ANNEX I

List of UNECE regulations which apply on a compulsory basis

UNECE regulation No	Subject	Series of amendments	OJ Reference	Applicability
10	Electromagnetic compatibility (EMC)	04	OJ L 254, 20.9.2012, p. 1	L1e, L2e, L3e, L4e, L5e, L6e and L7e
62	Protection against unauthorised use	00	OJ L 89, 27.3.2013, p. 37	L1e, L2e, L3e, L4e, L5e, L6e and L7e

Explanatory note:

The fact that a component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.

ANNEX II

Requirements applying to powertrain tampering prevention measures (anti-tampering)

1.   Purpose and scope

1.1.   The powertrain tampering prevention (anti-tampering) measures are aimed at ensuring that adverse changes to the vehicle's powertrain which have negative impacts on functional safety and/or on the environment are discouraged.

1.2.   The measures shall include special requirements on vehicle markings as regards maximum power, maximum design vehicle speed and stationary sound level on the statutory plate referred to in Article 39(1) of Regulation (EU) No 168/2013. The special marking of original and non-original components, separate technical units, parts and equipment affecting environmental and propulsion unit performance and functional safety shall comply with Article 39(2) and (3) of Regulation (EU) No 168/2013 in order to allow enforcement authorities to verify whether parts and equipment fitted to a vehicle in use are appropriate for the type-approved vehicle.

1.3.   Scope

All L-category vehicles referred to in Article 2 of Regulation (EU) No 168/2013, with the exception of (sub)categories L3e-A3, L4e-A3 and L5e.

2.   General requirements

2.1.   The manufacturer shall ensure that the approval authority and technical service is provided with the necessary information and, where appropriate, the necessary vehicles, propulsions, components and separate technical units to enable them to verify that the requirements of this Annex have been met.

2.2.   The manufacturer shall declare in the application for the type-approval its commitment not to market interchangeable components which could enable an increase in propulsion unit performance applicable to the relevant (sub)category.

2.3.   Interchangeability of non-identical parts between type-approved vehicles:

2.3.1.   The interchangeability of the following parts in an individual or combined way, shall not result in an increase of the propulsion unit performance exceeding the values measured and reported at type-approval meaning that in any case the maximum design vehicle speed and/or the maximum continuous rated and/or net engine power of the relevant category shall remain within the conformity of production boundaries set out in point 4.1.4 of Annex IV:

2.3.1.1.

for vehicles equipped with a two-stroke engine: cylinder/piston combination, carburettor or fuel injector(s), intake pipe, exhaust system;

2.3.1.2.

for vehicles equipped with a four-stroke engine: cylinder head, camshaft, cylinder/piston combination, carburettor or fuel injector(s), intake pipe, exhaust system.

2.4.   In no case may the approved maximum design vehicle speed and/or the maximum continuous rated and/or net engine power of the relevant (sub)category, set out in Annex I to Regulation (EU) No 168/2013 may, be exceeded meaning that in any case the vehicle’s propulsion unit performance shall remain within the conformity of production boundaries set out in point 4.1.4 of Annex IV.

2.5.   In the case of chains or cogged belts, the number of teeth shall be displayed on the pinions.

2.6.   The manufacturer shall declare that manufacturer-facilitated modifications of the following characteristics will not increase the propulsion unit performance exceeding the conformity of production boundaries set out in point 4.1.4 of Annex IV: spark delivery of the ignition system if applicable, fuel feed and delivery system, air intake system including air filter(s) (modification or removal), propulsion battery configuration or electric power to the electric motor(s) if applicable, the drive train and the control unit(s) that control the powertrain of the vehicle.

2.7.   If the ignition timing is adjustable, the propulsion unit performance shall be measured with the ignition advance set within ± 5° of the value at which maximum engine power is achieved.

2.8.   The manufacturer shall ensure that the approved vehicle complies with the following provisions on electronic system security limiting the vehicle’s environmental and propulsion unit performance.

2.8.1.   For a vehicle equipped with (an) electrical/electronic device(s) which limit its propulsion unit performance, the vehicle manufacturer shall provide data and evidence to the test authorities to demonstrate that modification or disconnection of the device or its wiring system will not increase performance.

2.8.2.   Any vehicle equipped with electronic control shall include features to prevent modification, except as permitted by the manufacturer. The manufacturer shall permit modifications necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle.

2.8.3.   Any reprogrammable computer codes or operating parameter shall be resistant to tampering and afford a level of protection at least as high as the provisions in ISO 15031-7:2001, provided that the security exchange is conducted using the communication protocols and standardised diagnostic connector prescribed in Appendix 1 to Annex XII.

2.8.4.   To avoid increases in propulsion unit performance, computer-coded propulsion operating parameters shall not be changeable without the use of specialised tools and procedures, e.g. soldered or potted computer components, sealed or soldered computer enclosures.

2.8.5.   Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms, and shall not be changeable without the use of specialised tools and procedures.

2.8.6.   Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, EEPROM) shall deter unauthorised reprogramming. They shall include enhanced tamper-protection strategies and write-protect features requiring electronic access to an off-site computer maintained by the manufacturer and to which independent operators shall also have access using the protection afforded in Annex XV. Methods giving an adequate level of tamper protection, such as seed and key security access as per Keyword 2000 protocol, shall be approved by the approval authority.

2.8.7.   Stored on-board diagnostic trouble codes (DTCs) in the powertrain or engine control unit(s) shall not be erased by disconnection of the on board computer from the vehicle power supply or by disconnection or failure of the vehicle battery or ground.

3.   Additional specific requirements for (sub)category L1e, L2e and L6e vehicles

3.1.   The acceptable tolerance for maximum vehicle speed and/or power limitation of category L1e, L2e and L6e vehicles shall be ± 5 % of the maximum design vehicle speed and/or net and/or continuous rated power classification criteria referred to in Annex I to Regulation (EU) No 168/2013.

3.2.   Requirements for category L1e, L2e and L6e vehicles equipped with a combustion engine

3.2.1.   Intake system

3.2.1.1.

Each intake pipe shall be fixed with shear-bolts or bolts removable only using special tools. A restricted section, indicated on the outside, shall be located inside the pipes; at that point the wall shall be less than 4 mm in thickness, or 5 mm if composed of a flexible material such as rubber.

3.2.1.2.

Any interference with the pipes aimed at modifying the restricted section shall lead to either the destruction of the pipes or complete and permanent malfunctioning of the engine until they are restored to their approved condition.

3.2.1.3.

A marking with indication of the vehicle category or categories shall be legible on the pipes.

3.2.2.   Engine

3.2.2.1.

If an engine is equipped with (a) reed valve(s), it (they) shall be fixed with shear-bolts which prevent reuse of its support or bolts removable only using special tools.

3.2.2.2.

After mounting, the maximum thickness of a cylinder-head gasket, if any, shall not exceed 1,3 mm.

3.2.2.3.

Piston for two-stroke engines. The piston, when in position at top dead centre, shall not cover the inlet port. This requirement does not apply to those parts of the transfer/scavenging port which coincide with the inlet port in the case of vehicles the engine of which is equipped with an induction system incorporating reed valve(s).

3.2.2.4.

For two-stroke engines, rotation of the piston through 180° shall not increase engine performance.

3.2.3.   Exhaust system

3.2.3.1.

No artificial restriction is permitted in the exhaust system. The valve guides of a four-stroke engine are not to be considered artificial restrictions.

3.2.3.2.

Removing the resonator tube, if installed, shall not result in an increase in propulsion unit performance.

3.2.3.3.

The part(s) of the exhaust system inside the silencer(s) which determine(s) the effective length of the exhaust pipe shall be affixed to the silencer(s) or expansion box(es) in such a way that it (they) cannot be removed.

3.5.   Continuous Variable Transmission (CVT)

3.5.1.   CVT Transmission covers, if available, shall be fixed by means of at a minimum 2 shear bolts or be disassembled only by using special tools.

3.5.2.   The CVT mechanism intended to limit the drive ratio by limitation of the effective distance between two discs shall be fully integrated in one or both discs in such a way that it is impossible to modify the effective distance beyond a limit that would result in an increase of the maximum vehicle speed of more than 10 % of this maximum permissible vehicle speed without destroying the disc system. If the manufacturer employs interchangeable spacer rings in the CVT to adjust the maximum vehicle speed, the complete removal of these rings shall not increase the maximum vehicle speed with more than 10 %.

