD) equation.
6. Vehicle operation on track, road or on chassis dynamometer
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6.1. Operating cycle

During operation on track, road or on roller test bench, the distance shall be covered
according to the driving schedule described below:
6.1.1. The durability test schedule is composed of 11 cycles covering 6 kilometres each,
6.1.2. During the first nine cycles, the vehicle is stopped four times in the middle of the
cycle, with the engine idling each time for 15 seconds,
6.1.3. Normal acceleration and deceleration,
6.1.4. Five decelerations in the middle of each cycle, dropping from cycle speed to 32
km/h, and the vehicle is gradually accelerated again until cycle speed is attained,
6.1.5. The 10th cycle is carried out at a steady speed of 89 km/h,
6.1.6. The 11th cycle begins with maximum acceleration from stop point up to 113 km/h.
At half-way, braking is employed normally until the vehicle comes to a stop. This is
followed by an idle period of 15 seconds and a second maximum acceleration.
The schedule is then restarted from the beginning.
The maximum speed of each cycle is given in the following table.
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Maximum speed of each cycle

Cycle Cycle speed in km/h
1 64
2 48
3 64
4 64
5 56
6 48
7 56
8 72
9 56
10 89
11 113
Driving schedule
6.2. The durability test, or if the manufacturer has chosen, the modified durability test
shall be conducted until the vehicle has covered a minimum of 160,000 km.
7. Measuring emissions of pollutants
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11.1 Standard Bench Cycle (SBC)

Annex 9 – Appendix 1
1. Introduction
The standard ageing durability procedure consists of ageing a catalyst/oxygen sensor

system on an ageing bench which follows the standard bench cycle (SBC) described in
this Appendix. The SBC requires the use of an ageing bench with an engine as the
source of feed gas for the catalyst. The SBC is a 60-second cycle which is repeated as
necessary on the ageing bench to conduct ageing for the required period of time. The
SBC is defined based on the catalyst temperature, engine air/fuel (A/F) ratio, and the
amount of secondary air injection which is added in front of the first catalyst.
For more details see: Standard Bench Cycle
11.2 Standard Diesel Bench Cycle (SDBC)

1. Introduction
For particulate filters, the number of regenerations is critical to the ageing process. For
systems that require desulphurisation cycles (e.g. NOx storage catalysts), this process is
also significant. The standard diesel bench ageing durability procedure consists of
ageing an aftertreatment system on an ageing bench which follows the standard bench
cycle (SDBC) described in this Appendix. The SDBC requires use of an ageing bench
with an engine as the source of feed gas for the system.
During the SDBC, the regeneration/desulphurisation strategies of the system shall
remain in normal operating condition
For more details see: Standard Diesel Bench Cycle
11.3 Standard Road Cycle (SRC)

Introduction
The standard road cycle (SRC) is a kilometre accumulation cycle. The vehicle may be
run on a test track or on a kilometre accumulation dynamometer. The cycle consists of 7
laps of a 6 km course. The length of the lap may be changed to accommodate the length
of the mileage accumulation test track.
For more details see: Standard Road Cycle
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Reference Fuels – Annex 10
12. Reference Fuels – Annex 10

12.1 Reference Fuel for Positive-Ignition Engines
12.1.1 Petrol (E5)
Parameter Unit Test method
Minimum Maximum
Research octane number, EN 25164
95.0 —
RON prEN ISO 5164
EN 25163
Motor octane number, MON 85.0
prEN ISO 5163
EN ISO 3675
Density at 15 °C kg/m3 743 756
EN ISO 12185
EN ISO 13016-1
Vapour pressure kPa 56.0 60.0
(DVPE)
Water content % v/v 0.015 ASTM E 1064
Distillation:
– Evaporated at 70 °C % v/v 24.0 44.0 EN-ISO 3405
– Final boiling point °C 190 210 EN-ISO 3405
Residue % v/v — 2.0 EN-ISO 3405
Hydrocarbon analysis:
– Olefins % v/v 3.0 13.0 ASTM D 1319
– Aromatics % v/v 29.0 35.0 ASTM D 1319
– Benzene % v/v — 1.0 EN 12177
– Saturates % v/v Report ASTM 1319
Carbon/hydrogen ratio Report
Carbon/oxygen ratio Report
Induction period 2/
minutes 480 — EN-ISO 7536
Oxygen content 4/ % m/m Report EN 1601
Existent gum mg/ml — 0.04 EN-ISO 6246
EN ISO 20846
Sulphur content 3/ mg/kg — 10
EN ISO 20884
Copper corrosion — Class 1 EN-ISO 2160
Lead content mg/l — 5 EN 237
Phosphorus content mg/l — 1.3 ASTM D 3231
EN 1601
Ethanol 5/ % v/v 4.7 5.3
EN 13132
1/ The values quoted in the specifications are "true values". In establishment of their limit values the terms
of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of
test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been
taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R =
reproducibility).
Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall
nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the
case of quotations of maximum and minimum limits.
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Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of
ISO 4259 shall be applied.
2/ The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery
gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.
3/ The actual sulphur content of the fuel used for the Type I test shall be reported.
4/ Ethanol meeting the specification of prEN 15376 is the only oxygenate that shall be intentionally added
to the reference fuel.
5/ There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead
to this reference fuel.
12.1.2 Type: Petrol (E10)

Unit Limits 1
Parameter Test method
Minimum Maximum
Research octane
95.0 98.0 EN ISO 5164
number, RON 2
Motor octane number,
85.0 89.0 EN ISO 5163
MON 2
Density at 15 °C kg/m3 743 756 EN ISO 12185
Vapour pressure
kPa 56.0 60.0 EN 13016-1
(DVPE)
max 0.05
Water content % v/v Appearance at -7 °C: Clear & EN 12937
Bright
Distillation:
– Olefins % v/v 6.0 13.0 EN 22854
– Aromatics % v/v 25.0 32.0 EN 22854
EN 22854
– Benzene % v/v — 1.0
EN 238
– Saturates % v/v Report EN 22854
Induction period 3 minutes 480 — EN ISO 7536
Oxygen content 4 % m/m 3.3 3.7 EN 22854
Solvent washed gum
mg/100ml — 4 EN ISO 6246
(Existent gum content)
EN ISO 20846
Sulphur content 5 mg/kg — 10
EN ISO 20884
Copper corrosion 3hrs,
— Class 1 EN-ISO 2160
50°C
Phosphorus content 6 mg/l — 1.3 ASTM D 3231
Ethanol 4 % v/v 9.0 10.0 EN 22854
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1 The values quoted in the specifications are 'true values'. In establishment of their limit values the terms
reproducibility).
2 Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall
case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets
the requirements of the specifications, the terms of ISO 4259 shall be applied.
3 A correction factor of 0.2 for MON and RON shall be subtracted for the calculation of the final result in
accordance with EN 228:2008.

4 The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery
5 Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used
shall conform to EN 15376.

6 The actual sulphur content of the fuel used for the Type 1 test shall be reported.
7 There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to
this reference fuel."
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12.2 Reference Fuel for Diesel Engine

12.2.1 Type: Diesel fuel (B5)
Unit Limits 1/
Minimum Maximum
Cetane number 2/ 52.0 54.0 EN-ISO 5165
Density at 15 °C kg/m3 833 837 EN-ISO 3675
Distillation:
-50 % point °C 245 — EN-ISO 3405
-95 % point °C 345 350 EN-ISO 3405
-Final boiling point °C — 370 EN-ISO 3405
Flash point °C 55 — EN 22719
CFPP °C — –5 EN 116
Viscosity at 40 °C mm2/s 2.3 3.3 EN-ISO 3104
Polycyclic aromatic % m/m 2.0 6.0 EN 12916
hydrocarbons
Sulphur content 3/ mg/kg — 10 EN ISO 20846 /
EN ISO 20884
Conradson carbon % m/m — 0.2 EN-ISO 10370
residue (10 % DR)
Ash content % m/m — 0.01 EN-ISO 6245
Water content % m/m — 0.02 EN-ISO 12937
Neutralisation (strong mg KOH/g — 0.02 ASTM D 974
acid) number
Oxidation stability 4/ mg/ml — 0.025 EN-ISO 12205
Lubricity (HFRR wear μm — 400 EN ISO 12156
scan diameter at 60 °C)
Oxidation stability at h 20.0 EN 14112
110 °C 4/ 6/
FAME 5/ % v/v 4.5 5.5 EN 14078
of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods
of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been
reproducibility).
2/ The range for cetane number is not in accordance with the requirements of a minimum range of 4R.
However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used
to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary
precision, are made in preference to single determinations.
4/ Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be
sought from the supplier as to storage conditions and life.
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5/ FAME content to meet the specification of EN 14214

6/ Oxidation stability can be demonstrated by EN-ISO 12205 or by EN 14112. This requirement shall be
reviewed based on CEN/TC19 evaluations of oxidative stability performance and test limits
12.2.2 Type: Diesel fuel (B7)

