{
  "url": "https://openlegislation.uk/eu-regulation-2016-1824/annex-III",
  "json_url": "https://openlegislation.uk/eu-regulation-2016-1824/annex-III.json",
  "legislation": "eur/2016/1824",
  "legislation_title": "Commission Delegated Regulation (EU) 2016/1824 of 14 July 2016 amending Delegated Regulation (EU) No 3/2014, Delegated Regulation (EU) No 44/2014 and Delegated Regulation (EU) No 134/2014 with regard, respectively, to vehicle functional safety requirements, to vehicle construction and general requirements and to environmental and propulsion unit performance requirements (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2016-1824",
  "path": "annex/III",
  "kind": "annex",
  "number": "III",
  "heading": "Amendments to Delegated Regulation (EU) No 134/2014",
  "text": "The Annexes to Delegated Regulation (EU) No 134/2014 are amended as follows:\n(1) Annex II is amended as follows:\n(a) points 4.5.5.2.1.1. and 4.5.5.2.1.2. are replaced by the following:\n‘4.5.5.2.1.1.\nStep 1 — Calculation of shift speeds\nUpshift speeds (v1→2 and vi→i + 1) in km/h during acceleration phases shall be calculated using the following formulae:\nEquation 2-3:\nv 1→2 = 0,5753 × e − 1,9 × P n m k − 0,1 × s − n idle + n idle × 1 ndv 1\nEquation 2-4:\nv i→i − 1 = 0,5753 × e − 1,9 × P n m k × s − n idle + n idle × 1 ndv i − 2 , i = 2 to ng – 1\nwhere:\n‘i’ is the gear number (≥ 2)\n‘ng’ is the total number of forward gears\n‘Pn’ is the rated power in kW\n‘mk’ is the reference mass in kg\n‘nidle’ is the idling speed in min– 1\n‘s’ is the rated engine speed in min– 1\n‘ndvi’ is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear ‘i’\n4.5.5.2.1.2.\nDownshift speeds (vi→i – 1) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula:\nEquation 2-5:\nv i→i − 1 = 0,5753 × e − 1,9 × P n m k × s − n idle + n idle × 1 ndv i − 2 , i = 4 to ng\nwhere:\ni is the gear number (≥ 4)\nng is the total number of forward gears\nPn is the rated power in kW\nmk is the reference mass in kg\nnidle is the idling speed in min– 1\ns is the rated engine speed in min– 1\nndvi-2 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear i – 2\nThe downshift speed from gear 3 to gear 2 (v3→2) shall be calculated using the following equation:\nEquation 2-6:\nv 3→2 = 0,5753 × e − 1,9 × P n m k − 0,1 × s − n idle + n idle × 1 ndv 1 where:\nPn is the rated power in kW\nmk is the reference mass in kg\nnidle is the idling speed in min– 1\ns is the rated engine speed in min– 1\nndv1 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear 1\nThe downshift speed from gear 2 to gear 1 (v2→1) shall be calculated using the following equation:\nEquation 2-7:\nv 2→1 = 0,03 × s − n idle + n idle × 1 ndv 2 where:\nndv2 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear 2\nSince the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v1→2, v2→3 and vi→i + 1) in km/h during cruise phases shall be calculated using the following equations:\nEquation 2-7a:\nv 1→2 = 0,03 × s − n idle + n idle × 1 ndv 2\nEquation 2-8:\nv 2→3 = 0,5753 × e − 1,9 × P n m k − 0,1 × s − n idle + n idle × 1 ndv 1\nEquation 2-9:\nv i→i + 1 = 0,5753 × e − 1,9 × P n m k × s − n idle + n idle × 1 ndv i − 1 , i = 3 to ng’\n(b) points 6.1.1.4.2. to 6.1.1.4.7. are replaced by the following:\n‘6.1.1.4.2.\nHydrocarbons (HC)\nThe mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:\nEquation 2-33:\nHC m = 1 S × V × d HC × HC C 10 6 where:\nHCm is the mass of hydrocarbons emitted during the test part, in mg/km;\nS is the distance defined in point 6.1.1.3.;\nV is the total volume, defined in point 6.1.1.4.1.;\ndHC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa);\ndHC 0,631 · 103 mg/m3 for petrol (E5) (C1H1,89O0,016);\n= 932 · 103 mg/m3 for ethanol (E85) (C1H2,74O0,385);\n= 622 · 103 mg/m3 for diesel (B5) (C1Hl,86O0,005);\n= 649 · 103 mg/m3 for LPG (C1H2,525);\n= 714 · 103 mg/m3 for NG/biogas (C1H4);\n= 9,104 × A + 136 1524,152 − 0,583 × A × 10 6 mg/m3 for H2NG (with A = NG/biomethane quantity within the H2NG mixture in (volume %)).\nHCc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation:\nEquation 2-34:\nHC c = HC e − HC d × 1 − 1 DiF where:\nHCe is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of diluted gases collected in bag(s) A;\nHCd is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of dilution air collected in bag(s) B;\nDiF is the coefficient defined in point 6.1.1.4.7.\nThe non-methane hydrocarbon (NMHC) concentration is calculated as follows:\nEquation 2-35:\nCNMHC = CTHC – (Rf CH4 · CCH4)\nwhere:\nCNMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent;\nCTHC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air;\nCCH4 = concentration of methane (CH4) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH4 contained in the dilution air;\nRf CH4 is the FID response factor to methane as defined in point 5.2.3.4.1.