{ "url": "https://openlegislation.uk/eu-regulation-2018-295/annex-I", "json_url": "https://openlegislation.uk/eu-regulation-2018-295/annex-I.json", "legislation": "eur/2018/295", "legislation_title": "Commission Delegated Regulation (EU) 2018/295 of 15 December 2017 amending Delegated Regulation (EU) No 44/2014, as regards vehicle construction and general requirements, and Delegated Regulation (EU) No 134/2014, as regards environmental and propulsion unit performance requirements for the approval of two- or three-wheel vehicles and quadricycles", "legislation_url": "https://openlegislation.uk/eu-regulation-2018-295", "path": "annex/I", "kind": "annex", "number": "I", "heading": "Amendments to Delegated Regulation (EU) No 44/2014", "text": "Annexes IV and XII to Delegated Regulation (EU) No 44/2014 are amended as follows:\n1.. In Annex IV, points 4.1.1.3.1.1.1.1.1., 4.1.1.3.1.1.1.1.2. and 4.1.1.3.1.1.1.1.3. are replaced by the following:\n‘4.1.1.3.1.1.1.1.1.\nIf the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula:\nEquation 4-1:\nYfull = a (Xfull – XCoP) + YCoP\nwhere:\na slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013;\nXFull durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013;\nXCoP Mileage of the CoP vehicle at moment of Type I CoP test;\nYfull CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013;\nYCoP pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle.\n4.1.1.3.1.1.1.1.2\nIf the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull).\n4.1.1.3.1.1.1.1.3.\nIf the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull).’.\n2.. Annex XII is amended as follows:\n(a) the following point 3.2.3.is inserted:\n‘3.2.3.\nIdentification of deterioration or malfunctions may also be done outside a driving cycle (e.g. after engine shutdown).’;\n(b) point 3.3.2.2. is replaced by the following:\n‘3.3.2.2.\nEngine misfire\nThe presence of engine misfire in the engine operating region bounded by the following lines:\n(a) low speed limit: A minimum speed of 2 500 min– 1 or normal idle speed + 1 000 min– 1, whichever is the lower\n(b) high speed limit: A maximum speed of 8 000 min– 1 or 1 000 min– 1 greater than the highest speed occurring during a type I test cycle or maximum design engine speed minus 500 min– 1, whichever is lower\n(c) a line joining the following engine operating points:\n(i) a point on the low speed limit defined in (a) with the engine intake vacuum at 3,3 kPa lower than that at the positive torque line;\n(ii) a point on the high speed limit defined in (b) with the engine intake vacuum at 13,3 kPa lower than that at the positive torque.\nThe engine operation region for misfire detection is reflected in Figure 10-1.\nFigure 10-1\nOperating region for misfire detection\n’;\n(c) the following point 3.10. is inserted:\n‘3.10.\nAdditional provisions for vehicles employing engine shut-off strategies.\n3.10.1.\nDriving cycle\n3.10.1.1.\nAutonomous engine restarts commanded by the engine control system following an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle.’;\n(d) Appendix 1 is amended as follows:\n(1) point 3.2. is replaced by the following:\n‘3.2.\nIf available, the following signals in addition to the required freeze-frame information shall be made available on demand through the serial port on the standardised diagnostic connector, if the information is available to the on-board computer or can be determined using information available to the on-board computer: diagnostic trouble codes, engine coolant temperature, fuel control system status (closed-loop, open-loop, other), fuel trim, ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine speed, throttle position sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value, vehicle speed and fuel pressure.\nThe signals shall be provided in standard units based on the specifications in point 3.7. Actual signals shall be clearly identified separately from default value or limp-home signals.’;\n(2) points 3.11., 3.12. and 3.13 are replaced by the following:\n‘3.11.\nWhen a fault is registered, the manufacturer shall identify the fault using an appropriate fault code consistent with those in ISO 15031-6:2010 ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions’ relating to ‘emission-related system diagnostic trouble codes’. If this is not possible, the manufacturer may use the diagnostic trouble codes of ISO DIS 15031-6:2010. Alternatively, fault codes may be compiled and reported in accordance with ISO14229:2006. The fault codes shall be fully accessible by standardised diagnostic equipment complying with point 3.9.\nThe vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO 15031-5:2011 or ISO14229:2006, but relating to this Regulation.\n3.12.