4.   Additional specific requirements for (sub)categories L3e-A1 and L4e-A1

4.1.   Subcategory L3e-A1 and L4e-A1 vehicles shall comply with the requirements of either point 3.2.1, 3.2.2.1 or 3.2.3.1 and comply with the requirements set out in points 3.2.3.2 and 3.2.3.3.

4.2.   Intake system

An irremovable sleeve shall be located in the inlet conduit.

4.2.1.   If such a sleeve is located in the intake pipe, the latter shall be fixed to the engine block by means of shear-bolts or bolts removable only using special tools.

4.2.2.   The sleeve shall have a minimum hardness of 60 HRC. In the restricted section it shall not exceed 4 mm in thickness.

4.2.3.   Any interference with the sleeve aimed at removing or modifying it shall lead to either the destruction of the sleeve and its support or complete and permanent malfunctioning of the engine until it is restored to its approved condition.

4.2.4.   A marking with indication of the vehicle category or categories shall be legible on the surface of the sleeve or not far from it.

4.2.5.   Each intake pipe shall be fixed with shear-bolts or bolts removable only using special tools. A restricted section, indicated on the outside, shall be located inside the pipes; at that point the wall shall be less than 4 mm in thickness, or 5 mm if composed of a flexible material such as rubber.

4.2.6.   Any interference with the pipes aimed at modifying the restricted section shall lead to either the destruction of the pipes or complete and permanent malfunctioning of the engine until they are restored to their approved condition.

4.2.7.   A marking with indication of the vehicle (sub)category as defined in Articles 2 and 4 of, and Annex I to, Regulation (EU) No 168/2013 shall be legible on the pipes.

4.2.8.   The part of the inlet conduit located in the cylinder head shall have a restricted section. In the whole inlet passage, there shall not be a more restricted section (except the valve-seat section).

4.2.9.   Any interference with the conduit aimed at modifying the restricted section shall lead to either the destruction of the pipe or complete and permanent malfunctioning of the engine until it is restored to its approved condition.

4.2.10.   A marking with indication of the vehicle category as referred to in Article 39 of Regulation (EU) No 168/2013 shall be legible on the cylinder head.

4.2.11.   The diameter of the restricted sections referred to in point 4.2 may vary according to the (sub)category vehicle concerned.

4.2.12.   The manufacturer shall supply the diameter(s) of the restricted section(s) and demonstrate to the approval authority and technical service that this restricted section is the most critical for the passage of gases, and that there is no other section which, if modified, could increase propulsion unit performance.

5.   Additional specific requirements for other (sub)categories of vehicle within the scope of point 1.3.

5.1.   For vehicles of subcategory L3e-A2 or L4e-A2 vehicle any variant or version among the same type shall not have a maximum net engine power and/or maximum continuous rated power that exceed the double of that power.

5.2.   The manufacturer shall declare that modifications and interchangeability of the characteristics and components listed below shall not lead to:

—	for vehicles of subcategory L3e-A2 and L4e-A2, exceeding the double of the net engine power or maximum continuous rated power, or

—	for vehicles of category L7e, exceeding the approved propulsion unit performance;

5.2.1.   spark delivery of the ignition system, if applicable;

5.2.3.   fuel feed and delivery system;

5.2.4.   air intake system including air filter(s) (modification or removal);

5.2.5.   the drive train;

5.2.6.   the control unit(s) that control(s) the propulsion unit performance of the powertrain;

5.2.7.   removal of any component (mechanical, electrical, structural, etc.) which limits full engine load leading to any change in the propulsion unit performance approved in accordance with Annex II(A) to Regulation (EU) No 168/2013.

ANNEX III

Requirements applying to arrangements for type-approval procedures

1.   Type-approval process

1.1.

When receiving an application for vehicle type-approval, the approval authority shall: 1.1.1. verify that all EU type-approval certificates issued pursuant to the regulatory acts which are applicable for vehicle type-approval cover the vehicle type and correspond to the prescribed requirements; 1.1.2. by reference to the documentation make sure that the vehicle specifications and data contained in the vehicle information document are included in the data in the information packages and in the EU type-approval certificates in respect of the relevant regulatory acts; 1.1.3. when an item number in the information document is not included in the information package of any of the regulatory acts, confirm that the relevant part or characteristic conforms to the particulars in the information folder; 1.1.4. on a selected sample of vehicles from the type to be approved carry out or arrange to be carried out inspections of vehicle parts and systems to verify that the vehicle(s) is/are built in accordance with the relevant data contained in the authenticated information package in respect of the relevant EU type-approval certificates; 1.1.5. carry out or arrange to be carried out relevant installation checks in respect of separate technical units where applicable; 1.1.6. carry out or arrange to be carried out necessary checks in respect of the presence of the devices provided for in Annex II to Regulation (EU) No 168/2013; 1.1.7. carry out or arrange to be carried out necessary checks in order to ensure that the requirements regarding gaseous-fuel systems are fulfilled, if applicable.

2.   Combination of technical specifications

2.1.

The number of vehicles to be submitted shall be sufficient to permit the proper check of the various combinations to be type-approved according to the following criteria: 2.1.1. vehicle type, variants and versions; 2.1.2. vehicle and propulsion family; 2.1.3. transmission; 2.1.4. body style; 2.1.5. number of doors; 2.1.6. number of seating positions.

3.   Specific provisions

3.1.

Where no approval certificates for any of the relevant regulatory acts are available, the approval authority shall: 3.1.1. arrange for the necessary tests and checks as required by each of the relevant regulatory acts; 3.1.2. verify that the vehicle conforms to the particulars in the vehicle information folder and that it meets the technical requirements of each of the relevant regulatory acts; 3.1.3. carry out or arrange to be carried out relevant installation checks in respect of separate technical units where applicable; 3.1.4. carry out or arrange to be carried out necessary checks in respect of the presence of the devices provided for in Annex II to Regulation (EU) No 168/2013 where applicable; 3.1.5. carry out or arrange to be carried out necessary checks in order to ensure that the requirements regarding gaseous-fuel systems are fulfilled, if applicable.

4.   Provisions regarding conversion of subcategories (L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycles

4.1.   General

Provisions for conversion shall only apply to subcategories (L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycles with and without side-car and vice versa.

4.2.   Conversion specified for subcategory (L3e/L4e)-A2 motorcycle to a (L3e/L4e)-A3 motorcycle and vice versa shall be permitted under the following controlled conditions:

4.2.1.   Type-approval

The manufacturer shall conduct in type-approval separate tests for the (L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycle configurations and demonstrate to the technical service and to the satisfaction of the approval authority the L3e motorcycle’s compliance with the provisions of point 4 and separately report on the following requirements:

4.2.2.   Environmental and propulsion unit performance requirements set out in Chapter III of Regulation (EU) No 168/2013, and tests referred to in Annexes II, V, VI and VII to that Regulation (EU) No 168/2013:

4.2.2.1.

the environmental test types I, II, V, VII, VIII and IX referred to in Annex V to Regulation (EU) No 168/2013;

4.2.2.2.

the propulsion unit performance requirements and tests referred to in Annex II(A2) to Regulation (EU) No 168/2013;

4.2.2.3.

the vehicle/propulsion family definitions shall be separately determined and reported for the (L3e/L4e)-A2 and for the (L3e/L4e)-A3 motorcycle configurations.

4.2.3.   Functional safety requirements: tests shall be conducted and the associated requirements shall be met according to points (B2), (B4), (B14), (B17) and (B18) of Annex II to Regulation (EU) No 168/2013;

4.2.4.   Vehicle construction tests shall be conducted and the associated requirements shall be met according to points (C1) and (C10) of Annex II to Regulation (EU) No 168/2013 in the (L3e/L4e)-A2 configuration.

4.2.5.   All other type-approval requirements than the ones listed in point 4.1.1.1 which are set out in Annex II to Regulation (EU) No 168/2013 shall be regarded as common and equal between the (L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycle configurations and shall therefore only be tested and reported once for both performance configurations. For the systems, components, separate technical units, parts or equipment of the vehicle unaffected by the conversion it shall be allowed to use the same test reports.

4.2.6.   One WVTA shall be issued for the category L3e-A2 motorcycle having a unique EU type-approval number. A special section in the information document and in the type-approval certificate shall reflect the information on the type-designation, type-approval number, technical data of the converted vehicle as well as the description of the parts, software, etc. to convert the vehicle into the L3e-A3 configuration.