\n6.1.1.4.3.\nCarbon monoxide (CO)\nThe mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:\nEquation 2-36:\nCO m = 1 S × V × d CO × CO C 10 6 where:\nCOm is the mass of carbon monoxide emitted during the test part, in mg/km;\nS is the distance defined in point 6.1.1.3.;\nV is the total volume defined in point 6.1.1.4.1.;\ndCO is the density of the carbon monoxide, dCO = 1,25 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);\nCOc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation:\nEquation 2-37:\nCO c = CO e − CO d × 1 − 1 DiF where:\nCOe is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of diluted gases collected in bag(s) A;\nCOd is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of dilution air collected in bag(s) B;\nDiF is the coefficient defined in point 6.1.1.4.7.\n6.1.1.4.4.\nNitrogen oxides (NOx)\nThe mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:\nEquation 2-38:\nNO xm = 1 S × V × d NO 2 × NO xc × K h 10 6 where:\nNOxm is the mass of nitrogen oxides emitted during the test part, in mg/km;\nS is the distance defined in point 6.1.1.3.;\nV is the total volume defined in point 6.1.1.4.1.;\nd NO 2 is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide, d NO 2 = 2,05 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);\nNOxc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation:\nEquation 2-39:\nNO xc = NO xe − NO xd × 1 − 1 DiF where:\nNOxe is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of diluted gases collected in bag(s) A;\nNOxd is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of dilution air collected in bag(s) B;\nDiF is the coefficient defined in point 6.1.1.4.7.\nKh is the humidity correction factor, calculated using the following formula:\nEquation 2-40:\nK h = 1 1 − 0,0329 × H − 10,7 where:\nH is the absolute humidity in g of water per kg of dry air:\nEquation 2-41:\nH = 6,2111 × U × P d P a − P d × U 100 where:\nU is the humidity as a percentage;\nPd is the saturated pressure of water at the test temperature, in kPa;\nPa is the atmospheric pressure in kPa.\n6.1.1.4.5.\nParticulate matter mass\nParticulate emission Mp (mg/km) is calculated by means of the following equation:\nEquation 2-42:\nM p = V mix + V ep × P e V ep × d where exhaust gases are vented outside the tunnel;\nEquation 2-43:\nM p = V mix × P e V ep × S where exhaust gases are returned to the tunnel;\nwhere:\nVmix volume V of diluted exhaust gases under standard conditions;\nVep volume of exhaust gas flowing through particulate filter under standard conditions;\nPe particulate mass collected by filter(s) in mg;\nS is the distance defined in point 6.1.1.3.;\nMp particulate emission in mg/km.\nWhere correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows:\nEquation 2-44:\nM p = P e V ep − P a V ap × 1 − 1 DiF × V mix + V ep d where exhaust gases are vented outside the tunnel;\nEquation 2-45:\nM p = P e V ep − P a V ap × 1 − 1 DiF × V mix d where exhaust gases are returned to the tunnel;\nwhere:\nVap = volume of tunnel air flowing through the background particulate filter under standard conditions;\nPa = particulate mass collected by background filter;\nDiF is the coefficient defined in point 6.1.1.4.7.\nWhere application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass.\n6.1.1.4.6.\nCarbon dioxide (CO2)\nThe mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:\nEquation 2-46:\nCO 2 m = 1 S × V × d CO 2 × CO 2 c 10 2 where:\nCO2m is the mass of carbon dioxide emitted during the test part, in g/km;\nS is the distance defined in point 6.1.1.3.;\nV is the total volume defined in point 6.1.1.4.1.;\nd CO 2 is the density of the carbon monoxide, d CO 2 = 1,964 · 103 g/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);\nCO2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation:\nEquation 2-47:\nCO 2 c = CO 2 e − CO 2 d × 1 − 1 DiF where:\nCO2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag(s) A;\nCO2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag(s) B;\nDiF is the coefficient defined in point 6.1.1.4.7.\n6.1.1.4.7.