Limits 1
Parameter Unit Test method
Minimum Maximum
Cetane Index 46.0 EN ISO 4264
Cetane number 2 52.0 56.0 EN ISO 5165
Distillation:
50 % point °C 245 — EN-ISO 3405
95 % point °C 345 360 EN-ISO 3405
Final boiling point °C — 370 EN-ISO 3405
Flash point °C 55 — EN ISO 2719
CFPP °C — – 10 EN 23015
Viscosity at 40 °C mm2/s 2.3 3.3 EN-ISO 3104
Polycyclic aromatic hydrocarbons % m/m 2.0 4.0 EN 12916
Sulphur content EN ISO 20846 /
mg/kg — 10
EN ISO 20884
Copper corrosion 3 hrs, 50°C — Class 1 EN-ISO 2160
Conradson carbon residue (10 % DR) % m/m — 0.2 EN-ISO 10370
Ash content % m/m — 0.01 EN-ISO 6245
Total contamination mg/kg — 24 EN 12662
Water content mg/kg — 200 EN-ISO 12937
Acid number mg KOH/g — 0.10 EN ISO 6618
Lubricity (HFRR wear scan diameter at 60 °C) μm — 400 EN ISO 12156
Oxidation stability at 110 °C 3 h 20.0 EN 15751
FAME 4 % v/v 6.0 7.0 EN 14078
1 The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms
of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods
of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been
reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer
of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean
value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether
a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.
2 The range for cetane number is not in accordance with the requirements of a minimum range of 4R.
However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used
to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary
precision, are made in preference to single determinations.
3 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought
from the supplier as to storage conditions and life.

4 FAME content to meet the specification of EN 14214.
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12.3 Reference Fuel for Positive-Ignition Engines at

Low Ambient Temperature Type VI Test
Unit Limits 1/
Minimum Maximum
Research octane 95.0 — EN 25164
number, RON prEN ISO 5164
Motor octane number, 85.0 — EN 25163
MON prEN ISO 5163
EN ISO 12185
EN ISO 13016-1
Vapour pressure kPa 56.0 95.0
(DVPE)
Water content % v/v 0.015 ASTM E 1064
Distillation:
– Olefins % v/v 3.0 13.0 ASTM D 1319
– Aromatics % v/v 29.0 35.0 ASTM D 1319
– Benzene % v/v — 1.0 EN 12177
– Saturates % v/v Report ASTM 1319
Induction period 2/ minutes 480 — EN-ISO 7536
Oxygen content 4/ % m/m Report EN 1601
Existent gum mg/ml — 0.04 EN-ISO 6246
mg/kg — 10 EN ISO 20846
Sulphur content 3/
EN ISO 20884
Phosphorus content mg/l — 1.3 ASTM D 3231
EN 1601
Ethanol 5/ % v/v 4.7 5.3
EN 13132
reproducibility).
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2/ The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery
4/ Ethanol meeting the specification of prEN 15376 is the only oxygenate that shall be intentionally added
to the reference fuel.
5/ There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead
to this reference fuel.

Unit Limits 1
Minimum Maximum
Research octane
95.0 98.0 EN ISO 5164
number, RON 2
Motor octane number,
85.0 89.0 EN ISO 5163
MON 2
Vapour pressure
kPa 56.0 95.0 EN 13016-1
(DVPE)
max 0.05
Water content % v/v Appearance at -7 °C: Clear & EN 12937
Bright
Distillation:
– Olefins % v/v 6.0 13.0 EN 22854
– Aromatics % v/v 25.0 32.0 EN 22854
EN 22854
– Benzene % v/v — 1.0
EN 238
– Saturates % v/v Report EN 22854
Induction period 3 minutes 480 — EN ISO 7536
Oxygen content 4 % m/m 3.3 3.7 EN 22854
Solvent washed gum
mg/100ml — 4 EN ISO 6246
(Existent gum content)
EN ISO 20846
Sulphur content 5 mg/kg — 10
EN ISO 20884
Copper corrosion 3hrs,
— Class 1 EN-ISO 2160
50°C
Phosphorus content 6 mg/l — 1.3 ASTM D 3231
Ethanol 4 % v/v 9.0 10.0 EN 22854
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1 The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms
reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer
of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean
value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether
a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.
2 A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in
accordance with EN 228:2008.

3 The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery
4 Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used
shall conform to EN 15376.

5 The actual sulphur content of the fuel used for the Type 1 test shall be reported.
6 There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to
this reference fuel."
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Specifications of Gaseous Reference Fuels
– Annex 10a
13. Specifications of Gaseous Reference Fuels –

Annex 10a
Annex 10a
13.1 LPG Reference Fuels

Parameter Unit Fuel A Fuel B Test method
Composition: ISO 7941
C3-content per cent vol 30 ± 2 85 ± 2
C4-content per cent vol balance 1/ balance 1/
< C3 , >C4 per cent vol maximum 2 maximum 2
Olefins per cent vol maximum 12 maximum 15

Evaporation residue mg/kg maximum 50 maximum 50
ISO 13757 or EN
15470
Water at 0°C free free EN 15469

Total sulphur content mg/kg maximum 50 maximum 50
EN 24260 or ASTM
6667
Hydrogen sulphide none none ISO 8819
Copper strip corrosion rating class 1 class 1 ISO 6251 2/
Odour characteristic characteristic
Motor octane number minimum 89 minimum 89 EN 589 Annex B
1/ Balance has to be read as follows: balance = 100 – C3 ≤ C3 ≥ C4

2/ This method may not accurately determine the presence of corrosive materials if the sample contains
corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip.
Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited
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Specifications of Gaseous Reference Fuels
– Annex 10a
13.2 NG or Biomethane Reference Fuels

Characteristics Units Basis Limits Test Method
min. max.
Reference fuel G20
Composition:
Methane per cent mole 100 99 100 ISO 6974
Balance 1/ per cent mole - - 1 ISO 6974
N2 per cent mole ISO 6974
Sulphur content mg/m3 2/ 10 ISO 6326-5
Wobbe Index MJ/m3 3/ 48.2 47.2 49.2
(net)
Reference fuel
G25
Composition:
Methane per cent mole 86 84 88 ISO 6974
Balance 1/ per cent mole - - 1 ISO 6974
N2 per cent mole 14 12 16 ISO 6974
Sulphur content mg/m³ 2/ - - 10 ISO 6326-5
Wobbe Index MJ/m³ 3/ 39.4 38.2 40.6
(net)
1/ Inerts (different from N2) + C2 +C2+
2/ Value to be determined at 293.2 K (20 °C) and 101.3 kPa
3/ Value to be determined at 273.2 K (0 °C) and 101.3 kPa
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On-Board Diagnostics (OBD) for Motor
Vehicles – Annex 11
14. On-Board Diagnostics (OBD) for Motor

Annex 11
1. INTRODUCTION
This annex applies to the functional aspects of on-board diagnostic (OBD) system for
the emission control of motor vehicles.
2. DEFINITIONS
For the purpose of this Annex only:
2.4. "Emission control system" means the electronic engine management controller
and any emission-related component in the exhaust or evaporative system which
supplies an input to or receives an output from this controller.
2.5. "Malfunction indicator (MI)" means a visible or audible indicator that clearly
informs the driver of the vehicle in the event of a malfunction of any emission-related
component connected to the OBD system, or the OBD system itself.
2.6. "Malfunction" means the failure of an emission-related component or system that

would result in emissions exceeding the limits in paragraph 3.3.2. or if the OBD system
is unable to fulfil the basic monitoring requirements of this annex.
2.9. "Type I test" means the driving cycle (Parts One and Two) used for emission
approvals
2.10. A "driving cycle" consists of engine key-on, a driving mode where a malfunction
would be detected if present, and engine key-off.
2.11. A "warm-up cycle" means sufficient vehicle operation such that the coolant
temperature has risen by a least 22 K from engine starting and reaches a minimum
temperature of 343 K (70 °C).
3. REQUIREMENTS AND TESTS
3.1. All vehicles shall be equipped with an OBD system so designed, constructed and
installed in a vehicle as to enable it to identify types of deterioration or malfunction over
the entire life of the vehicle. In achieving this objective the approval authority shall
accept that vehicles which have travelled distances in excess of the Type V durability
distance (according to Annex 9 of this Regulation) may show some deterioration in OBD
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system performance such that the emission limits may be exceeded before the OBD
system signals a failure to the driver of the vehicle.
3.3. Description of tests
3.3.1. The test are carried out on the vehicle used for the Type V durability test, given in
Annex 9, and using the test procedure in Appendix 1 to this annex. Tests are carried out
at the conclusion of the Type V durability testing.
When no Type V durability testing is carried out, or at the request of the manufacturer, a
suitably aged and representative vehicle may be used for these OBD demonstration
tests.
3.3.2. The OBD system shall indicate the failure of an emission-related component or
system when that failure results in emissions exceeding the threshold limits given below:
OBD threshold limits