4.2.7.   One WVTA shall be issued for the L3e-A3 motorcycle having a unique EU type-approval number. The special section in the information document as referred to in point 4.1.2 shall be added into the type-approval file of the L3e-A3 vehicle.

4.2.8.   If the complete information for the conversion is not available at the time of type-approval the completed information may be introduced with an extension of the EU-WVTA. If only the number of the other EU-WVTA is missing, it may be added with a revision of the EU-WVTA.

4.2.9.   Electronic information of the (L3e/L4e)-A2 or A3 motorcycle

The manufacturer shall program the applicable motorcycle subcategory ‘L3e-A2’ or ‘L3e-A3’ in the PCU/ECU memory of the motorcycle when converting from the (L3e/L4e)-A2 to (L3e/L4e)-A3 configuration or vice versa.

4.2.9.1.

This electronic information shall be made available in a readable format on request of a generic scan tool in complying with the provisions set out in Annex XII.

4.2.9.2.

This electronic information shall be protected against tampering in accordance with point 2.8 of Annex II.

4.2.9.3.

On request of the motorcycle manufacturer the vehicle may be exempted from complying with the requirements in point 4.2.9.1 and 4.2.9.2 up until 1 January 2020 under the condition that a comprehensive technical justification will be added to the information folder.

4.2.10.   The Certificate of Conformity (CoC) shall only bear the data of one vehicle configuration, either (L3e/L4e)-A2 or (L3e/L4e)-A3, at the end of the production line in the factory when finally set to one of the two possible configurations.

4.2.11.   Only one vehicle identification number (VIN) of the (L3e/L4e)-A2 and A3 motorcycle type shall be assigned to motorcycles which can be converted from subcategories (L3e/L4e)-A2 to (L3e/L4e)-A3 or vice versa. The statutory plate fitted on the vehicle shall contain this VIN and shall bear the two EU type-approval numbers with clear indication of the stationary noise levels and engine powers in both configurations.

4.3.   Conversion

Conversion of the (L3e/L4e)-A2 to the (L3e/L4e)-A3 configuration or vice versa shall only be performed and controlled by the motorcycle manufacturer.

4.3.1.

The manufacturer shall issue a declaration on request of the vehicle owner bearing the necessary information for the conversion linked by the VIN to the CoC according to the template in the annex of the certificate of conformity set out in Article 38(2) of Regulation (EU) No 168/2013 and declare that from the technical perspective the approved L3e motorcycle may be converted to the (L3e/L4e)-A2 or (L3e/L4e)-A3 performance levels.

4.3.2.

This manufacturer declaration shall include: the EU-Whole Vehicle type-approval (‘WVTA’) numbers, the changed data (with reference to the type-approval numbers concerned in the CoC), a brief description of the parts or equipment to be changed and the software ID and calibration verification numbers for both configurations. A specimen of the filled-out manufacturer declaration shall be included in the information folder.

4.4.   First registration

A Member State shall not refuse first registration and shall not require any additional testing for the purposes of first registration of a new (L3e/L4e)-A2 or (L3e/L4e)-A3 motorcycle if the new motorcycle (L3e/L4e)-A2 is converted to the (L3e/L4e)-A3 performance level or vice versa under the following conditions:

4.4.1.

the reading of the generic scan tool referred to in point 4.2.9 indicates the appropriate (L3e/L4e)-A2 or (L3e/L4e)-A3 configuration and a visual inspection leads to the conclusion, that all parts of the motorcycle necessary for the conversion are changed and/or mounted;

4.4.2.

the vehicle owner presents a valid Certificate of Conformity with the annexed manufacturer declaration referred to in point 4.3.1.

5.   Procedures to be followed during multi-stage EU type-approval

5.1.   General

5.1.1.

The satisfactory operation of the process of multi-stage EU type-approval requires joint action by all the manufacturers concerned. To this end type-approval authorities shall ensure, before granting first and subsequent stage approval, that suitable arrangements exist between the relevant manufacturers for the supply and interchange of documents and information such that the completed vehicle type meets the technical requirements of all the provisions laid down in Regulation (EU) No 168/2013. Such information shall include details of relevant system, component and separate technical unit approvals and of vehicle parts which form part of the incomplete vehicle but are not yet approved.

5.1.2.

Type-approvals in accordance with point 5 are granted on the basis of the current state of completion of the vehicle type and shall incorporate all approvals granted at earlier stages.

5.1.3.

Each manufacturer in a multi-stage EU type-approval process is responsible for the approval and conformity of production of all systems, components or separate technical units manufactured by him or added by him to the previously built stage. He is not responsible for subjects which have been approved in an earlier stage except in those cases where he modifies relevant parts to an extent that the previously granted approval becomes invalid.

5.2.   Procedures

The approval authority shall:

5.2.1.

verify that all EU type-approval certificates issued pursuant to the regulatory acts which are applicable for vehicle type-approval cover the vehicle type at its state of completion and correspond to the prescribed requirements;

5.2.2.

verify, in accordance with Article 25(6) of Regulation (EU) No 168/2013 that the vehicle type-approved at the final stage meets at that time all applicable technical requirements. That shall include a documentary check of all requirements covered by a type-approval for an incomplete vehicle granted in the course of a multistage procedure, even where granted for a different (sub)category of vehicle.

5.2.3.

ensure, in accordance with Article 25(7) of Regulation (EU) No 168/2013, that the choice of approval procedure does not affect the applicable substantive requirements with which the approved vehicle type has to comply at the time of issuing of the whole-vehicle type-approval.

5.2.4.

ensure that all the relevant data, taking account of the state of completion of the vehicle, is included in the information folder;

5.2.5.

by reference to the documentation make sure that the vehicle specification(s) and data contained in Part I of the vehicle information folder are included in the data in the information packages and in the EU type-approval certificates, in respect of the relevant regulatory acts; and in the case of a completed vehicle, where an item number in Part I of the information folder is not included in the information package of any of the regulatory acts, confirm that the relevant part of characteristic conforms to the particulars in the information folder;

5.2.6.

on a selected sample of vehicles from the type to be approved carry out or arrange to be carried out inspections of vehicle parts and systems to verify that the vehicle(s) is/are built in accordance with the relevant data contained in the authenticated information package in respect of all relevant regulatory acts;

5.2.7.

carry out or arrange to be carried out relevant installation checks in respect of separate technical units where applicable.

5.3.   The number of vehicles to be inspected for the purposes of point 4.2.4 shall be sufficient to permit the proper control of the various combinations to be EU type-approved according to the state of completion of the vehicle and the criteria set out in 2.1.

6.   Specific conditions required of virtual testing methods and regulatory acts for which virtual and/or self-testing methods may be used by a manufacturer or a technical service

6.0.   Objectives and scope

6.0.1.

This point 6 lays down appropriate provisions concerning virtual testing in accordance with Article 32(6) of Regulation (EU) No 168/2013. It shall not apply to the second subpoint of Article 32(3) of that Regulation.

6.0.2.

This point 6 also sets out topics for self-testing in accordance with the requirements in Article 64(1) of Regulation (EU) No 168/2013.

6.1.   List of delegated acts and their annexes

Table 3-1

Overview of requirements listed in Regulation (EU) No 168/2013 regarding virtual and self-testing

Requirements listed in Regulation (EU) No 168/2013	Virtual and/or self-testing applicable ?	Subject	Restrictions/Comments
Section (A2) of Annex II	Self-testing	Testing procedures on maximum design vehicle speed	Only for subcategories L3e-A3, L4e-A3 and L5e and does not include any other propulsion unit performance testing.
Section (B1) of Annex II	Self-testing	Audible warning devices	Installation only
Section (B7) of Annex II	Self-testing	Driver-operated controls including identification of controls, tell-tales and indicators	Speedometer only
Section (B8) of Annex II	Virtual testing	Installation of lighting and light signalling devices	Dimensions only
Section (B9) of Annex II	Virtual testing	Rearward visibility	Installation only; only according to UNECE regulation No 81
Section (B14) of Annex II	Virtual testing	Installation of tyres	Only where clearance exceeds 10 mm.
Section (C13) of Annex II	Self- and Virtual testing	Registration plate space
Section (C15) of Annex II	Self-testing	Stands	Only point 2.5 stand retention systems.
Article 39 of Regulation (EU) No 168/2013	Self-testing	Statutory plate and EU type-approval mark

7.   General conditions required for virtual testing methods

7.1.   Virtual test pattern

The following scheme shall be used as a basic structure for describing and conducting virtual testing:

7.1.1.

purpose;

7.1.2.

structure model;

7.1.3.

boundary conditions;

7.1.4.

load assumptions;

7.1.5.

calculation;

7.1.6.

assessment;

7.1.7.

documentation.