\nThe connection interface between the vehicle and the diagnostic tester shall be standardised and meet all the requirements of ISO 19689:2016 ‘Motorcycles and mopeds — Communication between vehicle and external equipment for diagnostics — Diagnostic connector and related electrical circuits, specification and use’ or ISO 15031-3:2004 ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 3: Diagnostic connector and related electric circuits: specification and use’. The preferred installation position is under the seating position. Any other position of the diagnostic connector shall be subject to the approval authority's agreement and be readily accessible by service personnel but protected from tampering by non-qualified personnel. The position of the connection interface shall be clearly indicated in the user manual.\n3.13.\nUntil an OBD stage II system for L-category vehicle has been implemented on the vehicle, an alternative connection interface may be installed at the request of the vehicle manufacturer. Where such an alternative connection interface is installed, the vehicle manufacturer shall make available to test equipment manufacturers the details of the vehicle connector pin configuration free of charge. The vehicle manufacturer shall provide an adapter enabling connection to a generic scan tool. Such an adapter shall be of suitable quality for professional workshop use. It shall be provided upon request to all independent operators in a non-discriminating manner. Manufacturers may charge a reasonable and proportionate price for this adapter, taking into account the additional costs caused for the customer by this choice of the manufacturer. The connection interface and the adapter may not include any specific design elements which would require validation or certification before use, or which would restrict the exchange of vehicle data when using a generic scan tool.’;\n(3) point 4.1.4. is replaced by the following:\n‘4.1.4.\nFrom 1 January 2024, if, in accordance with the requirements of this Annex, the vehicle is equipped with a specific monitor M, IUPRM shall be greater than or equal to 0,1 for all monitors M.’;\n(4) the following point 4.1.4.1. is inserted:\n‘4.1.4.1.\nUntil 31 December 2023, the manufacturer shall demonstrate to the approval authority the functionality of IUPR determination, for new types of vehicles as of 1 January 2020 and for existing types of vehicles as of 1 January 2021.’;\n(5) point 4.5. and 4.5.1.is replaced by the following:\n‘4.5.\nGeneral Denominator\n4.5.1.\nThe general denominator is a counter measuring the number of times a vehicle has been operated. It shall be incremented within 10 seconds, if the following criteria are satisfied on a single driving cycle:\n(a) Cumulative time since engine start is greater than or equal to 600 seconds at an elevation of less than 2 440 m above sea level or an ambient pressure of more than 75,7 kPa and an ambient temperature of 266,2 K (– 7 °C) or more;\n(b) Cumulative vehicle operation at or above 25 km/h occurs for 300 seconds or more at an elevation of less than 2 440 m above sea level or an ambient pressure of more than 75,7 kPa and an ambient temperature of 266,2 K (– 7 °C) or more;\n(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and vehicle speed of 1,6 km/h or less) for 30 seconds or more at an elevation of less than 2 440 m above sea level or an ambient pressure of more than 75,7 kPa and an ambient temperature of 266,2 K (– 7 °C) or more.\nThe general denominator may also be incremented outside the boundary conditions for altitude or ambient pressure and ambient temperature.’;\n(6) the following point 4.6.2.1. is inserted:\n‘4.6.2.1.\nNumerators and denominators for specific monitors of components or systems that are monitoring continuously for short circuit or open circuit failures are exempted from reporting.\nFor the purposes of this point, “continuously” 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.’;\n(7) point 4.7.4. is replaced by the following:\n‘4.7.4.\nThe OBD system shall disable further incrementing of the general denominator within 10 seconds if a malfunction has been detected of any component used to determine whether the criteria in point 4.5 are satisfied (i.e. vehicle speed, ambient temperature, elevation, idle operation or time of operation) and the corresponding pending fault code has been stored. The general denominator may not be disabled from incrementing for any other condition. Incrementing of the general denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a scan tool command).’;\n(e) Appendix 2 is amended as follows:\n(i) in point 1, the footnote is deleted;\n(ii) point 2.1. is replaced by the following;\n‘2.1.\nTable Ap2-1\nOverview of devices (if fitted) to be monitored in OBD stage I and/or II\nComments:\nOnly in case of an activated default mode leading to a significantly reduced propulsion torque or if a throttle by wire system is fitted.\nIf redundant APS or redundant TPS are fitted, signal cross check(s) shall meet all circuit rationality requirements. If there is only one APS or TPS fitted, APS or TPS circuit rationality monitoring is not mandatory.\nOBD stage II: two out of three of the circuit rationality malfunctions marked with ‘II’ shall be monitored in addition to circuit continuity monitoring.