Mass of Mass of non- Mass of
Reference Mass of
carbon methane oxides of
mass particulates
monoxide hydrocarbons nitrogen
(RW)
(kg) (CO) (NMHC) (NOx) (PM)
(mg/km) (mg/km) (mg/km) (mg/km)
Category Class PI CI PI CI PI CI PI(1) CI(2)
M — All 1900 1900 250 320 300 540 50 50

N1 (3) I RW ≤ 1305 1900 1900 250 320 300 540 50 50
1305 < RW ≤
II 3400 2400 330 360 375 705 50 50
1760
III 1760 < RW 4300 2800 400 400 410 840 50 50
N2 - All 4300 2800 400 400 410 840 50 50
Key: PI = Positive Ignition, CI = Compression Ignition

(1) Positive ignition particulate mass standards apply only to vehicles with direct injection engines.
(2) PM threshold limit of 80 mg/km shall apply to vehicles of categories M and N with a reference mass
greater than 1,760 kg until 1 September 2011 for the type approval of new types of vehicles.
(3) Includes M1 vehicles that meet the 'special social needs' definition.
3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines
3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to
emissions of NMHC and NOx. Manufacturers may monitor the front catalyst alone or in
combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst
combination shall be considered malfunctioning when the emissions exceed the NMHC
or NOx threshold limits provided for by paragraph 3.3.2. of this annex. By way of
derogation the requirement of monitoring the reduction in the efficiency of the catalytic
converter with respect to NOx emissions shall only apply as from the dates set out in
paragraph 12.1.4.
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3.3.3.2. The presence of engine misfire in the engine operating region bounded by the
following lines:
(a) a maximum speed of 4,500 min-1 or 1,000 min-1 greater than the highest speed
occurring during a Type I test cycle, whichever is the lower;
(b) the positive torque line (i.e. engine load with the transmission in neutral);
(c) a line joining the following engine operating points: the positive torque line at 3,000
min-1 and a point on the maximum speed line defined in (a) above with the engine's
manifold vacuum at 13.33 kPa lower than that at the positive torque line.
3.3.3.3. Oxygen sensor deterioration
3.3.3.4. If active on the selected fuel, other emission control system components or
systems, or emission related power train components or systems which are connected
to a computer, the failure of which may result in tailpipe emissions exceeding the OBD
threshold limits given in paragraph 3.3.2. of this annex.
3.3.3.5. Unless otherwise monitored, any other emission-related power-train component

connected to a computer, including any relevant sensors to enable monitoring functions
to be carried out, shall be monitored for circuit continuity;
3.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be

monitored for circuit continuity.
3.3.3.7. For direct injection positive ignition engines any malfunction, which may lead to
emissions exceeding the particulate threshold limits provided for by paragraph 3.3.2. of
this annex and which has to be monitored according to the requirements of this annex
for compression ignition engines, shall be monitored.
3.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines

In satisfying the requirements of paragraph 3.3.2. the OBD system shall monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter;
3.3.4.2. Where fitted, the functionality and integrity of the particulate trap;
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are
monitored for circuit continuity and total functional failure;
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3.3.4.4. Other emission control system components or systems, or emission-related

power-train components or systems, which are connected to a computer, the failure of
which may result in exhaust emissions exceeding the OBD threshold limits given in
paragraph 3.3.2. of this annex. Examples of such systems or components are those for
monitoring and control of air mass-flow, air volumetric flow (and temperature), boost
pressure and inlet manifold pressure (and relevant sensors to enable these functions to
be carried out).
3.3.4.5. Unless otherwise monitored, any other emission-related power-train component

connected to a computer shall be monitored for circuit continuity.
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system shall be
monitored.
3.3.4.7. Malfunctions and the reduction in efficiency of a NO x aftertreatment system

using a reagent and the reagent dosing sub-system shall be monitored.
3.3.4.8. Malfunctions and the reduction in efficiency of NOx aftertreatment not using a
reagent shall be monitored.
3.6. The OBD system shall record fault code(s) indicating the status of the emission
control system. Separate status codes shall be used to identify correctly functioning
emission control systems and those emission control systems which need further vehicle
operation to be fully evaluated. If the MI is activated due to deterioration or malfunction
or permanent emission default modes of operation, a fault code shall be stored that
identifies the type of malfunction. A fault code shall also be stored in the cases referred
to in paragraphs 3.3.3.5. and 3.3.4.5. of this annex.
3.6.1. The distance travelled by the vehicle while the MI is activated shall be available at
any instant through the serial port on the standard link connector.
3.6.2. 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.
Amendment 5:
3.8.1 The OBD system may erase a fault code and the distance travelled and freeze-
frame information if the same fault is not re-registered in at least 40 engine warm-up
cycles or 40 driving cycles with vehicle operation in which the criteria specified in
paragraphs 7.5.1.(a)–(c) of Annex 11, Appendix 1 are met.
3.10. Additional provisions for vehicles employing engine shut - off strategies
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Functional Aspects of On-Board Diagnostic
(OBD) Systems – Annex 11 Appendix 1
3.10.1. Driving cycle
3.10.1.1. Autonomous engine restarts commanded by the engine control system

following an engine stall may be considered as a new driving cycle or as a continuation
of the existing driving cycle.
15. Functional Aspects of On-Board Diagnostic

Annex 11 - Appendix 1
15.1 Introduction
This appendix describes the procedure of the test according to paragraph 3. Of this
annex. The procedure describes a method for checking the function of the On-Board
Diagnostic (OBD) system installed on the vehicle by failure simulation of relevant
systems in the engine management or emission control system. It also sets procedures
for determining the durability of OBD systems.
The manufacturer shall make available the defective components and/or electrical
devices which would be used to simulate failures. When measured over the Type I Test
cycle, such defective components or devices shall not cause the vehicle emissions to
exceed the limits of paragraph 3.3.2. by more than 20 per cent. For electrical failures
(short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more
than twenty per cent.
When the vehicle is tested with the defective component or device fitted, the OBD
system is approved if the MI is activated. The OBD system is also approved if the MI is
activated below the OBD threshold limits.
15.2 Description of Test

2.1. The testing of OBD systems consists of the following phases:
2.1.1. Simulation of malfunction of a component of the engine management or emission

control system,
2.1.2. Preconditioning of the vehicle with a simulated malfunction over preconditioning

specified in paragraph 6.2.1. or paragraph 6.2.2.
2.1.3. Driving the vehicle with a simulated malfunction over the Type I test cycle and
measuring the emissions of the vehicle,
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2.1.4. Determining whether the OBD system reacts to the simulated malfunction and
indicates malfunction in an appropriate manner to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of one or more

components may be electronically simulated according to the requirements of paragraph
6. below.
2.3. Manufacturers may request that monitoring take place outside the Type I test cycle
if it can be demonstrated to the authority that monitoring during conditions encountered
during the Type I test cycle would impose restrictive monitoring conditions when the
vehicle is used in service.
15.3 OBD Test Procedure

6.1. The operating cycle on the chassis dynamometer shall meet the requirements of
Annex 4a.
6.1.1 The Type I Test need not be performed for the demonstration of electrical failures
(short/open circuit). The manufacturer may demonstrate these failure modes using
driving conditions in which the component is used and the monitoring conditions are
encountered. These conditions shall be documented in the type approval
documentation.
6.3. Failure modes to be tested
6.3.1. Positive-ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or

electronic simulation of such a failure.
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given
in paragraph 3.3.3.2. of Annex 11.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen

sensor or electronic simulation of such a failure.
6.3.1.4. Electrical disconnection of any other emission-related component connected to

a powertrain management computer (if active on the selected fuel type).
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if
equipped and if active on the selected fuel type).
6.3.2. Compression-ignition engined vehicles:
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6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst
or electronic simulation of such a failure.
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an
integral part of the trap, a defective trap assembly.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing
actuator.
6.3.2.4. Electrical disconnection of any other emission-related component connected to

a powertrain management computer.
6.3.2.5. In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4., and with the
agreement of the approval authority, the manufacturer shall take appropriate steps to
demonstrate that the OBD system will indicate a fault when disconnection occurs.
6.3.2.6. The manufacturer shall demonstrate that malfunctions of the EGR flow and
cooler are detected by the OBD system during its approval test.
15.4 In-Use Performance