7.2.   Fundamentals of computer simulation and calculation

7.2.1.   Mathematical model

The mathematical model shall be supplied by the manufacturer. It shall reflect the complexity of the structure of the vehicle, system and components to be tested in relation to the requirements of the regulatory act and its boundary conditions. The same provisions shall apply mutatis mutandis for testing components or technical units independently from the vehicle.

7.2.2.   Process of validating the mathematical model

The mathematical model shall be validated in comparison with the actual test conditions. A physical test shall be conducted for the purposes of comparing the results obtained when using the mathematical model with the results of a physical test. Comparability of the test results shall be proven. A validation report shall be drafted by the manufacturer or by the technical service and submitted to the approval authority. Any change made to the mathematical model or to the software likely to invalidate the validation report shall be brought to the attention of the approval authority, which may require that a new validation process is conducted. The flow chart of the validation process is shown in Appendix 3.

7.2.3.   Documentation

The data and auxiliary tools used for the simulation and calculation shall be made available by the manufacturer and be documented in a suitable way.

7.2.4.   Tools and support

At the request of the technical service, the manufacturer shall supply or provide access to the necessary tools, including appropriate software.

7.2.5.   In addition, the manufacturer shall provide appropriate support to the technical service.

7.2.6.   Providing access and support to a technical service does not remove any obligation of the technical service regarding the skills of its personnel, the payment of licence rights and respect of confidentiality.

8.   Validation process for virtual testing

8.1.

Figure 3-1 Virtual testing validation process flow chart ManufacturerMathematical modelValidation processPhysical prototypePhysical TestComputer SimulationValidation reportAgreement Approval AuthorityApproval processVirtual Prototypes I, II, …Computer SimulationTechnical Report acc. to EU RegulationApproval Authority

ANNEX IV

Requirements applying to conformity of production

0.   Objectives

0.1.

The conformity of production (CoP) procedure aims to ensure that each vehicle, system, component, separate technical unit, part or equipment produced is in conformity with the approved type.

0.2.

Procedures include inseparably the assessment of quality-assurance management systems, referred to below as ‘initial assessment’ and verification and production-related controls, referred to as ‘product conformity arrangements’.

1.   Initial assessment

1.1.

Before granting type-approval, the approval authority shall verify the existence of satisfactory arrangements and procedures established by the manufacturer for ensuring effective control so that vehicles, systems, components or separate technical units when in production conform to the approved type.

1.2.

Guidance for conducting assessments may be found in the EN ISO 19011:2011 standard — Guidelines for quality and/or environmental management systems auditing.

1.3.

The requirement in point 1.1 shall be verified to the satisfaction of the approval authority granting type-approval. The approval authority shall be satisfied with the initial assessment and the product conformity arrangements in section 2 below, taking account — as necessary — of one of the arrangements described in points 1.3.1 to 1.3.3 or a combination of those arrangements in full or in part as appropriate.

1.3.1.

The initial assessment and/or verification of product conformity arrangements shall be carried out by the approval authority granting the approval or by a technical service designated to act on behalf of that authority.

1.3.1.1.

When considering the extent of the initial assessment to be carried out, the approval authority may take account of available information relating to: 1.3.1.1.1. the manufacturer’s certification described in point 1.3.3 below, which has not been qualified or recognised under that point; 1.3.1.1.2. in the case of type-approval of systems, components or separate technical units, quality system assessments performed by vehicle manufacturer(s) on the premises of the manufacturer(s) of the system, component or separate technical units, according to one or more of the industry sector specifications satisfying the requirements in the EN ISO 9001:2008 or ISO/TS16949:2009 standards.

1.3.2.

The initial assessment and/or verification of product conformity arrangements may be carried out by the approval authority of another Member State, or the technical service designated for this purpose by that authority.

1.3.2.1.

In such a case, the approval authority of the other Member State shall prepare a statement of compliance outlining the areas and production facilities it has covered as relevant to the product(s) to be type-approved and to the EU Regulations according to which these products are to be type-approved.

1.3.2.2.

On receiving an application for a compliance statement from the approval authority granting type-approval, the approval authority of another Member State shall send forthwith the statement of compliance or advise that it is not in a position to provide such a statement.

1.3.2.3.

The statement of compliance shall include at least the following: 1.3.2.3.1. group or company (e.g. XYZ automotive); 1.3.2.3.2. particular organisation (e.g. regional division); 1.3.2.3.3. plants/sites (e.g. engine plant 1 (in country A) — vehicle plant 2 ( in country B)); 1.3.2.3.4. vehicle/component range (e.g. all category LXe models); 1.3.2.3.5. areas assessed (e.g. engine assembly, body pressing and assembly, vehicle assembly); 1.3.2.3.6. documents examined (e.g. company and site quality manual and procedures); 1.3.2.3.7. date of the assessment (e.g. audit conducted from dd/mm/yyyy to dd/mm/yyyy); 1.3.2.3.8. planned monitoring visit (e.g. mm/yyyy);

1.3.3.

The approval authority may also accept the manufacturer’s certification to the international EN ISO 9001:2008 or ISO/TS16949:2009 standard (the scope of this certification shall in that case cover the product(s) to be approved) or an equivalent certification standard as satisfying the initial assessment requirements of point 1.1, provided that conformity of production is indeed covered by the quality management system. The manufacturer shall provide details of the certification and undertake to inform the approval authority of any revisions to its validity or scope of that certification.

1.4.

For the purpose of vehicle type-approval, the initial assessments carried out for granting approvals for systems, components and separate technical units of the vehicle need not be repeated but shall be complemented by an assessment covering the locations and activities relating to the assembly of the whole vehicle not covered by the former assessments.

2.   Product conformity arrangements

2.1.

Every vehicle, system, component, separate technical unit, part or item of equipment pursuant to a UNECE regulation annexed to the Revised 1958 Agreement and to Regulation (EU) No 168/2013 shall be so manufactured as to conform to the type approved by meeting the requirements of this Annex, the said UNECE regulation(s) and Regulation (EU) No 168/2013.

2.2.

Before granting a type-approval pursuant to Regulation (EU) No 168/2013 and to a UNECE regulation annexed to the Revised 1958 Agreement, the approval authority shall verify the existence of adequate arrangements and documented control plans, to be agreed with the manufacturer for each approval, to carry out at specified intervals those tests or associated checks necessary to verify continued conformity with the approved type, including, where applicable, tests specified in Regulation (EU) No 168/2013 and the said UNECE regulation.

2.3.

The holder of the type-approval shall, in particular: 2.3.1. ensure the existence and application of procedures for effective control of the conformity of products (vehicles, systems, components, separate technical units, parts or equipment) to the approved type; 2.3.2. have access to the testing or other appropriate equipment necessary for checking conformity to each approved type; 2.3.3. ensure that test or check result data are recorded and that annexed documents remain available for a period of up to 10 years to be determined in agreement with the approval authority; 2.3.4. analyse the results of each type of test or check, in order to verify and ensure the stability of the product characteristics, making allowance for variation in industrial production; 2.3.5. ensure that for each type of product, at least the checks and the tests prescribed in Regulation (EU) No 168/2013 and its delegated and implementing acts as well as set out in the referenced and applicable UNECE regulation therein are carried out; 2.3.6. ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test in question gives rise to a further sampling and test. All the necessary steps shall be taken to restore the production process to ensure conformity with the approved type.

2.4.

In the case of step-by-step, mixed or multi-stage type-approvals, the approval authority granting whole vehicle type-approval may request specific details regarding compliance with the conformity of production requirements set out in this Annex from any approval authority that granted type-approval of any relevant system, component or separate technical unit.

2.5.

If the approval authority granting whole vehicle type-approval is not satisfied with the reported information referred to in point 2.4 and has communicated this in writing to the manufacturer in question and the approval authority granting type-approval for the system, component or separate technical unit, the approval authority granting whole vehicle type-approval shall demand additional conformity of production audits or checks to be performed at the site of the manufacturer(s) of those systems, components or separate technical units and the results shall immediately be made available to the approval authority concerned.