\nonly if used as input to ECU/PCU with relevance to environmental or functional safety performance.\nDerogation allowed if manufacturer requests, level 3 instead, actuator signal present only without indication of symptom.\n(3) Deleted.\nNo\nDevice circuits\nCircuit continuity\nCircuit rationality\nBasic monitoring requirement\nComment No\nLevel, refer to 2.3\nCircuit High\nCircuit Low\nOpen Circuit\nOut of Range\nPerformance/Plausibility\nSignal stuck\nDevice not operational / Device not present\n1\nControl module (ECU/PCU) internal error\n3\nI&II\nSensor (input to control units)\n1\nAccelerator (pedal/handle) position sensor\n1\nI&II\nI&II\nI&II\nI&II\nI&II\nI&II\n2\nBarometric pressure sensor\n1\nI&II\nI&II\nI&II\nII\n3\nCamshaft position sensor\n3\nI&II\n4\nCrankshaft position sensor\n3\nI&II\n5\nEngine coolant temperature sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n6\nExhaust control valve angle sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n7\nExhaust gas recirculation sensor\n1\nII\nII\nII\nII\nII\nII\n8\nFuel rail pressure sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n9\nFuel rail temperature sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n10\nGear shift position sensor (potentiometer type)\n1\nI&II\nI&II\nI&II\nII\nII\nII\n11\nGear shift position sensor (switch type)\n3\nII\nI&II\n12\nIntake air temperature sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n13\nKnock sensor (Non-resonance type)\n3\nI&II\n14\nKnock sensor (Resonance type)\n3\nI&II\n15\nManifold absolute pressure sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n16\nMass air flow sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n17\nEngine oil temperature sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n18\nO2 sensor (binary/linear) signals\n1\nI&II\nI&II\nI&II\nII\nII\nII\n19\nFuel (high) pressure sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n20\nFuel storage temperature sensor\n1\nI&II\nI&II\nI&II\nII\nII\nII\n21\nThrottle position sensor\n1\nI&II\nI&II\nI&II\nI&II\nI&II\nI&II\n22\nVehicle speed sensor\n3\nII\nI&II\n23\nWheel speed sensor\n3\nII\nI&II\nActuators (output control units)\n1\nEvaporative emission system purge control valve\n2\nII\nI&II\nII\nI&II\n2\nExhaust control valve actuator (motor driven)\n3\nII\nI&II\n3\nExhaust gas recirculation control\n3\nII\n4\nFuel injector\n2\nI&II\nI&II\n5\nIdle air control system\n1\nI&II\nI&II\nI&II\nII\nI&II\n6\nIgnition coil primary control circuits\n2\nI&II\nI&II\n7\nO2 sensor heater\n1\nI&II\nI&II\nI&II\nII\nI&II\n8\nSecondary air injection system\n2\nII\nI&II\nII\nI&II\n9\nThrottle by wire actuator\n3\nI&II\nI&II\n’;\n(iii) point 2.4 is replaced by the following\n‘2.4.\nTwo out of three symptoms in circuit continuity as well as in circuit rationality monitoring diagnostic may be combined, e.g.\ncircuit high or open and low circuit;\nhigh and low or open circuit;\nsignal out of range or circuit performance and signal stuck;\ncircuit high and out of range high or circuit low and out of range low.’;\n(f) the following Appendices 3, 4 and 5 are added:\n‘Appendix 3\nIn-use performance ratio\n1.\nIntroduction\n1.1.\nThis Appendix sets out the in-use performance ratio of a specific monitor M of the OBD systems (IUPR M) requirements for L3e, L5e-A, and L7e-A vehicles type approved in accordance with this Regulation.\n2.\nAudit of IUPR M\n2.1.\nAt the request of the approval authority, the manufacturer shall report to the type-approval authority on warranty claims, warranty repair works and OBD faults recorded at servicing, according to a format agreed at type-approval. The information shall detail the frequency and substance of faults for emissions-related components and systems. The reports shall be filed at least once in the vehicle's production cycle, for each vehicle model for the duration of 5 years of age or the distance as laid down in Annex VII(A) to Regulation (EU) No 168/2013, whichever is sooner.\n2.2.\nParameters defining IUPR family\nFor defining the IUPR family the OBD family parameters listed in Appendix 5 shall be used.\n2.3.\nInformation requirements\nAn audit of IUPR M will be conducted by the approval authority on the basis of information supplied by the manufacturer. Such information shall include in particular, the following:\n2.3.1. The name and address of the manufacturer;\n2.3.2. The name, address, telephone and fax numbers and e-mail address of his authorised representative within the areas covered by the manufacturer's information;\n2.3.3. The model name(s) of the vehicles included in the manufacturer's information;\n2.3.4. Where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. for OBD and IUPR M, the OBD family in accordance with Appendix 5;\n2.3.