7.1. General Requirements
7.1.1. Each monitor of the OBD system shall be executed at least once per driving cycle
in which the monitoring conditions as specified in paragraph 3.2. are met.
Manufacturers may not use the calculated ratio (or any element thereof) or any other
indication of monitor frequency as a monitoring condition for any monitor.
7.1.2. The in-use performance ratio (IUPR) of a specific monitor M of the OBD systems
and in-use performance of pollution control devices shall be:
IUPRM = NumeratorM / DenominatorM
7.1.3. Comparison of Numerator and Denominator gives an indication of how often a

specific monitor is operating relative to vehicle operation. To ensure all manufacturers
are tracking IUPRM in the same manner, detailed requirements are given for defining
and incrementing these counters.
7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a
specific monitor M, IUPRM shall be greater or equal 0.1 for all monitors M.
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7.1.5. The requirements of this paragraph are deemed to be met for a particular monitor
M, if for all vehicles of a particular OBD family manufactured in a particular calendar year
the following statistical conditions hold:
(a) The average IUPRM is equal or above the minimum value applicable to the monitor.
(b) More than 50per cent of all vehicles have an IUPRM equal or above the minimum
value applicable to the monitor.
7.1.6. The manufacturer shall demonstrate to the Type Approval Authority that these
statistical conditions are satisfied all monitors required to be reported by the OBD
system according to paragraph 7.6. of this Appendix not later than 18 months thereafter.
For this purpose, for OBD families consisting of more than 1,000 registrations in the
European Union or non-EU Contracting Party, that are subject to sampling within the
sampling period, the process described in Annex 11 shall be used without prejudice to
the provisions of paragraph 7.1.8 of this appendix. In addition to the requirements set
out in Annex 11 and regardless of the result of the audit described in paragraph 9.2., the
authority granting the approval shall apply the in-service conformity check for IUPR
described in Appendix I to Annex 11 in an appropriate number of randomly determined
cases. "In an appropriate number of randomly determined cases" means, that this
measure has a dissuasive effect on non-compliance with the requirements of paragraph
3. of this annex or the provision of manipulated, false or nonrepresentative data for the
audit. If no special circumstances apply and can be demonstrated by the type-approval
authorities, random application of the inservice conformity check to 5 per cent of the type
approved OBD families shall be considered as sufficient for compliance with this
requirement. For this purpose, Type Approval Authorities may find arrangements with
the manufacturer for the reduction of double testing of a given OBD family as long as
these arrangements do not harm the dissuasive effect of the Type Approval Authority's
own in-service conformity check on non-compliance with the requirements of paragraph
3. of this annex. Data collected by EUmember States during surveillance testing
programmes may be used for inservice conformity checks. Upon request, Type Approval
Authorities shall provide data on the audits and random in-service conformity checks
performed, including the methodology used for identifying those cases, which are made
subject to the random in-service conformity check, to the European Commission and
other Type Approval Authorities.
7.1.7. For the entire test sample of vehicles the manufacturer must report to the relevant
authorities all of the in-use performance data to be reported by the OBD system
according to paragraph 7.6. of Appendix 1 to Annex 11 in conjunction with an
identification of the vehicle being tested and the methodology used for the selection of
the tested vehicles from the fleet. Upon request, the Type Approval Authority granting
the approval shall make these data and the results of the statistical evaluation available
to the European Commission and other Type Approval Authorities.
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7.1.8. Public authorities and their delegates may pursue further tests on vehicles or
collect appropriate data recorded by vehicles to verify compliance with the requirements
of this annex.
7.2. NumeratorM
7.2.1. The numerator of a specific monitor is a counter measuring the number of times a
vehicle has been operated such that all monitoring conditions necessary for the specific
monitor to detect a malfunction in order to warn the driver, as they have been
implemented by the manufacturer, have been encountered. The numerator shall not be
incremented more than once per driving cycle, unless there is reasoned technical
justification.
7.3. DenominatorM
7.3.1. The purpose of the denominator is to provide a counter indicating the number of
vehicle driving events, taking into account special conditions for a specific monitor.
The denominator shall be incremented at least once per driving cycle, if during this
driving cycle such conditions are met and the general denominator is incremented as
specified in paragraph 3.5. unless the denominator is disabled according to paragraph
3.7. of this appendix.
7.3.4. 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 forth in this paragraph for
incrementing the denominator. In general, the approval authority shall not approve
alternative criteria for vehicles that only employ engine shut off at or near idle/vehicle
stop conditions. Approval by the approval authority of the alternative criteria shall be
based on the equivalence of the alternative criteria to determine the amount of vehicle
operation relative to the measure of conventional vehicle operation in accordance with
the criteria in this paragraph.
7.4. Ignition Cycle Counter
7.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle has
experienced. The ignition cycle counter may not be incremented more than once per
driving cycle.
7.5. General Denominator
7.5.1. The general denominator is a counter measuring the number of times a vehicle
has been operated. It shall be incremented within 10 seconds, if and only if, the following
criteria are satisfied on a single driving cycle:
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(a) Cumulative time since engine start is greater than or equal to 600 seconds while at
an elevation of less than 2,440 m above sea level and at an ambient temperature of
greater than or equal to -7° C.
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Granting of an ECE Type Approval for a
Vehicle Fuelled by LPG or NG/Biomethane –
Annex 12
(b) Cumulative vehicle operation at or above 40 km/h occurs for greater than or equal to
300 seconds while at an elevation of less than 2,440 m above sea level and at an
ambient temperature of greater than or equal to -7 °C.
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and
vehicle speed less than or equal to 1.6 km/h) for greater than or equal to 30 seconds
while at an elevation of less than 2,440 m above sea level and at an ambient
temperature of greater than or equal to -7 °C.
7.6.2.1. Numerators and denominators for specific monitors of components or systems

that are monitoring continuously for short circuit or open circuit failures are exempted
from reporting.
"Continuously," if used in this context means monitoring is always enabled and sampling
of the signal used for monitoring occurs at a rate no less than two samples per second
and the presence or the absence of the failure relevant to that monitor has to be
concluded within 15 seconds.
If for control purposes, a computer input component is sampled less frequently, the
signal of the component may instead be evaluated each time sampling occurs.
It is not required to activate an output component/system for the sole purpose of
monitoring that output component/system.
For more details see: UNR 83.06 - OBD
and Revision 4 – Amendment 5
16. Granting of an ECE Type Approval for a

Annex 12
1. Introduction
This annex describes the special requirements that apply in the case of an approval of a
vehicle that runs on LPG or NG/biomethane, or that can run either on petrol or LPG or
NG/biomethane in so far as the testing on LPG or NG/biomethane gas is concerned. In
the case of LPG and NG/biomethane natural gas there is on the market a large variation
in fuel composition, requiring the fuelling system to adapt its fuelling rates to these
compositions. To demonstrate this capability, the vehicle has to be tested in the test
Type I on two extreme reference fuels and demonstrate the self-adaptability of the
fuelling system. Whenever the self-adaptability of a fuelling system has been
demonstrated on a vehicle, such a vehicle may be considered as a parent of a family.
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Annex 12
Vehicles that comply with the requirements of members of that family, if fitted with the
same fuelling system, need to be tested on only one fuel.
2. Definitions
For the purpose of this annex the following definitions shall apply:
2.1. A "family" means a group of vehicle types fuelled by LPG, NG/biomethane

identified by a parent vehicle.
A "parent vehicle" means a vehicle that is selected to act as the vehicle on which the
self-adaptability of a fuelling system is going to be demonstrated, and to which the
members of a family refer. It is possible to have more than one parent vehicle in a
family.
2.2. Member of the family
2.2.1. A "member of the family" is a vehicle that shares the following essential
characteristics with its parent(s):
It is produced by the same manufacturer;
It is subject to the same emission limits;
If the gas fuelling system has a central metering for the whole engine:
It has a certified power output between 0.7 and 1.15 times that of the parent vehicle.
If the gas fuelling system has an individual metering per cylinder: It has a certified
power output per cylinder between 0.7 and 1.15 times that of the parent vehicle.
If fitted with a catalyst, it has the same type of catalyst i.e. three way, oxidation,
de-NOx.
It has a gas fuelling system (including the pressure regulator) from the same
system manufacturer and of the same type: induction, vapour injection (single point,
multipoint), liquid injection (single point, multipoint).
This gas fuelling system is controlled by an ECU of the same type and technical
specification, containing the same software principles and control strategy. The vehicle
may have a second ECU compared to the parent vehicle, provided that the ECU is only
used to control the injectors, additional shut-off valves and the data acquisition from
additional sensors.
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Annex 12
2.2.2. With regard to requirement (c): in the case where a demonstration shows two gas-
fuelled vehicles could be members of the same family with the exception of their certified
power output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent
vehicles the family relation will be considered valid for any vehicle with a certified power
output between 0.7 P1 and 1.15 P2.
3. Granting of a type approval

Type approval is granted subject to the following requirements:
3.1. Exhaust emissions approval of a parent vehicle

The parent vehicle should demonstrate its capability to adapt to any fuel composition
that may occur across the market. In the case of LPG there are variations in C3/C4
composition. In the case of NG/biomethane there are generally two types of fuel, high
calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within
both ranges; they differ significantly in Wobbe index. These variations are reflected in
the reference fuels.
3.1.1. The parent vehicle(s) shall be tested in the test Type I on the two extreme
reference fuels of Annex 10a.
3.1.1.1. If the transition from one fuel to another is in practice aided through the use of a
switch, this switch shall not be used during type approval. In such a case on the
manufacturer's request and with the agreement of the Technical Service the pre-
conditioning cycle referred in paragraph 6.3. of Annex 4a may be extended.
3.1.2. The vehicle(s) is (are) considered to conform if, with both reference fuels, the
vehicle complies with the emission limits.
3.1.3. The ratio of emission results "r" should be determined for each pollutant as shown
below:
Type(s) of fuel Reference fuels Calculation of "r"
LPG and petrol
Fuel A
(Approval B)
r= B/A
or LPG only
Fuel B
(Approval D)
NG/biomethane and petrol
Fuel G 20
(Approval B)
r= G25/G20
Or NG/biomethane only
Fuel G 25
(Approval D)
3.2. Exhaust emissions approval of a member of the family:

For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles operating in
gas mode as a member of the family, a test Type I shall be performed with one gas
reference fuel. This reference fuel may be either reference fuels. The vehicle is
considered to comply if the following requirements are met:
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Annex 12
3.2.1. The vehicle complies with the definition of a family member as defined under
paragraph 2.2. above.
3.2.2. If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the emission
result shall be multiplied by the relevant factor "r" if r > 1; if r < 1, no correction is
needed. If the test fuel is reference fuel B for LPG or G25 for NG/biomethane, the
emission result shall be divided by the relevant factor "r" if r < 1; if r > 1, no correction is
needed.
On the manufacturer's request, the test Type I may be performed on both reference
fuels, so that no correction is needed.
3.2.3. The vehicle shall comply with the emission limits valid for the relevant category for
both measured and calculated emissions.
3.2.4. If repeated tests are made on the same engine the results on reference fuel G20,
or A, and those on reference fuel G25, or B, shall first be averaged; the "r" factor shall
then be calculated from these averaged results.
3.2.5. During the Type I test the vehicle shall only use petrol for a maximum of 60
seconds when operating in gas mode.
4. General conditions
4.1. 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 in the case of LPG, or of
which the Wobbe index lies between those of the extreme reference fuels in the case of
NG/biomethane. In that case a fuel analysis needs to be present.
16.1 Bi-Fuel Gas Vehicle - Calculation of LPG Energy

Ratio – Annex 12 Appendix 1
1. Measurement of the LPG mass consumed during the Type I test cycle
Measurement of the LPG mass consumed during the Type 1 test cycle shall be done by
a fuel weighing system capable of measuring the weight of the LPG storage container
during the test in accordance with the following: An accuracy of ±2 per cent of the
difference between the readings at the beginning and at the end of the test or better.
Precautions shall be taken to avoid measurement errors.
Such precautions shall, at least, include the careful installation of the device according to
the instrument manufacturers’ recommendations and to good engineering practice.
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Annex 12
Other measurement methods are permitted if an equivalent accuracy can be
demonstrated.
2. Calculation of the LPG energy ratio
The fuel consumption value shall be calculated from the emissions of hydrocarbons,
carbon monoxide, and carbon dioxide determined from the measurement results
assuming that only LPG is burned during the test. The LPG ratio of the energy
consumed in the cycle is then determined as follows:
GLPG = MLPG*10,000/(FCnorm*dist*d)
Where:
GLPG: the LPG energy ratio (%);
MLPG: the LPG mass consumed during the cycle (kg);
FCnorm: the fuel consumption (l/100 km) calculated in accordance with paragraph
1.4.3. (b) of Annex 6 to Regulation No. 101. If applicable, the correction
factor cf in the equation used to determine FCnorm shall be calculated using
the H/C ratio of the gaseous fuel;
dist: distance travelled during the cycle (km);
d: density d = 0.538kg/liter.
16.2 Bi-Fuel Vehicle - Calculation of NG/Biomethane

Energy Ratio – Annex 12 Appendix 2
1. Measurement of the CNG mass consumed during the Type I test cycle
Measurement of the CNG mass consumed during the cycle shall be done by a fuel
weighing system capable of measuring the CNG storage container during the test in
accordance with the following:
An accuracy of ±2 per cent of the difference between the readings at the beginning and
at the end of the test or better.
Precautions shall be taken to avoid measurement errors. Such precautions shall, at

least, include the careful installation of the device according to the instrument
manufacturers’ recommendations and to good engineering practice.
Other measurement methods are permitted if an equivalent accuracy can be

demonstrated.
2. Calculation of the CNG energy ratio
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Emissions Test Procedure for a Vehicle
Equipped with a Periodically Regenerating
System – Annex 13
The fuel consumption value shall be calculated from the emissions of hydrocarbons,
carbon monoxide, and carbon dioxide determined from the measurement results
assuming that only CNG is burned during the test.
The CNG ratio of the energy consumed in the cycle is then determined as follows:
GCNG = MCNG*cf*10,000/(FCnorm*dist*d)
Where:
GCNG: the CNG energy ratio (%);

MCNG: the CNG mass consumed during the cycle (kg);
FCnorm: the fuel consumption (m3/100 km) calculated in accordance with paragraph
1.4.3. (c) of Annex 6 to Regulation No. 101;
dist: distance travelled during the cycle (km);
d: density d = 0.654kg/m3;
cf: correction factor, assuming the following values:
cf = 1 in case of G20 reference fuel;
cf = 0.78 in case of G25 reference fuel.
17. Emissions Test Procedure for a Vehicle

System – Annex 13
Annex 13
17.1 Introduction
This annex defines the specific provisions regarding type approval of a vehicle equipped
with a periodically regenerating system as defined in paragraph 2.20. of this Regulation.
17.2 Test Procedure

The vehicle may be equipped with a switch capable of preventing or permitting the
regeneration process provided that this operation has no effect on original engine
calibration. This switch shall be permitted only for the purpose of preventing
regeneration during loading of the regeneration system and during the pre-conditioning
cycles. However, it shall not be used during the measurement of emissions during the
regeneration phase; rather the emission test shall be carried out with the unchanged
Original Equipment Manufacturer's (OEM) control unit.
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System – Annex 13
3.1. Exhaust emission measurement between two cycles where regenerative phases
occur
Average emissions between regeneration phases and during loading of the regenerative
device shall be determined from the arithmetic mean of several approximately
equidistant (if more than 2) Type I operating cycles or equivalent engine test bench
cycles. As an alternative the manufacturer may provide data to show that the emissions
remain constant (±15 per cent) between regeneration phases. In this case, the
emissions measured during the regular Type I test may be used. In any other case
emissions measurement for at least two Type I operating cycles or equivalent engine
test bench cycles shall be completed: one immediately after regeneration (before new
loading) and one as close as possible prior to a regeneration phase. All emissions
measurements and calculations shall be carried out according to Annex 4a, paragraphs
5., 6., 7. and 8.
Determination of average emissions for a single regenerative system shall be according

to paragraph 3.3. of this annex and for multiple regeneration systems according to
paragraph 3.4. of this annex.
3.1.2. The loading process and Ki determination shall be made during the Type I
operating cycle, on a chassis dynamometer or on an engine test bench using an
equivalent test cycle. These cycles may be run continuously (i.e. without the need to
switch the engine off between cycles). After any number of completed cycles, the vehicle
may be removed from the chassis dynamometer, and the test continued at a later time.
3.1.3. The number of cycles (D) between two cycles where regeneration phases occur,
the number of cycles over which emissions measurements are made (n), and each
emissions measurement (M'sij) shall be reported.
3.2. Measurement of emissions during regeneration
3.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration
phase, may be completed using the preparation cycles in paragraph 5.3. of Annex 4a or
equivalent engine test bench cycles, depending on the loading procedure chosen in
paragraph 3.1.2. above.
3.2.2. The test and vehicle conditions for the Type I test described in Annex 4a apply
before the first valid emission test is carried out.
3.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be
ensured by one of the following methods:
3.2.3.1. A "dummy" regenerating system or partial system may be fitted for the pre-
conditioning cycles.
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System – Annex 13
3.2.3.2. Any other method agreed between the manufacturer and the type approval
authority.
3.2.4. A cold-start exhaust emission test including a regeneration process shall be

performed according to the Type I operating cycle, or equivalent engine test bench
cycle. If the emissions tests between two cycles where regeneration phases occur are
carried out on an engine test bench, the emissions test including a regeneration phase
shall also be carried out on an engine test bench.
3.2.5. If the regeneration process requires more than one operating cycle, subsequent
test cycle(s) shall be driven immediately, without switching the engine off, until complete
regeneration has been achieved (each cycle shall be completed). The time necessary to
set up a new test should be as short as possible (e.g. particular matter filter change).
The engine shall be switched off during this period.
3.2.6. The emission values during regeneration (Mri) shall be calculated according to
Annex 4a, paragraph 8. The number of operating cycles (d) measured for complete
regeneration shall be recorded.
3.3. Calculation of the combined exhaust emissions of a single regenerating system
where for each pollutant (i) considered:
M'sij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or
equivalent engine test bench cycle) without regeneration
M'rij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or
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System – Annex 13
equivalent engine test bench cycle) during regeneration. (if d > 1, the first Type I
test is run cold, and subsequent cycles are hot)
Msi = mean mass emission of pollutant (i) in g/km without regeneration
Mri = mean mass emission of pollutant (i) in g/km during regeneration
Mpi = mean mass emission of pollutant (i) in g/km
n= number of test points at which emissions measurements (Type I operating cycles
or equivalent engine test bench cycles) are made between two cycles where
regenerative phases occur, ≥ 2
d= number of operating cycles required for regeneration
D = number of operating cycles between two cycles where regenerative phases occur
For exemplary illustration of measurement parameters see Figure 8/1.
Figure 8/1: Parameters measured during emissions test during and between
cycles where regeneration occurs (schematic example, the emissions during 'D'
may increase or decrease)
3.3.1. Calculation of the regeneration factor K for each pollutant (i) considered
Ki = Mpi / Msi
Msi, Mpi and Ki results shall be recorded in the test report delivered by the technical
service.
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System – Annex 13
Ki may be determined following the completion of a single sequence.
3.4. Calculation of combined exhaust emissions of multiple periodic regenerating