2.6.

If points 2.4 and 2.5 apply and the further audit or check results are deemed not to be satisfactory in the opinion of the approval authority granting whole vehicle type-approval, the manufacturer shall ensure that conformity of production is restored as soon as possible by corrective actions to the satisfaction of the approval authority granting whole vehicle type-approval and to the satisfaction of the approval authority granting type-approval of the system, component or separate technical unit.

3.   Continued verification arrangements

3.1

The authority which has granted type-approval may at any time verify the conformity of production control methods applied in each production facility by means of periodic audits. The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and shall provide all necessary information with regard to the quality management system documentation and records.

3.1.1.

The normal approach for such periodic audits shall be to monitor the continued effectiveness of the procedures laid down in sections 1 and 2 (initial assessment and product conformity arrangements).

3.1.1.1.

Surveillance activities carried out by the technical services (qualified or recognised as required in point 1.3.3) shall be accepted as satisfying the requirements of point 3.1.1 with regard to the procedures established at initial assessment.

3.1.1.2.

The normal frequency of these verifications by the approval authority (other than those referred to in point 3.1.1.1) shall be such as to ensure that the relevant conformity of production controls applied in accordance with sections 1 and 2 are reviewed over a period consistent with the climate of trust established by the approval authority.

3.2.

At every review, the records of tests and checks and production records, in particular records of those tests or checks documented as required in point 2.2, shall be available to the inspector;

3.3.

The inspector may select random samples to be tested in the manufacturer’s laboratory or in the facilities of the technical service, in which case only physical tests shall be carried out. The minimum number of samples may be determined according to the results of the manufacturer’s own verification.

3.4.

Where the level of control appears unsatisfactory, or when it seems necessary to verify the validity of the tests carried out in application of point 3.2, the inspector shall select samples to be sent to the technical service to perform physical tests according to the requirements regarding conformity of production set out in point 4 and in the UNECE regulations referred to in Regulation (EU) No 168/2013 or in its delegated acts.

3.5.

Where unsatisfactory results are found during an inspection or a monitoring review, the approval authority shall ensure that all necessary steps are taken to restore conformity of production as rapidly as possible.

3.6.

In cases where compliance with UNECE regulations is required by Regulation (EU) No 168/2013 or its delegated acts, the manufacturer may choose to apply the provisions of this Annex as an equivalent alternative to the conformity of production requirements in the respective UNECE regulations. However, if points 3.5 or 3.6 apply, all separate conformity of production requirements in the UNECE regulations have to be complied with to the satisfaction of the approval authority until it decides that conformity of production has been restored.

4.   Conformity of production test requirements in cases of an unsatisfactory level of product conformity control as referred to in point 3.4.

4.1.   Environmental and propulsion unit performance requirements

4.1.1.   Test type I on emissions after cold start, type II on increased idle emissions and type VII on measurement of CO2 emissions, fuel consumption, electric energy consumption and electric range determination

4.1.1.1.   Vehicles shall be manufactured in conformity with the approved vehicle type.

4.1.1.2.   Appropriate conformity of production checks shall be carried out to verify compliance with the conditions referred to in point 4.1.1.1.

4.1.1.3.   Vehicles powered by an internal combustion engine only:

4.1.1.3.1.   As a general rule, measures to ensure the conformity of production with regard to tailpipe and CO2 emissions from vehicles are to be checked on the basis of the description in the type-approval certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013.

The control of production conformity is based on an assessment by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with respect to the tailpipe and CO2 emissions.

If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production.

4.1.1.3.1.1.   Measurements of the tailpipe and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions).

4.1.1.3.1.1.1.   Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test

4.1.1.3.1.1.1.1.   Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows:

4.1.1.3.1.1.1.1.1.

If the durability method set out in Article 23(3a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full mileage referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2 resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: where: a = slope value determined according to test type V according to Annex V(A) to Regulation (EU) No 168/2013; b = offset value determined according to test type V according to Annex V(A) to Regulation (EU) No 168/2013; x = pollutant emission (HC, CO, NOx, NMHC and PM if applicable) test result per emission constituent of a degreened vehicle (maximum accumulated 100 km after the first start on the production line) in mg/km. y = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013.

4.1.1.3.1.1.1.1.2.

If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration factor shall consist of the slope and offset value per emission constituent calculated to comply with test type V according to Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (y).

4.1.1.3.1.1.1.1.3.

If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors, set out in Annex VII(A) to Regulation (EU) No 168/2013, shall be used as slope values with the offset value set to 0. Equation 4-1 shall be used to calculate the average CoP emission results per pollutant emission constituent (y).

4.1.1.3.1.1.1.1.4.

The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval.

4.1.1.3.1.1.1.1.5.

If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory.

4.1.1.3.1.1.1.2.   If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows:

4.1.1.3.1.1.1.2.1.

If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2.

4.1.1.3.1.1.1.2.2.

If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3.

4.1.1.3.1.1.1.3.   The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe and CO2 emissions according to the test criteria applied in the appropriate table.

If no pass or fail decision is reached for tailpipe and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1).

4.1.1.3.1.1.1.4.   In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted.

At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed.

Figure 4-1

Pass/fail criteria for Type I, II and VII testing

Test on three vehicles

Computation of the test statistic

According to the appropriate table does the test statistic agree with the criteria for failing the series ?

Series Rejected

According to the appropriate table does the test statistic agree with the criteria for passing the series ?

Series Accepted

Test of an additional vehicle

4.1.1.3.1.1.2.   Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line.

4.1.1.3.1.1.2.1.   However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km.

In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles.

4.1.1.3.1.1.2.2.   If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows:

The tailpipe and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle);

The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows:

Equation 4-2:

The value of EC may be less than 1.

The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC.

In this case, the values to be taken will be:

The value at ‘x’ km for the first vehicle;

The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles.

4.1.1.3.1.1.2.3.   As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe and CO2 emissions measured at zero km by this factor.

4.1.1.3.1.1.2.4.   Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority.

4.1.1.3.2.   Conformity of production when manufacturer’s statistical data are available

4.1.1.3.2.1.   The following sections describe the procedure to be used to verify the tailpipe and CO2 emission conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory.

4.1.1.3.2.2.   With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %).

4.1.1.3.2.3.   The following procedure is used (see Figure 4-1):

Let L be the natural logarithm of the tailpipe emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value:

xi	=	the natural logarithm of the measurement for the i-th vehicle of the sample;
s	=	an estimate of the production standard deviation (after calculating the natural logarithm of the measurements);
n	=	the current sample number.

4.1.1.3.2.4.   Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as:

Equation 4-2:

4.1.1.3.2.5.   Then:

4.1.1.3.2.5.1.

if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached;

4.1.1.3.2.5.2.

if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached;

4.1.1.3.2.5.3.

otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more.

4.1.1.3.2.5.4.

Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 –4,724 4 3,261 –4,79 5 3,195 –4,856 6 3,129 –4,922 7 3,063 –4,988 8 2,997 –5,054 9 2,931 –5,12 10 2,865 –5,185 11 2,799 –5,251 12 2,733 –5,317 13 2,667 –5,383 14 2,601 –5,449 15 2,535 –5,515 16 2,469 –5,581 17 2,403 –5,647 18 2,337 –5,713 19 2,271 –5,779 20 2,205 –5,845 21 2,139 –5,911 22 2,073 –5,977 23 2,007 –6,043 24 1,941 –6,109 25 1,875 –6,175 26 1,809 –6,241 27 1,743 –6,307 28 1,677 –6,373 29 1,611 –6,439 30 1,545 –6,505 31 1,479 –6,571 32 –2,112 –2,112

4.1.1.3.3.   Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable

4.1.1.3.3.1.   The following sections describe the procedure to be used to verify the tailpipe and CO2 emission conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable.