\nDilution factor (DiF)\nThe dilution factor is calculated as follows:\nFor each reference fuel, except hydrogen:\nEquation 2-48:\nDiF = X C CO 2 + C HC + C CO × 10 − 4\nFor a fuel of composition CxHyOz, the general formula is:\nEquation 2-49:\nX = 100 × x x + y 2 + 3,76 × x + y 4 − z 2\nFor H2NG, the formula is:\nEquation 2-50:\nX = 65,4 × A 4,922 × A + 195,84\nFor hydrogen, the dilution factor is calculated as follows:\nEquation 2-51:\nDiF = X C H 2 O − C H 2 O − DA + C H 2 × 10 − 4\nFor the reference fuels contained in Appendix x, the values of ‘X’ are as follows:\nTable 1-8\nFactor ‘X’ in formulae to calculate DiF\nFuel\nX\nPetrol (E5)\n13,4\nDiesel (B5)\n13,5\nLPG\n11,9\nNG/biomethane\n9,5\nEthanol (E85)\n12,5\nHydrogen\n35,03\nIn these equations:\nC CO 2 concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume,\nCHC concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm carbon equivalent,\nCCO concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm,\nC H 2 O concentration of H2O in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume,\nC H 2 O − DA concentration of H2O in the air used for dilution, expressed in percent by volume,\nC H 2 concentration of hydrogen in the diluted exhaust gas contained in the sampling bag, expressed in ppm,\nA quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume.’;\n(c) in point 6.1.1.5.1.1., ‘Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles’ is replaced by ‘Weighting of results from ECE R40 and ECE R47 test cycles’;\n(d) in Appendix 1, in Table Ap 1-1, the row relating to symbol ‘DF’ is replaced by the following:\n‘\nDiF\nDilution factor\n—\n’\n(e) in Appendix 2, in point 1.1., the second sentence is replaced by the following:\n‘The fuel specifications in this Appendix are consistent with the reference fuel specifications in Annex 10 to UNECE regulation No 83 Revision 4.’;\n(f) In Appendix 11, point 3.2.1.3. is replaced by the following:\n‘3.2.1.3.\nThe operating mode switch shall be positioned in accordance with the table Ap11-2.\nTable Ap11-2\nLook-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position\nFor instance: sport, economic, urban, extra-urban position, etc.\nMost 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 point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.\nMost 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 point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.\nHybrid-modes -›\nPure electricHybrid\nPure fuel-consumingHybrid\nPure electricPure fuel-consumingHybrid\nHybrid mode nHybrid mode m\nBattery state of charge\nSwitch in position\nSwitch in position\nSwitch in position\nSwitch in position\nCondition A Fully charged\nHybrid\nHybrid\nHybrid\nMost electric hybrid mode\nCondition B Min. state of charge\nHybrid\nFuel-consuming\nFuel-consuming\nMost fuel-consuming mode\n’\n(2) Annex V is amended as follows:\n(a) Appendix 2 is amended as follows:\n(i) in point 1.1., the following sentence is added:\n‘In order to satisfy the evaporative emission test requirements set out in Regulation (EU) No 168/2013, only L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall be tested.’;\n(ii) in point 4.4., ‘301,2 ± 2 K (28 ± 5 °C)’ is replaced by ‘301,2 ± 5 K (28 ± 5 °C)’;\n(b) Appendix 3 is amended as follows:\n(i) in point 4.4.1., the first sentence is replaced by the following:\n‘The fuel tank heating system shall consist of at least two separate heat sources with two temperature controllers.’;\n(ii) in point 4.7.2., ‘Appendix 1’ is replaced by ‘Appendix 4’;\n(iii) point 5.2.3. is replaced by the following:\n‘5.2.3.\nThe vehicle is parked in the test area for the minimum period stated in Table Ap3-1.\nTable Ap3-1\nSHED test — minimum and maximum soak periods\nEngine capacity\nMinimum (hours)\nMaximum (hours)\n< 170 cm3\n6\n36\n170 cm3 ≤ engine capacity < 280 cm3\n8\n36\n≥ 280 cm3\n12\n36\n’\n(iv) points 5.3.1.5. and 5.3.1.6. are replaced by the following:\n‘5.3.1.5.\nThe fuel and vapour may be artificially heated to the starting temperatures of 288,7 K (15,5 °C) and 294,2 K (21,0 °C) ± 1 K respectively. An initial vapour temperature up to 5 °C above 21,0 °C may be used. For this condition, the vapour shall not be heated at the beginning of the diurnal test. When the fuel temperature has been raised to 5,5 °C below the vapour temperature by following the Tf function, the remainder of the vapour heating profile shall be followed.\n5.3.1.6.\nAs soon as the fuel temperature reaches 14,0 °C:\n(1) Install the fuel filler cap(s);\n(2) Turn off the purge blowers, if not already off at that time;\n(3) Close and seal enclosure doors.\nAs soon as the fuel reaches a temperature of 15,5 °C ± 1 °C the test procedure shall continue as follows:\n(a) the hydrocarbon concentration, barometric pressure and the temperature shall be measured to give the initial readings CHC, i, pi and Ti for the tank heat build test;\n(b) a linear heat build of 13,8 °C or 20 °C ± 0,5 °C over a period of 60 ± 2 minutes shall begin. The temperature of the fuel and fuel vapour during the heating shall conform to the function below to within ± 1,7 °C, or the closest possible function as described in 4.4:\nFor exposed type of fuel storage tanks:\nEquations B.3.3-1\nTf = 0,3333 · t + 15,5 °C\nTv = 0,3333 · t + 21,0 °C\nFor non-exposed type of fuel storage tanks:\nEquations B.3.3-2\nTf = 0,2222 · t + 15,5 °C\nTv = 0,2222 · t + 21,0 °C\nwhere:\nTf required temperature of fuel (°C);\nTv required temperature of vapour (°C);\nt time from start of the tank heat build in minutes.’;\n(c) Appendix 3.2 is amended as follows:\n(i) point 2 is replaced by the following:\n‘2.