Systems
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System – Annex 13
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System – Annex 13
where:
Msi = mean mass emission of all events k of pollutant (i) in g/km without regeneration
Mri = mean mass emission of all events k of pollutant (i) in g/km during regeneration
Mpi = mean mass emission of all events k of pollutant (i) in g/km
Msik = mean mass emission of event k of pollutant (i) in g/km without regeneration
Mrik = mean mass emission of event k of pollutant (i) in g/km during regeneration
M'sik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) without regeneration; measured at point;
1 ≤ j ≤ nk
M'rik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) during regeneration (when j > 1, the first
Type I test is run cold, and subsequent cycles are hot); measured at operating
cycle j; 1 ≤ j ≤ nk
nk = number of test points of event k at which emissions measurements (Type I
operating cycles or equivalent engine test bench cycles) are made between two
cycles where regenerative phases occur, ≥2
dk = number of operating cycles of event k required for regeneration
Dk = number of operating cycles of event k between two cycles where regenerative
phases occur
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System – Annex 13
cycles where regeneration occurs (schematic example)
For more details of the schematic process see Figure 8/3
cycles where regeneration occurs (schematic example)
For application of a simple and realistic case, the following description gives a detailed
explanation of the schematic example shown in Figure 8/3 above:
1. DPF: regenerative, equidistant events, similar emissions (±15 per cent) from event to
event
2. DeNOx: the desulphurisation (SO2 removal) event is initiated before an influence of

sulphur on emissions is detectable (±15 per cent of measured emissions) and in this
example for exothermic reason together with the last DPF regeneration event
performed.
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System – Annex 13
3. Complete system (DPF + DeNOx):
The calculation of the factor (Ki) for multiple periodic regenerating systems is only
possible after a certain number of regeneration phases for each system. After
performing the complete procedure (A to B, see Figure 8/2), the original starting
conditions A should be reached again.
3.4.1. Extension of approval for a multiple periodic regeneration system
3.4.1.1. If the technical parameter(s) and or the regeneration strategy of a multiple

regeneration system for all events within this combined system are changed, the
complete procedure including all regenerative devices should be performed by
measurements to update the multiple ki – factor.
3.4.1.2. If a single device of the multiple regeneration system changed only in strategy
parameters (i.e. such as "D" and/or "d" for DPF) and the manufacturer could present
technical feasible data and information to the Technical Service that:
(a) there is no detectable interaction to the other device(s) of the system, and
(b) the important parameters (i.e. construction, working principle, volume, location etc.)
are identical, the necessary update procedure for ki could be simplified.
As agreed between the manufacturer and the Technical Service in such a case only a
single event of sampling/storage and regeneration should be performed and the test
results ("Msi", "Mri") in combination with the changed parameters ("D" and/or "d") could
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Emissions Test Procedure for Hybrid Electric
Vehicles (HEV) – Annex 14
be introduced in the relevant formula(s) to update the multiple ki - factor in a

mathematical way under substitution of the existing basis ki – factor formula(s).
18. Emissions Test Procedure for Hybrid Electric

Annex 14
18.1 Introduction
1.1. This annex defines the specific provisions regarding type approval of a hybrid
electric vehicle (HEV) as defined in paragraph 2.21.2. of this Regulation.
1.2. As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid
electric vehicles shall be tested according to Annex 4a, 5, 6, 7, 9, 8 and 11 respectively,
unless modified by this annex.
1.3. For the Type I test only, OVC vehicles (as categorized in paragraph 2.) shall be
tested according to condition A and to condition B. The test results under both conditions
A and B and the weighted values shall be reported in the communication form.
1.4. The emissions test results shall comply with the limits under all specified test
conditions of this Regulation.
18.2 Categories of Hybrid Electric Vehicles

Not Off-Vehicle Charging
Vehicle
Off-Vehicle Charging (1) (2)
charging
(OVC) (NOVC)
Operating
mode switch Without With Without With
(1) also known as "externally chargeable"

(2) also known as "not externally chargeable"
18.3 Type I Test Methods

3.1. EXTERNALLY CHARGEABLE (OVC HEV) WITHOUT AN OPERATING
MODE SWITCH
3.1.1. Two tests shall be performed under the following conditions:

Condition A: Test shall be carried out with a fully charged electrical energy/power
storage device.
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Condition B: Test shall be carried out with an electrical energy/power storage device in
minimum state of charge (maximum discharge of capacity).
The profile of the state of charge (SOC) of the electrical energy/power storage device
during different stages of the Type I test is given in Appendix 1.
3.1.2. Condition A
3.1.2.1. The procedure shall start with the discharge of the electrical energy/power
storage device of the vehicle while driving (on the test track, on a chassis dynamometer,
etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,
(b) Or, if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel
consuming engine, the speed shall be reduced until the vehicle can run a lower steady
speed where the fuel consuming engine does not start up for a defined time/distance (to
be specified between technical service and manufacturer),
(c) Or with manufacturers' recommendation.

The fuel consuming engine shall be stopped within 10 seconds of it being automatically
started.
3.1.2.2. Conditioning of vehicle
3.1.2.2.1. For compression-ignition engined vehicles, the Part Two cycle described in
Appendix 1 of Annex 4a shall be used. Three consecutive cycles shall be driven
according to paragraph 3.1.2.5.3. below.
3.1.2.2.2. Vehicles fitted with positive-ignition engines shall be preconditioned with one
Part One and two Part Two driving cycles according to paragraph 3.1.2.5.3. below.
3.1.2.3. After this preconditioning, and before testing, the vehicle shall be kept in a room
in which the temperature remains relatively constant between 293 and 303 K (20 °C and
30 °C). This conditioning shall be carried out for at least six hours and continue until the
engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the
room, and the electrical energy/power storage device is fully charged as a result of the
charging prescribed in paragraph 3.1.2.4. below.
3.1.2.4. During soak, the electrical energy/power storage device shall be charged:
(a) With the on board charger if fitted, or
(b) With an external charger recommended by the manufacturer, using the normal
overnight charging procedure.
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This procedure excludes all types of special charges that could be automatically or
manually initiated like, for instance, the equalization charges or the servicing charges.
The manufacturer shall declare that during the test, a special charge procedure has not
occurred.
3.1.2.5. Test procedure
3.1.2.5.1. The vehicle shall be started up by the means provided for normal use to the
driver.
The first cycle starts on the initiation of the vehicle start-up procedure. 3.1.2.5.2. The test
procedures defined in either paragraph 3.1.2.5.2.1. or 3.1.2.5.2.2. may be used in line
with the procedure chosen in Regulation No. 101, Annex 8, paragraph 3.2.3.2.
3.1.2.5.2.1. Sampling shall begin (BS) before or at the initiation of the vehicle start up
procedure and end on conclusion of the final idling period in the extra-urban cycle (Part
Two, end of sampling (ES)).
procedure and continue over a number of repeat test cycles. It shall end on conclusion
of the final idling period in the first extra-urban (Part Two) cycle during which the battery
reached the minimum state of charge according to the criterion defined below (end of
sampling (ES)).
The electricity balance Q [Ah] is measured over each combined cycle, using the
procedure specified in Appendix 2 of Annex 8 to Regulation No. 101, and used to
determine when the battery minimum state of charge has been reached.
The battery minimum state of charge is considered to have been reached in combined
cycle N if the electricity balance measured during combined cycle N+1 is not more than
a 3 per cent discharge, expressed as a percentage of the nominal capacity of the battery
(in Ah) in its maximum state of charge, as declared by the manufacturer. At the
manufacturer's request additional test cycles may be run and their results included in the
calculations in paragraphs 3.1.2.5.5. and 3.1.4.2. provided that the electricity balance for
each additional test cycle shows less discharge of the battery than over the previous
cycle.
In between each of the cycles a hot soak period of up to 10 minutes is allowed. The
power train shall be switched off during this period.
3.1.2.5.3. The vehicle shall be driven according to Annex 4a, or in case of special gear
shifting strategy, according to the manufacturer's instructions, as incorporated in the
drivers' handbook of production vehicles and indicated by a technical gear shift
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instrument (for drivers' information). For these vehicles the gear shifting points
prescribed in Annex 4a, Appendix 1 are not applied. For the pattern of the operating
curve the description according to paragraph 2.3.3. in Annex 4a shall apply.
3.1.2.5.4. The exhaust gases shall be analyzed according to Annex 4a.
3.1.2.5.5. The test results shall be compared to the limits prescribed in paragraph
5.3.1.4. of this Regulation and the average emission of each pollutant in grams per
kilometre for Condition A shall be calculated (M1i).
3.1.3. Condition B
3.1.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in
Appendix 1 of Annex 4a shall be used. Three consecutive cycles shall be driven
3.1.3.2. The electrical energy/power storage device of the vehicle shall be discharged
while driving (on the test track, on a chassis dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up,
(b) Or if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel
speed where the fuel consuming engine just does not start up for a defined
time/distance (to be specified between technical service and manufacturer),
(c) Or with manufacturers' recommendation.