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the family (VIN prefix);\n2.3.6. The numbers of the type-approvals applicable to these vehicle types within the IUPR family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works);\n2.3.7. Details of extensions, field fixes/recalls to those type-approvals for the vehicles covered within the manufacturer's information (if requested by the approval authority);\n2.3.8. The period of time over which the manufacturer's information was collected;\n2.3.9. The vehicle build period covered within the manufacturer's information (e.g. vehicles manufactured during the 2017 calendar year);\n2.3.10. The manufacturer's IUPR M checking procedure, including:\n(a) vehicle location method;\n(b) vehicle selection and rejection criteria;\n(c) test types and procedures used for the programme;\n(d) the manufacturer's acceptance/rejection criteria for the family group;\n(e) geographical area(s) within which the manufacturer has collected information;\n(f) sample size and sampling plan used.\n2.3.11. The results from the manufacturer's IUPR M procedure, including:\n(a) identification of the vehicles included in the programme (whether tested or not). The identification shall include the following:\nmodel name;\nvehicle identification number (VIN);\nregion of use (where known\ndate of manufacture.\n(b) the reason(s) for rejecting a vehicle from the sample:\n(c) test data, including the following:\ndate of test/download;\nlocation of test/download;\nall data, as required in accordance with point 4.1.6. of Appendix 1, downloaded from the vehicle;\nfor each monitor to be reported the in-use-performance ratio.\n2.3.12. For IUPR M sampling, the following:\n(a) the average of in-use-performance ratios IUPR M of all selected vehicles for each monitor in accordance with point 4.1.4. of Appendix 1.\n(b) The percentage of selected vehicles, which have an IUPR M greater or equal to the minimum value applicable to the monitor in accordance with point 4.1.4. of Appendix 1.\n3.\nSelection of vehicles for IUPR M\n3.1.\nThe manufacturer's sampling shall be drawn from at least two Member States with substantially different vehicle operating conditions (unless only made available on the market in one Member State). Factors such as differences in fuels, ambient conditions, average road speeds, and urban/highway driving split shall be taken into consideration in the selection of the Member States.\nFor IUPR M testing, only vehicles fulfilling the criteria of point 2.3 of Appendix 4 shall be included in the test sample.\n3.2.\nIn selecting the Member States for sampling vehicles, the manufacturer may select vehicles from a Member State that is considered to be particularly representative. In this case, the manufacturer shall demonstrate to the approval authority which granted the type approval that the selection is representative (e.g. by the market having the largest annual sales of a vehicle family within the Union). When a family requires more than one sample lot to be tested as defined in point 3.3, the vehicles in the second and third sample lots shall reflect different vehicle operating conditions from those selected for the first sample.\n3.3.\nSample size\n3.3.1.\nThe number of sample lots shall depend on the annual sales volume of an OBD family in the Union, as defined in the following table:\nEU registrationsper calendar year (for tailpipe emissions tests)of vehicles of an OBD family with IUPR in the sampling period\nNumber of sample lots\nup to 100 000\n1\n100 001 to 200 000\n2\nabove 200 000\n3\n3.3.2.\nFor IUPR, the number of sample lots to be taken is described in the table in point 3.3.1. and is based on the number of vehicles of an IUPR family that are approved with IUPR\nFor the first sampling period of an IUPR 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.\nFor families consisting of fewer than 5 000 EU 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.\nEach sample lot shall adequately represent the sales pattern, i.e. at least high volume vehicle types (≥ 20 % of the family total) shall be represented.\nVehicles 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 type approval authority.\n4.\nOn the basis of the audit referred to in Section 2 the approval authority shall adopt one of the following decisions and actions:\n(a) decide that the IUPR family is satisfactory and not take any further action;\n(b) decide that the data provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer;\n(c) decide that based on data from the approval authority or Member State surveillance testing programmes, that information provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer;\n(d) decide that the outcome of the audit for the IUPR family is unsatisfactory and proceed to have such vehicle type or IUPR family tested in accordance with Appendix 1.\nIf according to the IUPR M audit the test criteria of point 3.2. of Appendix 4 are met for the vehicles in a sample lot, the type-approval authority must take the further action described in point (d) of this point.\n4.1.\nThe approval authority, in cooperation with the manufacturer, shall select a sample of vehicles with sufficient mileage whose use under normal conditions can be reasonably assured. The manufacturer shall be consulted on the choice of the vehicles in the sample and allowed to attend the confirmatory checks of the vehicles.