\nCarbon canister ageing\nFigure Ap3.2-1\nCarbon canister gas flow diagram and ports\nA carbon canister representative of the propulsion family of the vehicle as set out in Annex XI shall be selected as test canister and shall be marked in agreement with the approval authority and the technical service.’;\n(ii) point 3.1 is replaced by the following:\n‘3.1\nThe durability test shall actuate control valves, cables, and linkages, where applicable, and be representative for the operation conditions of these parts during the useful life of the vehicle if used under normal conditions and serviced in accordance with the manufacturer's recommendations. The accumulated distance and operation conditions of the type V durability test may be regarded as representative for the useful life of the vehicle.’;\n(3) Annex VI is amended as follows:\n(a) point 3.1.2 is replaced by the following:\n‘3.1.2.\nMultiple type I emission tests shall be conducted during the full distance accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1).\nFigure 5-1\nTest type V — durability test procedure with full distance accumulation\n’\n(b) point 3.2.2 is replaced by the following:\n‘3.2.2.\nMultiple type I emission tests shall be conducted during the partial distance accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2).\nFigure 5-2\nTest type V — accelerated durability test procedure with partial distance accumulation\n’\n(c) Appendix 1 is amended as follows:\n(i) point 2.6 is replaced by the following:\n‘2.6.\nVehicle classification for the type V test\n2.6.1.\nFor the purpose of accumulating distance in the SRC-LeCV, the L-vehicle categories shall be grouped in accordance with Table Ap1-1.\nTable Ap1-1\nL-vehicle category groups for the SRC-LeCV\nCycle\nWMTC Class\n1) Vehicle maximum design speed (km/h)\n2) Maximum net or continuous rated power (kW)\n1\n1\nvmax ≤ 50 km/h\n≤ 6 kW\n2\n50 km/h < vmax < 100 km/h\n< 14 kW\n3\n2\n100 km/h ≤ vmax < 130 km/h\n≥ 14 kW\n4\n3\n130 km/h ≤ vmax\n—\nwhere:\nVd engine displacement volume in cm3\nvmax maximum design vehicle speed in km/h\n2.6.2.\nThe application of the vehicle classification criteria in Table Ap1-1 shall be performed by applying the following classification criteria hierarchy:\n(1) Maximum design vehicle speed (km/h);\n(2) maximum net or continuous rated power (kW).\n2.6.3.\nIf\n(a) the acceleration capability of the L-category vehicle is not sufficient to carry out the acceleration phases within the prescribed distances; or\n(b) the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power; or\n(c) the maximum design vehicle speed is restricted to a vehicle speed lower than the prescribed SRC-LeCV vehicle speed\nthe vehicle shall be driven with the accelerator device fully open until the vehicle speed prescribed for the test cycle is reached or until the limited maximum design vehicle speed is reached. Subsequently the test cycle shall be carried out as prescribed for the vehicle category. Significant or frequent deviations from the prescribed vehicle speed tolerance band and the associated justification shall be reported to the approval authority and be included in the type V test report.’;\n(ii) point 2.7.3.4. is replaced by the following:\n‘2.7.3.4.\ncoast-through deceleration: full let-off of the throttle, clutch engaged and in gear, no foot/hand control actuated, no brakes applied. If the target speed is 0 km/h (idle) and if the actual vehicle speed is ≤ 5 km/h, the clutch may be disengaged, the gear shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop the vehicle. An upshift is not allowed during a coast-through deceleration. The rider may downshift to increase the braking effect of the engine. During gear changes, extra care shall be afforded to ensure that the gear change is performed promptly, with minimum (i.e. < 2 seconds) coasting in neutral gear, clutch and partial clutch use. The vehicle manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary.’;\n(4) Annex VII is amended as follows:\n(a) the title is replaced by the following:\n‘Test type VII requirements on energy efficiency: CO2 emissions, fuel consumption, electric energy consumption and electric range’;\n(b) in Appendix 1, points 1.4.3.1. and 1.4.3.2. are replaced by the following:\n‘1.4.3.1.