started.
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room.
driver. The first cycle starts on the initiation of the vehicle start-up procedure.
3.1.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up
3.1.3.4.4. The exhaust gases shall be analyzed according to Annex 4a.
3.1.3.5. The test results shall be compared to the limits prescribed in paragraph 5.3.1.4.
of this Regulation and the average emission of each pollutant for Condition B shall be
calculated (M2i).
3.1.4. Test results
3.1.4.1. In the case of testing according to paragraph 3.1.2.5.2.1.
For communication, the weighted values shall be calculated as below

For communication, the weighted values shall be calculated as below:
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where:
Mi = mass emission of the pollutant i in grams per kilometre.
M1i = average mass emission of the pollutant i in grams per kilometre with a fully
charged electrical energy/power storage device calculated in paragraph 3.1.2.5.5.
M2i = average mass emission of the pollutant i in grams per kilometre with an electrical
energy/power storage device in minimum state of charge (maximum discharge of
capacity) calculated in paragraph 3.1.3.5.
De = vehicle electric range, according to the procedure described in Regulation No.
101, Annex 9, where the manufacturer shall provide the means for performing the
measurement with the vehicle running in pure electric mode.
Dav = 25 km (average distance between two battery recharges).
Dovc = OVC range according to the procedure described in Regulation No. 101,
18.3.1 Externally chargeable (OVC HEV) with an operating

Mode Switch
3.2.1. Two tests shall be performed under the following conditions:
3.2.1.1. Condition A: Test shall be carried out with a fully charged electrical
energy/power storage device.
3.2.1.2. Condition B: Test shall be carried out with an electrical energy/power storage
device in minimum state of charge (maximum discharge of capacity).
3.2.1.3. The operating mode switch shall be positioned according the table below:
Hybrid- -Pure fuel

-Pure electric -Pure electric -Hybrid mode n (1)
modes consuming
-Pure fuel
......
consuming
-Hybrid -Hybrid -Hybrid -Hybrid mode m (1)
Battery
state
Switch in position Switch in position Switch in position Switch in position
of charge
Condition A Most electric hybrid
Hybrid Hybrid Hybrid
Fully charged mode (2)
Condition B
Most fuel consuming
Min. state of Hybrid Fuel consuming Fuel consuming
mode (3)
charge
Notes:
(1) For instance: sport, economic, urban, extra-urban position ...
(2) Most electric hybrid mode:
The hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid
modes when tested in accordance with condition A of paragraph 4. of Annex 10 to Regulation No. 101, to
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be established based on information provided by the manufacturer and in agreement with the technical
service.
(3) Most fuel consuming mode:
The hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes
when tested in accordance with condition B of paragraph 4. of Annex 10 to Regulation No. 101, to be
established based on information provided by the manufacturer and in agreement with the technical
service.
3.2.2. Condition A
3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, on the
request of the manufacturer, the Type I test may be carried out in pure electric mode.
In this case, engine preconditioning prescribed in paragraph 3.2.2.3.1. or 3.2.2.3.2 can
be omitted..
3.2.2.2. The procedure shall start with the discharge of the electrical energy/power
storage device of the vehicle while driving with the switch in pure electric position (on the
test track, on a chassis dynamometer, etc.) at a steady speed of 70 per cent ± 5 per cent
of the maximum thirty minutes speed of the vehicle (determined according to Regulation
No. 101).
Stopping the discharge occurs:
(a) When the vehicle is not able to run at 65 per cent of the maximum thirty minutes
speed; or
(b) When an indication to stop the vehicle is given to the driver by the standard onboard
instrumentation, or
(c) After covering the distance of 100 km.
If the vehicle is not equipped with a pure electric mode, the electrical energy/power
storage device discharge shall be achieved by driving the vehicle (on the test track, on a
chassis dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up, or
(b) If a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel
be specified between technical service and manufacturer), or
(c) With manufacturers' recommendation.

started.
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Appendix 1 to the Annex 4a shall be used. Three consecutive cycles shall be driven
room, and the electrical energy/power storage device is fully charged as a result of the
charging prescribed in paragraph 3.2.2.5.
3.2.2.5. During soak, the electrical energy/power storage device shall be charged:
(a) With the on board charger if fitted, or
(b) With an external charger recommended by the manufacturer, using the normal
overnight charging procedure.
This procedure excludes all types of special charges that could be automatically or
manually initiated like, for instance, the equalisation charges or the servicing charges.
The manufacturer shall declare that during the test, a special charge procedure has not
occurred.
3.2.2.6.2. The test procedures defined in either paragraph 3.2.2.6.2.1. or 3.2.2.6.2.2.

may be used in line with the procedure chosen in Regulation No. 101, Annex 8,
paragraph 4.2.4.2.
procedure and continue over a number of repeat test cycles. It shall end on conclusion
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of the final idling period in the first extra-urban (Part Two) cycle during which the battery
has reached the minimum state of charge according to the criterion defined below (end
of sampling (ES)).
The electricity balance Q [Ah] is measured over each combined cycle, using the
procedure specified in Appendix 2 of Annex 8 to Regulation No. 101, and used to
determine when the battery minimum state of charge has been reached.
The battery minimum state of charge is considered to have been reached in combined
cycle N if the electricity balance measured during combined cycle N+1 is not more than
a 3 per cent discharge, expressed as a percentage of the nominal capacity of the battery
(in Ah) in its maximum state of charge, as declared by the manufacturer. At the
manufacturer's request additional test cycles may be run and their results included in the
calculations in paragraphs 3.2.2.7. and 3.2.4.3. provided that the electricity balance for
each additional test cycle shows less discharge of the battery than over the previous
cycle.
In between each of the cycles a hot soak period of up to 10 minutes is allowed. The
power train shall be switched off during this period.
3.2.2.6.4. The exhaust gases shall be analysed according to Annex 4a.
of this Regulation and the average emission of each pollutant in grams per kilometre for
Condition A shall be calculated (M1i).
3.2.3. Condition B
Appendix 1 to the Annex 4a shall be used. Three consecutive cycles shall be driven
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3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged
according to paragraph 3.2.2.2.
room.
3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up
3.2.3.4.4. The exhaust gases shall be analysed according to Annex 4a.
of this Regulation and the average emission of each pollutant for Condition B shall be
calculated (M2i).
3.2.4. Test results
For communication, the weighted values shall be calculated as below:
where :
Mi = mass emission of the pollutant i in grams per kilometre

charged electrical energy/power storage device calculated in paragraph 3.2.2.7.
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De = vehicle electric range with the switch in pure electric position, according to the
procedure described in Regulation No. 101, Annex 9. If there is not a pure electric
position, the manufacturer shall provide the means for performing the measurement with
the vehicle running in pure electric mode.
Dav = 25 km (average distance between two battery recharge).

For communication, the weighted values shall be calculated as below
where:
Mi = mass emission of the pollutant i in grams per kilometre.
charged electrical energy/power storage device calculated in paragraph 3.2.2.7.
Dovc = OVC range according to the procedure described in Regulation No. 101,
Annex 9.
Dav = 25 km (average distance between two battery recharges).
18.3.2 Not externally chargeable (NOT-OVC HEV) without an

operating Mode Switch
3.3.1. These vehicles shall be tested according to Annex 4a.
3.3.2. For preconditioning, at least two consecutive complete driving cycles (one Part
One and one Part Two) are carried out without soak.
3.3.3. The vehicle shall be driven according to Annex 4a, or in case of special gear
shifting strategy according to the manufacturer's instructions, as incorporated in the
instrument (for drivers information). For these vehicles the gear shifting points
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18.3.3 Not externally chargeable (NOT-OVC HEV) with an

operating Mode Switch
3.4.1. These vehicles are preconditioned and tested in hybrid mode according to Annex
4a.
3.4.2. For preconditioning, at least two consecutive complete driving cycles (one Part
One and one Part Two) shall be carried out without soak.
3.4.3. The vehicle shall be driven according to Annex 4a, or in case of special gear
shifting strategy according to the manufacturer's instructions, as incorporated in the
instrument (for drivers information). For these vehicles the gear shifting points
18.4 Type II Test Methods

4.1. The vehicles shall be tested according to Annex 5 with the fuel consuming engine
running. The manufacturer shall provide a "service mode" that makes execution of this
test possible.
If necessary, the special procedure provided for in paragraph 5.1.6. to the Regulation
shall be used.
18.5 Type III Test Methods