\nAppendix 4\nSelecting criteria for vehicles with respect to in-use-performance ratios\n1.\nIntroduction\n1.1.\nThis Appendix sets out the criteria referred to in Section 4 of Appendix 1 to this annex regarding the selection of vehicles for testing and the procedures for IUPR M.\n2.\nSelection criteria\nThe criteria for acceptance of a selected vehicle are defined for IUPR M in Sections 2.1. to 2.5.\n2.1.\nThe vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate of conformity in accordance with Implementing Regulation (EU) No 901/2014. For checking of IUPR M, the vehicle shall be approved to the OBD standard stage II or later. It shall be registered and have been used in the Union.\n2.2.\nThe vehicle shall have been in service for at least 3 000 km or 6 months, whichever is the later, and for no more than the durability mileages given for the relevant vehicles category mentioned in Annex VII(A) to Regulation (EU) No 168/2013 or 5 years, whichever is the sooner.\n2.3.\nFor checking IUPR M, the test sample shall include only vehicles that:\n(a) have collected sufficient vehicle operation data for the monitor to be tested.\nFor monitors required to meet the in-use monitor performance ratio and to track and report ratio data pursuant to point 4.6.1. of Appendix 1, sufficient vehicle operation data shall mean the denominator meets the criteria set forth below. The denominator, as defined in points 4.3 and 4.5 of Appendix 1, for the monitor to be tested must have a value equal to or greater than one of the following values:\n(i) 15 for evaporative system monitors, secondary air system monitors, and monitors utilising a denominator incremented in accordance with point 4.3.2. of Appendix 1 (e.g. cold start monitors, air conditioning system monitors, etc.); or\n(ii) 5 for particulate filter monitors and oxidation catalyst monitors utilising a denominator incremented in accordance with point 4.3.2. of Appendix 1; or\n(iii) 30 for catalyst, oxygen sensor, EGR, VVT, and all other component monitors.\n(b) have not been tampered with or equipped with add-on or modified parts that would cause the OBD system not to comply with the requirements of Annex XII.\n2.3.\nIf any service has taken place, it shall be to the manufacturer's recommended service intervals.\n2.4.\nThe vehicle shall exhibit no indications of abuse (e.g. racing, overloading, mis-fuelling, or other misuse), or other factors (e. g. tampering) that could affect emission performance. The fault code and mileage information stored in the computer shall be taken into account. A vehicle shall not be selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out.\n2.5.\nThere shall have been no unauthorised major repair to the engine or major repair of the vehicle.\n3.\nPlan of remedial measures\n3.1.\nThe type approval authority shall request the manufacturer to submit a plan of remedial measures to remedy the non-compliance when:\n3.2.\nFor IUPRM of a particular monitor M the following statistical conditions are met in a test sample, the size of which is determined in accordance with point 3.3.1. of Appendix 3.\nFor vehicles certified to a ratio of 0,1 in accordance with point 4.1.4. of Appendix 1, the data collected from the vehicles indicate for at least one monitor M in the test sample either that the test sample average in-use-performance ratio is less than 0,1 or that 66 per cent or more of the vehicles in the test sample have an in-use monitor performance ratio of less than 0,1.\n3.3.\nThe plan of remedial measures shall be filed with the type approval authority not later than 60 working days from the date of the notification referred to in point 3.1. The type approval authority shall within 30 working days declare its approval or disapproval of the plan of remedial measures. However, where the manufacturer can demonstrate, to the satisfaction of the competent type approval authority, that further time is required to investigate the non-compliance in order to submit a plan of remedial measures, an extension is granted.\n3.4.\nThe remedial measures shall apply to all vehicles likely to be affected by the same defect. The need to amend the type approval documents shall be assessed.\n3.5.\nThe manufacturer shall provide a copy of all communications related to the plan of remedial measures, and shall also maintain a record of the recall campaign, and supply regular status reports to the type approval authority.\n3.6.\nThe plan of remedial measures shall include the requirements specified in points 3.6.1. to 3.6.11. The manufacturer shall assign a unique identifying name or number to the plan of remedial measures.\n3.6.1.\nA description of each vehicle type included in the plan of remedial measures.\n3.6.2.\nA description of the specific modifications, alterations, repairs, corrections, adjustments, or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the manufacturer's decision as to the particular measures to be taken to correct the non-conformity.