4.1.1.3.3.2.   With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %).

4.1.1.3.3.3.   The measurement of tailpipe and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number.

4.1.1.3.3.4.   If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define:

Equations 4-3:

4.1.1.3.3.5.   Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio

and shall be used to determine whether the series has passed or failed as follows:

for mo ≤ n ≤ m:

4.1.1.3.3.5.1.

pass the series if ;

4.1.1.3.3.5.2.

fail the series if ;

4.1.1.3.3.5.3.

take another measurement if Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 –0,80380 16,64743 4 –0,76339 7,68627 5 –0,72982 4,67136 6 –0,69962 3,25573 7 –0,67129 2,45431 8 –0,64406 1,94369 9 –0,61750 1,59105 10 –0,59135 1,33295 11 –0,56542 1,13566 12 –0,53960 0,97970 13 –0,51379 0,85307 14 –0,48791 0,74801 15 –0,46191 0,65928 16 –0,43573 0,58321 17 –0,40933 0,51718 18 –0,38266 0,45922 19 –0,35570 0,40788 20 –0,32840 0,36203 21 –0,30072 0,32078 22 –0,27263 0,28343 23 –0,24410 0,24943 24 –0,21509 0,21831 25 –0,18557 0,18970 26 –0,15550 0,16328 27 –0,12483 0,13880 28 –0,09354 0,11603 29 –0,06159 0,09480 30 –0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876

4.1.1.3.3.6.   Remarks

The following recursive formulae are useful for computing successive values of the test statistic:

Equations 4-4:

(n = 2, 3, …;

; v1 = 0)

4.1.1.3.4.   The type-approval authorities issuing the approval may at any time verify the methods applied in each production unit.

4.1.1.3.5   In every inspection, the records of tests and production monitoring shall be communicated to the visiting inspector.

4.1.1.3.6.   The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The minimum number of samples may be determined on the basis of the results of the manufacturer’s own checks.

4.1.1.3.7.   When the quality standard does not seem satisfactory or when it seems necessary to verify the validity of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the technical service which carried out the approval tests.

4.1.1.3.8.   The type-approval authorities may carry out all the tests prescribed in this Annex.

4.1.1.4.   Vehicles powered by a hybrid electric powertrain

As a general rule, measures to ensure the conformity of production with regard to tailpipe and CO2 emissions, electric energy consumption and electric range from hybrid electric vehicles is checked on the basis of the description in the type-approval certificate conforming to the model in Article 30(2) of Regulation (EU) No 168/2013.

Checks on production conformity are based on an assessment made by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the vehicle type with respect to the emission of tailpipe and CO2 emissions, electric energy consumption and range.

If the authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production.

Conformity for tailpipe and CO2 emissions is checked using the statistical procedures described in points 4.1.1.3.1 to 4.1.1.3.3. Vehicles are tested according to the procedure described in Annex II(A) to Regulation (EU) No 168/2013.

4.1.1.5.   Replacement pollution control devices

4.1.1.5.1.   In order to test conformity as required above, a sample replacement pollution control device shall be taken from the production line of the type-approved vehicle.

4.1.1.5.2.   Production will be regarded as being in conformity with the provisions of this Annex if a representative parent vehicle equipped with a pollution control device randomly selected from the production line complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on environmental performance. The performance of the propulsion fitted to the representative parent vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not exceed the propulsion unit performance of the original pollution control device it replaces.

4.1.1.6.   Actions to be taken in case of non-conformity of production

If, during inspections, non-conformity is observed, the approval authority shall ensure that all necessary steps are taken to re-establish conformity of production as soon as possible.

4.1.1.7.   Penalties for non-conformities of production

4.1.1.7.1.   The approval granted in respect of a vehicle type may be withdrawn if the requirements in point 4.1.1.1 are not complied with.

4.1.1.7.2.   If a Member State withdraws an approval it has previously granted, it shall forthwith notify the other Member States.

4.1.2.   Conformity of production for test type IV, evaporative emissions

For routine end-of-production-line testing, the manufacturer may demonstrate compliance by sampling vehicles which shall meet the following requirements. Alternatively, the full test procedure described in this Annex shall be carried out. At the request of the manufacturer an alternative test procedure may be used, if the procedure has been presented to and has been accepted during the type approval procedure by the technical service to the satisfaction of the approval authority.

4.1.2.1.   Test for leakage

4.1.2.1.1.   Vents to the atmosphere from the evaporative emission control system shall be isolated.

4.1.2.1.2.   A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H2O) shall be applied to the fuel system.

4.1.2.1.3.   The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

4.1.2.1.4.   Following isolation of the fuel system, the pressure shall drop by no more than 0,5 kPa (50 mm of H2O) in five minutes.

4.1.2.2.   Test for venting

4.1.2.2.1.   Vents to the atmosphere from the emission control shall be isolated.

4.1.2.2.2.   A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H2O) shall be applied to the fuel system.

4.1.2.2.3.   The pressure shall be allowed to stabilise before the fuel system is isolated from the pressure source.

4.1.2.2.4.   The venting outlets from the emission control systems to the atmosphere shall be reinstated to the production condition.

4.1.2.2.5.   The pressure of the fuel system shall drop to below 1,0 kPa (100 mm of H2O) within two minutes.

4.1.2.3.   Purge test

4.1.2.3.1.   Equipment capable of detecting an airflow rate of 0,25 litre in one minute shall be attached to the purge inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected via a switching valve to the purge inlet, or alternatively:

4.1.2.3.2.   The manufacturer may use a flow meter of his own choice, if acceptable to the approval authority.

4.1.2.3.3.   The vehicle shall be operated in such a manner that any design feature of the purge system that could restrict purge operation is detected and the circumstances noted.

4.1.2.3.4.   Whilst the engine is operating within the bounds noted in this point the air flow shall be determined by either:

4.1.2.3.4.1.

The device being switched in a pressure drop from atmospheric to a level indicating that a volume of 0,25 litre of air has flowed into the evaporative emission control system within one minute; or

4.1.2.3.4.2.

An alternative flow measuring device with a detectable reading of no less than 0,25 litre per minute.

4.1.2.3.4.3.

At the request of the manufacturer, an alternative purge test procedure can be used if the procedure has been presented to, and accepted by, the technical service during the type-approval procedure.

4.1.2.4.   Control Methods

4.1.2.4.1.   The approval authority which has granted type-approval may at any time verify the conformity control methods applicable to each production unit.

4.1.3.   Test type VIII on sound level

4.1.3.1.   Vehicle conformity regarding sound level

Any vehicle manufactured shall conform to an approved type of vehicle and shall be equipped with the silencer with which it was type-approved and satisfy the requirements of Article 23 and Annex VI(D) to Regulation (EU) No 168/2013 relating to the type of vehicle concerned.

4.1.3.1.1.   In order to test conformity as required above, a sample vehicle shall be taken from the production line of the type approved pursuant to this point 4.1.3. Production will be regarded as conforming to the provisions of this point if the sound level measured using the test method referred to in Annex VI(D) to Regulation (EU) No 168/2013 does not exceed by more than 3 dB(A) the value measured at the time of type-approval, nor by more than 1 dB(A) the limits laid down in this point.

4.1.3.2.   Conformity of production of a non-original replacement exhaust system

4.1.3.2.1.   Any exhaust system manufactured shall conform to a type approved pursuant to this point and satisfy the requirements of Annex VI(D) to Regulation (EU) No 168/2013 relating to the type of vehicle for which it is intended.

4.1.3.2.2.   In order to test conformity as required above, a sample exhaust will be taken from the production line of the type approved pursuant to this point 4.1.3.

4.1.3.2.3.   Production will be regarded as complying with this point 4.1.3 if the requirements of Annex VI(D) to Regulation (EU) No 168/2013 are satisfied and if the sound level measured using the test method referred to in that Annex does not exceed by more than 3 dB(A) the value measured at the time of type-approval.

4.1.4.   Conformity of production (CoP) requirements regarding maximum design vehicle speed, maximum torque, maximum continuous rated power and maximum peak power

4.1.4.1.   Maximum vehicle speed measurement tolerances during conformity of production (CoP) testing

During a production conformity check, the maximum design vehicle speed may differ by ± 5 % from the value determined during the type-approval test.

4.1.4.2.   Maximum torque, maximum continuous rated power, maximum net power and maximum peak power tolerances during CoP testing

Table 4-3

Measurement tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power dependent on measured power

Measured power	Acceptable tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power
< 1 kW	≤ 20 %
1 kW < measured power < 11 kW	≤ 10 %
> 11 kW	≤ 5 %

4.1.5.   Conformity of production (CoP) requirements regarding the mass in running order.

The mass in running order of an L-category vehicle may deviate from the nominal value by no more than 8 % as regards the permissible lower and upper deviations, which is the negative and positive deviation around the declared nominal value of up to and including the mass in running order thresholds referred to in Annex I to Regulation (EU) No 168/2013.