\nfor vehicles with a positive ignition engine fuelled with petrol (E5):\nEquation Ap1-1:\nFC = (0,118/D) · ((0,848 · HC) + (0,429 · CO) + (0,273 · CO2))\nwhere HC, CO and CO2 tailpipe emissions in g/km.\n1.4.3.2.\nfor vehicles with a positive ignition engine fuelled with LPG:\nEquation Ap1-2:\nFCnorm = (0,1212/0,538) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2))\nwhere HC, CO and CO2 tailpipe emissions in g/km.\nIf the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption, a correction factor (cf) may be applied at the manufacturer's request, as follows:\nEquation Ap1-3:\nFCnorm = (0,1212/0,538) · (cf) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2))\nwhere HC, CO and CO2 tailpipe emissions in g/km.\nThe correction factor is determined as follows:\nEquation Ap1-4:\ncf = 0,825 + 0,0693 · nactual;\nwhere:\nnactual the actual H/C ratio of the fuel used;’;\n(c) Appendix 3 is amended as follows:\n(i) point 3.4.1. is replaced by the following:\n‘3.4.1.\nThe CO2 values shall be:\nEquation Ap3-5:\nM1 = m1/Dtest1 (g/km) and\nEquation Ap3-6:\nM2 = m2/Dtest2 (g/km)\nwhere\nDtest1 and Dtest2 the actual distances driven in the tests performed under Conditions A (point 3.2.) and B (point 3.3.) respectively, and\nm1 and m2 test results determined in points 3.2.3.5. and 3.3.2.5. respectively.’;\n(ii) point 4.4.1. is replaced by the following:\n‘The CO2 values shall be:\nEquation Ap3-20:\nM1 = m1/Dtest1 (g/km) and\nEquation Ap3-21:\nM2 = m2/Dtest2 (g/km)\nwhere:\nDtest1 and Dtest2 the actual distances driven in the tests performed under Conditions A (point 4.2.) and B (point 4.3.) respectively, and\nm1 and m2 test results determined in points 4.2.4.5. and 4.3.2.5. respectively.’;\n(d) in Appendix 3.3., point 1 is replaced by the following:\n‘1.\nMeasurement of the electric range\n1.1.\nThe following test method set out in point 4 shall be used to measure the electric range, expressed in km, of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off-vehicle charging (OVC HEV) as defined in Appendix 3.\n1.2.\nCategory L1e vehicles designed to pedal referred to in Annex I to Regulation (EU) No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be exempted from the electric range test.’;\n(5) Annex IX is amended as follows:\n(a) the following points 2.3. to 2.4.3. are inserted:\n‘2.3.\nMulti-mode noise abatement system\n2.3.1.\nL-category vehicles equipped with a manually or electronically controlled, multiple mode, adjustable exhaust silencer system shall be tested in all modes.\n2.3.2\nFor vehicles equipped with a noise abatement system as referred to in point 2.9.1. the reported sound pressure level shall be for the mode having the highest average sound pressure level.\n2.4.\nRequirements related to anti-tampering and manually or electronically adjustable multi-mode exhaust or silencing systems\n2.4.1.\nAll exhaust or silencing systems shall be constructed in a way that does not easily permit removal of baffles, exit-cones and other parts functioning primarily as part of the silencing/expansion chambers. Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached so that removal causes permanent/irrecoverable damage to the exhaust silencer assembly.\n2.4.2.\nExhaust or silencing systems with manually or electronically controlled, multiple adjustable operating modes shall meet all applicable requirements in all operating modes. The reported noise levels at type-approval shall be those resulting from the mode with the highest noise levels.\n2.4.3.\nThe manufacturer shall not intentionally alter, adjust, or introduce any device or procedure solely for the purpose of fulfilling the sound requirements to obtain type-approval, which will not be operational during typical on-road operation.’;\n(b) in Appendix 3, point 2.4.1.1. is replaced by the following:\n‘2.4.1.1.\nAbsorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of either point 2.4.1.2, 2.4.1.3 or 2.4.1.4.’;\n(6) Annex X is amended as follows:\n(a) Appendix 2.1. is amended as follows:\n(i) point 2.1.2. is replaced by the following:\n‘2.1.2.\nTable Ap2.1-1\nAccessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power\nIf it is difficult to use the standard exhaust system, an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer. In the test laboratory when the engine is in operation, the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle's exhaust system a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar), unless, before the test, the manufacturer accepts a higher back pressure.\nThe air inlet flap shall be that which controls the pneumatic inject pump regulator.