5.1. The vehicles shall be tested according to Annex 6 with the fuel consuming engine
running. The manufacturer shall provide a "service mode" that makes execution of this
test possible.
5.2. The tests shall be carried out only for conditions 1 and 2 of the paragraph 3.2. of
Annex 6. If for any reasons it is not possible to test on condition 2, alternatively another
steady speed condition (with fuel consuming engine running under load) should be
carried out.
18.6 Type IV Test Methods

6.1. The vehicles shall be tested according to Annex 7.
6.2. Before starting the test procedure (paragraph 5.1. of Annex 7), the vehicles shall be
preconditioned as follows:
6.2.1. For OVC vehicles:
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6.2.1.1. OVC vehicles without an operating mode switch: the procedure shall start with
the discharge of the electrical energy/power storage device of the vehicle while driving
(on the test track, on a chassis dynamometer, etc.):
(a) at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts up, or
(b) if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel
speed where the fuel consuming engine just does not start up for a defined
time/distance (to be specified between technical service an manufacturer), or
(c) with manufacturer's recommendation.

started.
6.2.1.2. OVC vehicles with an operating mode switch: the procedure shall start with the
discharge of the electrical energy/power storage device of the vehicle while driving with
the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at
a steady speed of 70 per cent ± 5 per cent from the maximum thirty minutes speed of
the vehicle.
Stopping the discharge occurs:
(a) when the vehicle is not able to run at 65 per cent of the maximum thirty minutes
speed, or
(b) when an indication to stop the vehicle is given to the driver by the standard onboard
instrumentation, or
(c) after covering the distance of 100 km.

If the vehicle is not equipped with a pure electric mode, the electrical energy/power
storage device discharge shall be conducted with the vehicle driving (on the test track,
on a chassis dynamometer, etc.):
(a) at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts
up, or
(b) if a vehicle cannot reach a steady speed of 50 km/h without starting up the fuel
be specified between technical service and manufacturer), or
(c) with manufacturer's recommendation.

The engine shall be stopped within 10 seconds of it being automatically started.
AVL Emission Report

74
Pollutants
6.2.2. For NOVC vehicles:
6.2.2.1. NOVC vehicles without an operating mode switch: the procedure shall start with
a preconditioning of at least two consecutive complete driving cycles (one Part One and
one Part Two) without soak.
6.2.2.2. NOVC vehicles with an operating mode switch: the procedure shall start with a
preconditioning of at least two consecutive complete driving cycles (one Part One and
one Part Two) without soak, performed with the vehicle running in hybrid mode. If
several hybrid modes are available, the test shall be carried out in the mode which is
automatically set after turn on of the ignition key (normal mode).
6.3. The preconditioning drive and the dynamometer test shall be carried out according
to paragraphs 5.2. and 5.4. of Annex 7:
6.3.1. For OVC vehicles: under the same conditions as specified by condition B of the
Type I test (paragraphs 3.1.3. and 3.2.3.).
6.3.2. For NOVC vehicles: under the same conditions as in the Type I test.
18.7 Type V Test Methods

7.2. For OVC vehicles:

It is allowed to charge the electrical energy/power storage device twice a day during
mileage accumulation.
For OVC vehicles with an operating mode switch, mileage accumulation should be
driven in the mode which is automatically set after turn on of the ignition key (normal
mode).
During the mileage accumulation a change into another hybrid mode is allowed if
necessary in order to continue the mileage accumulation after agreement of the
technical service.
The measurements of emissions of pollutants shall be carried out under the same
conditions as specified by condition B of the Type I test (paragraphs 3.1.3. and 3.2.3.).
7.3. For NOVC vehicles:

For NOVC vehicles with an operating mode switch, mileage accumulation shall be
driven in the mode which is automatically set after turn on of the ignition key (normal
mode).
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75
Pollutants
The measurements of emissions of pollutants shall be carried out in the same conditions
as in the Type I test.
8. TYPE VI TEST METHODS
8.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out
under the same conditions as specified for condition B of the Type I test (paragraphs
3.1.3. and 3.2.3.).
8.3. For NOVC vehicles, the measurements of emissions of pollutants shall be carried
out under the same conditions as in the Type I test.
9. ON BOARD DIAGNOSTICS (OBD) TEST METHODS
9.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out
under the same conditions as specified for condition B of the Type I test (paragraphs
3.1.3. and 3.2.3.).
9.3. For NOVC vehicles, the measurements of emissions of pollutants shall be carried
out under the same conditions as in the Type I test.
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76
Pollutants
NEWS & UPDATES
NEWS & UPDATES
14 February 2018
General Provisions corrected and
Updated because of
Supplement 9 to the 06 series of amendments – Date of entry into force 10 October

2017
17 October 2017
Editorial changes
08 August 2017

2017
14 June 2017
Updated because of

2016

February 2017
Proposal for Supplement 8 to the 06 series of amendments – Possible date of

entry into force 22 June 2017
Proposal for Supplement 9 to the 06 series of amendments – Possible date of

entry into force 10 October 2017
Proposal for Supplement 10 to the 06 series of amendments – 5 April 2017
30 August 2016
Editorial changes
AVL Emission Report

77
Pollutants
NEWS & UPDATES
29 August 2016
added:
Proposal adopted in June 2016, possible date of entry into force: 02. February 2017 to
Proposal for Supplement 7 to the 06 series of amendments to R83
12 August 2016
Editorial changes
12 July 2016
Proposal for Supplement 7 to the 06 series of amendments to Regulation No. 83

(Emissions of M1 and N1 vehicles), 8 April 2016 added
20 May 2016
Document updated because of:
Proposal for a new Supplement to the 06 and 07 series of amendments to

Regulation No. 83
25 March 2016
Document updated because of
Supplement 5 to the 06 series of amendments – Date of entry into force: 29 January

2016
and Proposal for Supplement 6 to the 06 series of amendments added
31 July 2015
New Layout
29 June 2015
Supplement 4 to the 06 series of amendments – Date of entry into force: 22 January

2015
AVL Emission Report

78
Pollutants
NEWS & UPDATES
27 April 2015
Proposal for amendments to the 06 series of amendments to Regulation No. 83

(Emissions of M1 and N1 vehicles) - 4 November 2014
Seventieth session
Geneva, 13-16 January 2015
AVL Emission Report

79

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UNR 83.

NEWS & UPDATES

1.2.1.2.3 UNR 83.06 Emission of Pollutants ................................................ 3

AVL Emission Report

AVL Emission Report

1.2.1.2.3 UNR 83.06 Emission of Pollutants

Supplement 1 to the 06 series of amendments – 23 June 2011

Supplement 5 to the 06 series of amendments – Date of entry into force: 29

Supplement 6 to the 06 series of amendments – Date of entry into force: 18 June

Supplement 7 to the 06 series of amendments – Date of entry into force: 9

Supplement 8 to the 06 series of amendments – Date of entry into force: 22 June

Supplement 9 to the 06 series of amendments – Date of entry into force 10

Proposal for Supplement 10 to the 06 series of amendments – 5 April 2017

AVL Emission Report

1. Scope and Definitions

1 As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), document

AVL Emission Report

(a) C1H2.525 for liquefied petroleum gas (LPG);

2.20. "Periodically regenerating system" means an anti-pollution device (e.g. catalytic

AVL Emission Report

At the request of the manufacturer, the test procedure specific to periodically

2.21. Hybrid vehicles (HV)

2.21.1. General definition of hybrid vehicles (HV):

2.21.2. Definition of hybrid electric vehicles (HEV):

an electrical energy/power storage device (e.g.: battery, capacitor,

AVL Emission Report

2. Specifications and Tests

AVL Emission Report

Application of test requirements for type approval and extensions

tested with either E5 or E10 and either B5 or B7 fuels, respectively.

AVL Emission Report

2.2 Type I Test and Emission Limits

AVL Emission Report

2.3 Type II Test

2.4 Type III Test

AVL Emission Report

2.5 Type IV Test

5.3.4.2. Evaporative emissions shall be less than 2 g/test.

2.6 Type VI Test

This information shall also include a description of any effects on emissions.

AVL Emission Report

2.7 Type V Test

5.3.6.2. Notwithstanding the requirement of paragraph 5.3.6.1., a manufacturer may

Engine Assigned deterioration factors

AVL Emission Report

2.8 Emission Data Required for Roadworthiness

(b) The Lambda value shall be recorded;

2.9 On-Board Diagnostics (OBD) – Test

3. Extensions to Type Approvals

AVL Emission Report

7.1.2. Vehicles with different overall transmission ratios

7.1.3. Vehicles with different reference masses and transmission ratios

7.1.2. are fulfilled.

7.1.4. Vehicles with periodically regenerating systems

7.1.4.1. Identical parameters for extending approval are:

AVL Emission Report

Periodically regenerating system (i.e. catalyst, particulate trap):

Type and working principle;

Dosage and additive system;