5.   Review of the acceptable tolerances of the mass in running order

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

ANNEX V

Requirements applying to coupling devices and attachments

1.   Scope

1.1.

This Annex applies to coupling devices and attachments for L-category vehicles, if fitted.

1.2.

This Annex states the requirements which coupling devices for L-category vehicles shall satisfy in order to: 1.2.1. Ensure compatibility when combining L-category vehicles with different types of trailers; 1.2.2. Ensure the safe coupling of the vehicle and trailer under all conditions of use; 1.2.3. Ensure safe procedures for coupling and uncoupling.

2.   General requirements

2.1.

The coupling devices for L-category vehicles shall be manufactured and attached in accordance with good engineering practice, and shall be safe to operate. They may be approved as separate technical units under this Regulation or approved under UNECE regulation No 55 (1).

2.2.

The coupling devices shall be so designed and manufactured that in normal use, with proper maintenance and the timely replacement of wearing parts, they will continue to function satisfactorily.

2.3.

Every coupling device shall be accompanied by installation and operating instructions giving sufficient information for a competent person to install it on the vehicle and operate it properly. The instructions shall be in the official language or languages of the Member State in which the coupling device will be offered for sale.

2.4.

The materials that may be used are those for which the properties relevant to the application are laid down in a standard or those for which the properties are given in the application documentation.

2.5.

All parts of the coupling devices the failure of which could result in separation of the two vehicles shall be made of steel. Other materials may be used provided equivalence has been demonstrated by the manufacturer to the satisfaction of the technical service.

2.6.

All couplings shall be designed for positive mechanical engagement, and the closed position shall be secured at least once by positive mechanical engagement.

2.7.

If equipped with a coupling device, a coupling ball as specified in accordance with Appendix 1, Figure Ap1-1 shall be used on an L-category vehicle. The coupling type shall be chosen and positioned to allow maximum compatibility with a range of trailer types. However, a device other than such a coupling ball may be used, provided the requirements of point 2.8 are met and that the compatibility and interchangeability of trailers is neither necessary nor possible (dedicated combinations).

2.8.

Coupling devices shall be designed so as to meet the requirements for case of operation, position, mobility and strength in line with points 2.9, 2.10, 2.11 and points 3, 4 and 5.

2.9.

The coupling devices shall be designed and attached so as to achieve maximum safety according to good engineering practice; this also applies to the operation of the coupling.

2.10.

It shall be possible for one person safely to couple and uncouple the vehicles without the use of tools.

2.11.

It shall be possible to operate the detachable coupling devices easily by hand and without the use of tools.

2.12.

When placing products on the market, manufacturers of coupling devices or vehicles shall provide the consumer with guidelines and information in all official languages regarding the impact on driveability of driving an L-category vehicle with a trailer.

3.   Requirements for position

3.1.

Coupling devices attached to the vehicles shall ensure unhindered and safe operation.

3.2.

Coupling balls attached to the vehicles shall correspond to the geometric conditions specified in figure Ap1-2 of Appendix 1.

3.3.

The height of the coupling point of a coupling device other than a coupling ball shall correspond to the height of the coupling point of the drawbar of the trailer within a range of ± 35 mm, provided the trailer is in a horizontal position.

3.4.

The shape and dimensions of the towing brackets shall correspond to the vehicle manufacturer’s requirements with respect to fixing points and any additional mounting devices required.

3.5.

The requirements of the vehicle manufacturer with regard to the type of the coupling device, the permissible mass of the trailer and the permissible static vertical load imposed at the coupling point shall be observed.

3.6.

The mounted coupling device shall not obscure the visibility of the rear licence plate and/or lighting components; otherwise a coupling device shall be used which can be dismantled without special tools.

3.7.

Manufacturers of towing brackets shall incorporate attachment points to which either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of separation of the main coupling, may be attached.

3.7.1.

The attachment points for a secondary coupling and/or breakaway cable shall be positioned such that when in use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or interfere with the normal inertia braking system operation.

3.7.2.

A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment point(s) shall be as rearward and as high as practicable.

4.   Requirements for articulation

4.1.

The following articulation shall be possible with the coupling device not attached to the vehicle: 4.1.1. An angle of free vertical pitch of 20° above and below the horizontal centre line at all angles of horizontal rotation up to at least 90° each side of the longitudinal centre line of the device. 4.1.2. At all angles of horizontal rotation up to 90° each side of the longitudinal centre line of the device, there shall be an angle of free axial roll each side of the vertical centre line of 25° for three- and four-wheel vehicles or 40° for two-wheel vehicles.

4.2.

At all angles of horizontal rotation the following combinations of articulation shall be possible: 4.2.1. In the case of two-wheel vehicles, except where the device is used with one-wheel trailers which tilt with the two-wheel vehicle: 4.2.1.1. Vertical pitch of ± 15° with axial roll of ± 40°; 4.2.1.2. Axial roll of ± 30° with vertical pitch of ± 20°; 4.2.2. In the case of three-wheel vehicles or quadricycles: 4.2.2.1. Vertical pitch of ± 15° with axial roll of ± 25°; 4.2.2.2. Axial roll of ± 10° with vertical pitch of ± 20°.

4.3.

It shall be possible to couple and uncouple coupling balls when the longitudinal axis of the coupling ball in relation to the centre line of the coupling ball and mounting: 4.3.1. Is horizontally β = 60° right or left; 4.3.2. Is vertically α = 10° up or down; 4.3.3. Is axially rotated 10° right or left.

5.   Requirements for strength

5.1.   A dynamic strength test (endurance test) shall be performed.

5.1.1.   The endurance test shall be performed with an alternating approximately sinusoidal load with a number of load cycles depending on the material. No cracks or fractures or other visible external damage, or any excessive permanent distortion which would be detrimental to the satisfactory operation of the device, shall occur.

5.1.2.   The loading basis for the dynamic test is the D-value shown below. The static vertical load shall be taken into consideration in the direction of the test load relative to the horizontal plane, depending on the position of the coupling point and the static vertical load permitted at the coupling point.

Equation 3-1:

where:

T	=	technically permissible maximum mass (in tonnes) of the towing vehicle;
R	=	technically permissible maximum mass (in tonnes) of the trailer;
g	=	acceleration due to gravity (assumed g = 9,81 m/s2).

5.1.3.   The characteristic values D and S on which the test is to be based are specified in the manufacturer’s type-approval application, S being the permitted maximum static vertical load (in kg) at the coupling point.

5.2.   Test procedure

5.2.1.   For the dynamic tests, the sample shall be placed in a suitable rig with a suitable means of force application so that it is not subjected to any additional forces or moments apart from the specified test force. In the case of alternating tests, the direction of force application shall not deviate by more than ± 10° from the specified direction. To avoid unspecified forces and moments in the sample, it may be necessary to have one joint at the point of force application and a second joint a suitable distance away.

5.2.2.   The test frequency shall not exceed 35 Hz. The selected frequency shall be well separated from resonant frequencies of the test set-up, including the device being tested. The number of load cycles shall be 2 × 106 for coupling devices made of steel. A higher number of load cycles may be required for coupling devices made of other materials. Generally, the crack test is to be performed in accordance with the dye penetration procedure; equivalent other procedures are also permissible.

5.2.3.   The coupling devices on test are to be normally mounted as rigidly as possible on a test rig in the actual position in which they will be used on the vehicle. The fixing devices shall be those specified by the manufacturer or applicant and be those intended for its attachment to the vehicle and/or have identical mechanical characteristics.

5.2.4.   Test conditions

5.2.4.1.

Preferably, couplings shall be tested in original condition as intended for use on the road. At the discretion of the manufacturer and in agreement with the technical service, flexible components may be neutralised if this is necessary for the test procedure and if there is no concern about unrealistic influence on the test result.

5.2.4.2.

Flexible components which are obviously overheated due to this accelerated test procedure may be replaced during the test.

5.2.4.3.

The test loads may be applied by means of special slack-free devices.

5.2.4.4.

The devices submitted for test shall be provided with all design details which may have an influence on the strength criteria (for example electrical socket plates, any markings, etc.). The test periphery ends at the anchorage points or fitting points. The geometric location of the coupling ball and the fixing points of the coupling device relating to the reference line shall be provided by the vehicle manufacturer and shown in the test report.