\nWhere a fan or blower may be disengaged, the net engine power shall first of all be stated with the fan (or blower) disengaged, followed by the net engine power with the fan (or blower) engaged. Where a fixed electrically or mechanically-operated fan cannot be fitted on the test bench, the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected power in order to obtain the net power.\nThe thermostat may be locked in the fully open position.\nThe radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The liquid coolant shall be circulated solely by the water pump for the engine. It may be cooled either by the engine radiator or by an outside circuit, provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system. If fitted, the engine blind shall be open.\nMinimum generator output: the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine. The battery shall not receive any charge during the test.\nAnti-pollution provisions may include, for example, exhaust-gas recirculation (EGR) system, catalytic converter, thermal reactor, secondary air-supply system and fuel-evaporation protecting system.\nNo\nAccessories\nFitted for the torque and net power test\n1\nAir intake system\nInduction manifold\nAir filter\nInduction silencer\nCrankcase emission-control system\nElectrical control device, where fitted\nIf series-mounted: yes\n2\nExhaust system\nManifold\nPipe work\nSilencer\nExhaust pipe\nElectrical control device, where fitted\nIf series-mounted: yes\n3\nCarburettor\nIf series-mounted: yes\n4\nFuel injection system\nUpstream filter\nFilter\nFuel supply pump and high pressure pump if applicable\nCompressed air pump in the case of DI air assist\nPipe work\nInjector\nAir inlet flap, where fitted\nFuel pressure/flow regulator, where fitted\nIf series-mounted: yes\n5\nMaximum rotational speed-or power governors\nIf series-mounted: yes\n6\nLiquid-cooling equipment\nRadiator\nFan\nWater Pump\nThermostat\nIf series-mounted: yes\n7\nAir cooling\nCowl\nBlower\nCooling temperature-regulating device(s)\nAuxiliary bench blower\nIf series-mounted: yes\n8\nElectrical equipment\nIf series-mounted: yes\n9\nPollution-control devices\nIf series-mounted: yes\n9\nLubrication system\nOil feeder\nIf series-mounted: yes\n’\n(ii) point 3.4. is replaced by the following:\n‘3.4.\nDetermination of the correction factor for mechanical efficiency of the transmission α2\nWhere:\nthe measuring point is the output side of the crankshaft, this factor is equal to 1;\nthe measuring point is not the output side of the crankshaft, this factor is calculated using the formula:\nEquation Ap2.1-3:\nα 2 = 1 n t where nt is the efficiency of the transmission located between the crankshaft and the measuring point.\nThis transmission efficiency nt is determined from the product (multiplication) of efficiency nj of each of the components of the transmission:\nEquation Ap2.1-4:\nnt = n1 · n2 · … · nj ’;\n(b) Appendix 4. is amended as follows:\n(i) Point 3.3. is replaced by the following:\n‘3.3.\nTest procedure to measure the switch-off distance\nAfter stopping with pedalling, the assistance of the motor shall switch off in a driving distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The measurements shall be taken in accordance with EN 15194:2009. For vehicles fitted with an assistance modulator, it shall not be activated during the test.’;\n(ii) Points 3.3.1. to 3.3.5.10. are deleted;\n(iii) Points 3.4. to 3.4.3. are replaced by the following:\n‘3.4.\nTest procedure to measure the maximum assistance factor\n3.4.1.\nThe ambient temperature shall be between 278,2 K and 318,2 K.\n3.4.2.\nThe test vehicle shall be powered by its corresponding propulsion battery. The propulsion battery with maximum capacity shall be used for this test procedure.\n3.4.3.\nThe battery shall be fully charged using the charger to be specified by the vehicle manufacturer.’;\n(iv) The following points 3.4.4. to 3.4.9. are inserted:\n‘3.4.4.\nOne motor of the test bench shall be attached to the crank or crank axis of the test vehicle. This test bench crank motor shall simulate the driving action of the rider and shall be capable of running variable rotation speeds and torques. It shall reach a rotation frequency of 90 rpm and a maximum continuous rated torque of 50 Nm.\n3.4.5.\nA brake or a motor simulating the losses and inertia of the vehicle shall be attached to a drum below the rear wheel of the test vehicle.\n3.4.6.\nFor vehicles equipped with a motor driving the front wheel, an additional brake or an additional motor shall be attached to a drum below the front wheel, simulating the losses and inertia of the vehicle.\n3.4.7.