\n3.6.3.\nA description of the method by which the manufacturer informs the vehicle owners.\n3.6.4.\nA description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer's reasons for imposing any such condition. No maintenance or use conditions may be imposed unless it is demonstrably related to the non-conformity and the remedial measures.\n3.6.5.\nA description of the procedure to be followed by vehicle owners to obtain correction of the non-conformity. This shall include a date after which the remedial measures may be taken, the estimated time for the workshop to perform the repairs and where they can be done. The repair shall be done expediently, within a reasonable time after delivery of the vehicle.\n3.6.6.\nA copy of the information transmitted to the vehicle owner.\n3.6.7.\nA brief description of the system which the manufacturer uses to assure an adequate supply of component or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of components or systems to initiate the campaign.\n3.6.8.\nA copy of all instructions to be sent to those persons who are to perform the repair.\n3.6.9.\nA description of the impact of the proposed remedial measures on the emissions, fuel consumption, driveability, and safety of each vehicle type, covered by the plan of remedial measures with data, technical studies, etc. which support these conclusions.\n3.6.10.\nAny other information, reports or data the type approval authority may reasonably determine is necessary to evaluate the plan of remedial measures.\n3.6.11.\nWhere the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the type approval authority. If a label is used, an example of it shall be submitted.\n3.7.\nThe manufacturer may be required to conduct reasonably designed and necessary tests on components and vehicles incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the change, repair, or modification.\n3.8.\nThe manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the workshop which performed the repair. The type approval authority shall have access to the record on request for a period of 5 years from the implementation of the plan of remedial measures.\n3.9.\nThe repair and/or modification or addition of new equipment shall be recorded in a certificate supplied by the manufacturer to the vehicle owner.\nAppendix 5\nOn-board diagnostics family\n1.\nIntroduction\n1.1.\nThis Appendix sets out the criteria to define a OBD family as referred to in Appendices 3 and 4\n2.\nSelection criteria\nVehicle types for which at least the parameters described below are identical are considered to belong to the same engine/emission control/OBD system combination.\n2.2\nEngine:\ncombustion process (i.e. positive-ignition/compression-ignition, two stroke/four stroke/rotary),\nmethod of engine fuelling (i.e. single or multi-point fuel injection),\nfuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi fuel petrol/LPG),\n2.3\nEmission control system:\ntype of catalytic converter (i. e. oxidation, three-way, heated catalyst, SCR, other),\ntype of particulate trap,\nsecondary air injection (i.e. with or without),\nexhaust gas recirculation (i.e. with or without),\n2.4\nOBD parts and functioning:\nthe methods of OBD functional monitoring, malfunction detection and malfunction indication to the vehicle driver.’", "extent": "E+W+S+N.I.", "status": null, "version": "current", "annotations": [ { "type": "footnote", "label": "f1", "text": "Only in case of an activated default mode leading to a significantly reduced propulsion torque or if a throttle by wire system is fitted." }, { "type": "footnote", "label": "f2", "text": "If redundant APS or redundant TPS are fitted, signal cross check(s) shall meet all circuit rationality requirements. If there is only one APS or TPS fitted, APS or TPS circuit rationality monitoring is not mandatory." }, { "type": "footnote", "label": "f3", "text": "OBD stage II: two out of three of the circuit rationality malfunctions marked with ‘II’ shall be monitored in addition to circuit continuity monitoring." }, { "type": "footnote", "label": "f4", "text": "only if used as input to ECU/PCU with relevance to environmental or functional safety performance." }, { "type": "footnote", "label": "f5", "text": "Derogation allowed if manufacturer requests, level 3 instead, actuator signal present only without indication of symptom." }, { "type": "footnote", "label": "f6", "text": "Commission Implementing Regulation (EU) No 901/2014 of 18 July 2014 implementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to the administrative requirements for the approval and market surveillance of two- or three-wheel vehicles and quadricycles (OJ L 249, 22.8.2014, p. 1)." } ], "outstanding_effects": [], "provenance": { "source": "legislation.gov.uk", "source_url": "https://www.legislation.gov.uk/eur/2018/295/annex/I", "retrieved_at": "2026-11-01T14:44:14.774857+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." }