\nIf the assistance level of the vehicle is variable, it has to be set to maximum assistance.\n3.4.8.\nThe following points of operation shall be tested:\nTable Ap4-1\noperation points to test the maximum assistance factor\nIf the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached.\nSelect gear closest to required rpm rate for the point of operation.\nPoint of operation\nSimulated rider input power (+/– 10 %) in (W)\nTarget vehicle speed (+/– 10 %) in (km/h)\nDesired pedalling cadence in (rpm)\nA\n80\n20\n60\nB\n120\n35\n70\nC\n160\n40\n80\n3.4.9.\nThe maximum assistance factor shall be calculated according to the following formula:\nEquation Ap4-1:\nAssistance factor = mechanical motor power of test vehicle simulated rider input power\nwhere:\nThe mechanical motor power of the test vehicle shall be calculated from the sum of the mechanical brake motor power minus the mechanical input power of the test bench crank motor (in W).’;\n(v) Points 3.5. to 3.5.9. are deleted;\n(7) Annex XI is amended as follows:\n(a) point 3.1. is replaced by the following:\n‘3.1.\nTest types I, II, V, VII and VIII (‘X’ in Table 11-1 means ‘applicable’)\nTable 11-1\nClassification criteria propulsion family with regard to test types I, II, V, VII and VIII\nThe same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014.\nmaximum 30 % acceptable for test type VIII\nOnly for vehicles equipped with storage for gaseous fuel\n#\nClassification criteria description\nTest type I\nTest type II\nTest type V\nTest type VII\nTest type VIII\nStage I\nStage II\n1.\nVehicle\n1.1.\ncategory;\nX\nX\nX\nX\nX\nX\n1.2.\nsub-category;\nX\nX\nX\nX\nX\nX\n1.3.\nthe inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category;\nX\nX\nX\nX\nX\n1.4.\noverall gear ratios (+/– 8 %);\nX\nX\nX\nX\nX\n2.\nPropulsion family characteristics\n2.1.\nnumber of engines or electric motors;\nX\nX\nX\nX\nX\nX\n2.2.\nhybrid operation mode(s) (parallel/sequential/other);\nX\nX\nX\nX\nX\nX\n2.3.\nnumber of cylinders of the combustion engine;\nX\nX\nX\nX\nX\nX\n2.4.\nengine capacity (+/– 2 %) of the combustion engine;\nX\nX\nX\nX\nX\nX\n2.5.\nnumber and control (variable cam phasing or lift) of combustion engine valves;\nX\nX\nX\nX\nX\nX\n2.6.\nmonofuel/bifuel/flex fuel H2NG/multifuel;\nX\nX\nX\nX\nX\nX\n2.7.\nfuel system (carburettor/scavenging port/port fuel injection/direct fuel injection/common rail/pump-injector/other);\nX\nX\nX\nX\nX\nX\n2.8.\nfuel storage;\nX\nX\n2.9.\ntype of cooling system of combustion engine;\nX\nX\nX\nX\nX\nX\n2.10.\ncombustion cycle (PI/CI/two-stroke/four-stroke/other);\nX\nX\nX\nX\nX\nX\n2.11.\nintake air system (naturally aspirated/charged (turbocharger/super-charger)/intercooler/boost control) and air induction control (mechanical throttle/electronic throttle control/no throttle);\nX\nX\nX\nX\nX\nX\n3.\nPollution control system characteristics\n3.1.\npropulsion exhaust (not) equipped with catalytic converter(s);\nX\nX\nX\nX\nX\n3.2.\ncatalytic converter(s) type;\nX\nX\nX\nX\nX\n3.2.1.\nnumber and elements of catalytic converters;\nX\nX\nX\nX\nX\n3.2.2.\nsize of catalytic converters (volume of monolith(s) +/– 15 %);\nX\nX\nX\nX\nX\n3.2.3.\noperation principle of catalytic activity (oxidising, three-way, heated, SCR, other.);\nX\nX\nX\nX\nX\n3.2.4.\nprecious metal load (identical or higher);\nX\nX\nX\nX\nX\n3.2.5.\nprecious metal ratio (+/– 15 %);\nX\nX\nX\nX\nX\n3.2.6.\nsubstrate (structure and material);\nX\nX\nX\nX\nX\n3.2.7.\ncell density;\nX\nX\nX\nX\nX\n3.2.8.\ntype of casing for the catalytic converter(s);\nX\nX\nX\nX\nX\n3.3.\npropulsion exhaust (not) equipped with particulate filter (PF);\nX\nX\nX\nX\nX\n3.3.1.\nPF types;\nX\nX\nX\nX\nX\n3.3.2.\nnumber and elements of PF;\nX\nX\nX\nX\nX\n3.3.3.\nsize of PF (volume of filter element +/– 10 %);\nX\nX\nX\nX\nX\n3.3.4.\noperation principle of PF (partial/wall-flow/other);\nX\nX\nX\nX\nX\n3.3.5.\nactive surface of PF;\nX\nX\nX\nX\nX\n3.4.\npropulsion (not) equipped with periodically regenerating system;\nX\nX\nX\nX\nX\n3.4.1.\nperiodically regenerating system type;\nX\nX\nX\nX\nX\n3.4.2.\noperation principle of periodically regenerating system;\nX\nX\nX\nX\nX\n3.5.\npropulsion (not) equipped with selective catalytic converter reduction (SCR) system;\nX\nX\nX\nX\nX\n3.5.1.\nSCR system type;\nX\nX\nX\nX\nX\n3.5.2.\noperation principle of periodically regenerating system;\nX\nX\nX\nX\nX\n3.6.\npropulsion (not) equipped with lean NOx trap/absorber;\nX\nX\nX\nX\nX\n3.6.1.\nlean NOx trap/absorber type;\nX\nX\nX\nX\nX\n3.6.2.\noperation principle of lean NOx trap/absorber;\nX\nX\nX\nX\nX\n3.7.\npropulsion (not) equipped with a cold-start device or starting aid device(s);\nX\nX\nX\nX\nX\n3.7.1.\ncold-start or starting aid device type;\nX\nX\nX\nX\nX\n3.7.2.\noperation principle of cold start or starting aid device(s);\nX\nX\nX\nX\nX\nX\n3.7.3.\nActivation time of cold-start or starting aid device(s) and/or duty cycle (only limited time activated after cold start/continuous operation);\nX\nX\nX\nX\nX\nX\n3.8.\npropulsion (not) equipped with O2 sensor for fuel control;\nX\nX\nX\nX\nX\nX\n3.8.1.\nO2 sensor types;\nX\nX\nX\nX\nX\nX\n3.8.2.\noperation principle of O2 sensor (binary/wide range/other);\nX\nX\nX\nX\nX\nX\n3.8.3.\nO2 sensor interaction with closed-loop fuelling system (stoichiometry/lean or rich operation);\nX\nX\nX\nX\nX\nX\n3.9.\npropulsion (not) equipped with exhaust gas recirculation (EGR) system;\nX\nX\nX\nX\nX\n3.9.1.\nEGR system types;\nX\nX\nX\nX\nX\n3.9.2.\noperation principle of EGR system (internal/external);\nX\nX\nX\nX\nX\n3.9.3.\nmaximum EGR rate (+/– 5 %);\nX\nX\nX\nX\nX\n’\n(b) in point 3.2., the heading of Table 11-2 is replaced by the following:\n‘ Table 11-2\nClassification criteria propulsion family with regard to test types III and IV ’.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "footnote",
      "label": "f1",
      "text": "OJ L 42, 12.2.2014, p. 1.’;"
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "For instance: sport, economic, urban, extra-urban position, etc."
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "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 point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service."
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "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 point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service."
    },
    {
      "type": "footnote",
      "label": "f5",
      "text": "If it is difficult to use the standard exhaust system, an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer. In the test laboratory when the engine is in operation, the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle's exhaust system a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar), unless, before the test, the manufacturer accepts a higher back pressure."
    },
    {
      "type": "footnote",
      "label": "f6",
      "text": "The air inlet flap shall be that which controls the pneumatic inject pump regulator."
    },
    {
      "type": "footnote",
      "label": "f7",
      "text": "Where a fan or blower may be disengaged, the net engine power shall first of all be stated with the fan (or blower) disengaged, followed by the net engine power with the fan (or blower) engaged. Where a fixed electrically or mechanically-operated fan cannot be fitted on the test bench, the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected power in order to obtain the net power."
    },
    {
      "type": "footnote",
      "label": "f8",
      "text": "The thermostat may be locked in the fully open position."
    },
    {
      "type": "footnote",
      "label": "f9",
      "text": "The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The liquid coolant shall be circulated solely by the water pump for the engine. It may be cooled either by the engine radiator or by an outside circuit, provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system. If fitted, the engine blind shall be open."
    },
    {
      "type": "footnote",
      "label": "f10",
      "text": "Minimum generator output: the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine. The battery shall not receive any charge during the test."
    },
    {
      "type": "footnote",
      "label": "f11",
      "text": "Anti-pollution provisions may include, for example, exhaust-gas recirculation (EGR) system, catalytic converter, thermal reactor, secondary air-supply system and fuel-evaporation protecting system."
    },
    {
      "type": "footnote",
      "label": "f12",
      "text": "If the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached."
    },
    {
      "type": "footnote",
      "label": "f13",
      "text": "Select gear closest to required rpm rate for the point of operation."
    },
    {
      "type": "footnote",
      "label": "f14",
      "text": "The same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014."
    },
    {
      "type": "footnote",
      "label": "f15",
      "text": "maximum 30 % acceptable for test type VIII"
    },
    {
      "type": "footnote",
      "label": "f16",
      "text": "Only for vehicles equipped with storage for gaseous fuel"
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2016/1824/annex/III",
    "retrieved_at": "2026-11-01T14:45:26.025378+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}