5.2.4.5.

All relative positions of the attachment points with respect to the reference line as shown in Appendix 2, for which the towing vehicle manufacturer shall provide all the necessary information to the towing device manufacturer, shall be repeated on the test bed.

5.3.   Test of coupling balls and towing brackets

5.3.1.   The assembly mounted on the test bed is subjected to a dynamic test on an alternating stress tensile testing machine (e.g. a resonance pulser). This test shall contain the following:

5.3.1.1.

The test load shall be an alternating force and applied to the coupling ball at an angle of 15 ± 1°, as shown in figures Ap2-1 and Ap2-2 of Appendix 2.

5.3.1.2.

If the ball centre is above that line parallel to the reference line as shown in figure Ap2-3 of Appendix 2, which contains the highest of the nearest fixing points, the test shall be carried out with an angle (figure Ap2-1 of Appendix 2).

5.3.1.3.

If the ball centre is below the line parallel to the reference line as shown in figure Ap2-3 of Appendix 2, which contains the highest of the nearest fixing points, the test shall be carried out with an angle (figure Ap2-2 of Appendix 2). This angle is chosen in order to take account of the vertical static and dynamic load. This test method is applicable only to a permitted static load of no more than: Equation 3-2:

5.3.1.4.

If a greater static load is requested, the test angle shall be increased to 20°. The dynamic test shall be performed with the following test force: Equation 3-3:

5.3.2.   One-piece coupling balls, including devices with non-interchangeable detachable balls and towing brackets with interchangeable balls which can be dismantled (excluding balls on integral support), shall be tested in accordance with 5.3.1.

5.3.3.   The test of a towing bracket which can be used with different ball units is to be carried out in accordance with the test requirements of UNECE regulation No 55.

5.4.   The testing requirements in point 5.3.1 shall be also applicable to coupling devices other than coupling balls.

6.   Coupling heads

6.1.

Coupling heads shall be designed so that they can be used safely with the coupling balls described in Figure Ap 1-1 of Appendix 1.

6.2.

Coupling heads intended to be fitted to unbraked trailers, shall be fitted with a secondary coupling device or at least attachment point(s) to permit the connection of a secondary coupling device(s). The attachment point(s) shall be positioned such that when in use, the secondary coupling device(s) does not restrict the normal articulation of the coupling.

6.3.

An endurance test shall be performed with an alternating test force and a static test (lifting test) on each test sample.

6.4.

The dynamic test shall be performed with a suitable coupling ball of appropriate strength. On the test rig, the coupling head and ball shall be arranged as instructed by the manufacturer and in a way corresponding to their attachment in a vehicle. There shall be no possibility of extra forces in addition to the test force acting on the sample. The test force shall be applied along a line passing through the centre of the ball and inclined downwards to the rear at 15° (see figure Ap3-1 of Appendix 3). An endurance test shall be performed on a test sample with the following test force: Equation 3-3:

6.5.

The coupling ball used for the test shall have a diameter of 49 – 0+0;13 mm in order to represent a worn coupling ball. The lifting force FA shall be increased smoothly and quickly to a value of: Equation 3-4: and held for 10 seconds, where: C = mass of the trailer (sum of the axle loads of the trailer carrying maximum permissible load) in tonnes.

6.6.

If coupling devices other than coupling balls are used, the coupling head shall be tested, as applicable, in accordance with the relevant requirements of UNECE regulation No 55.

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(1)   OJ L 227, 28.8.2010, p. 1.

ANNEX VI

Requirements applying to devices to prevent unauthorised use

1.   Requirements

1.1.

‘Type of vehicle with regard to devices to prevent unauthorised use’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the protective device preventing the unauthorised use of the vehicle;

1.2.

Vehicles of categories L1e with a mass in running order > 35 kg, L2e, L3e, L4e and L5e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62 (1).

1.2.1.

Vehicles of categories L1e, L2e, L3e, L4e and L5e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18 (2) as prescribed for vehicle category N2.

1.3.

Vehicles of category L6e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L2e.

1.3.1.

Vehicles of category L6e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.

1.4.

Vehicles of category L7e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L5e.

1.4.1.

Vehicles of category L7e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.

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(1)   OJ L 89, 27.3.2013, p. 37.

(2)   OJ L 120, 13.5.2010, p. 29.

ANNEX VII

Requirements applying to electromagnetic compatibility (EMC)

1.   Requirements

1.1.

‘Type of vehicle with regard to electromagnetic compatibility’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the electronic components, spark-plugs and their wire harnesses, and their method of attachment and location on the vehicle;

1.2.

Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE regulation No 10 (1).

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(1)   OJ L 254, 20.9.2012, p. 1.

ANNEX VIII

Requirements applying to external projections

1.   Requirements applying to two-wheel mopeds and two-wheel motorcycles with or without side-car

1.1.   General requirements

1.1.2.   Vehicles of categories L1e, L3e and L4e shall meet the following general requirements:

1.1.2.1.   Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed so that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 1 to 1.3.8.

1.1.2.2.   All contactable projections or edges which are made of or covered with material such as soft rubber or soft plastic having a hardness of less than 60 Shore (A) are considered to meet the requirements in points 1.3 to 1.3.8. The hardness measurement shall be carried out with the material fitted to the vehicle as intended.

1.1.3.   Specific provisions for vehicles of categories L1e, L3e and L4e

1.1.3.1.   Vehicles shall be assessed in accordance with the provisions in points 1.2 to 1.2.4.1.

1.1.3.2.   In the case of vehicles fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components, the vehicle manufacturer may as an alternative choose to apply the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1, covering either specific external projections or the full external surface of the vehicle.

The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 1 to 1.3.8.

1.1.4.   Specific provisions for vehicles of category L4e

1.1.4.1.   When the side-car is connected to the motorcycle, either permanently or in a detachable way, the space between the motorcycle and the side-car is exempted from assessment (see Figure 8-1).

Figure 8-1

Top-down view of category L4e motorcycle with side-car

1.1.4.2.   If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the motorcycle itself shall fulfil the requirements for solo motorcycles in points 1 to 1.3.8.

1.2.   Assessment of external projections

1.2.1   A testing device conforming to the specifications laid down by Figure Ap1-1 in Appendix 1 shall be used to check the external projections of the vehicle.

1.2.2.   The vehicle shall be placed on a horizontal surface and kept in an upright position, initially with the steering control and steered wheel in the straight-ahead position.

1.2.2.1.   A 50th percentile anthropomorphic dummy or a person with similar physical characteristics shall be seated on the test vehicle in the normal riding position in such a way that it does not hamper the free rotation of the steering control. The feet shall be placed on the designated foot supports and shall not be resting on any gear shift lever or brake pedal.

1.2.3.   The testing device shall be moved from the front towards the rear of the vehicle, in a smooth motion, on both sides of it. If the testing device contacts the steering control or any parts mounted on it, it shall be rotated away into its fully locked position, during and after which the test continues. The testing device shall remain in contact with the vehicle or rider during the test (see Figure 8-2).

Figure 8-2

Test device movement zones

1.2.3.1.   The front of the vehicle shall be the first point of contact and the testing device shall move sideways in an outward direction following the contour of the vehicle and the rider if applicable. The testing device shall also be allowed to move inward at a rate not exceeding the rate of rearward movement (i.e. at an angle of 45° in relation to the longitudinal median plane of the vehicle).

1.2.3.2.   The hands and feet of the rider shall be pushed away by the testing device if it comes into direct contact with them and any relevant supports (e.g. foot supports) shall be allowed to freely rotate, fold, bend or flex as a result of contact with the testing device and assessed in all resulting intermediate positions.

1.2.3.3.   Parts and components of rear-view mirrors which are duly covered by the relevant component type-approval are deemed to comply with the requirements of points 1 to 1.3.8.

1.2.3.4.   Projections which may be contacted by the testing device in any position of intended use (e.g. passenger foot supports both in stowed and folded-out condition) shall be assessed in all positions of intended use.

1.2.4.   When the testing device is moved along the vehicle as described above, the projections and edges of the vehicle which are contacted by that device are considered to fall within:

—	group 1: if the testing device grazes parts of the vehicle, or

—	group 2: if the testing device collides with parts of the vehicle.

1.2.4.1.   In order to differentiate in which group the contacted projections and edges fall, the testing device shall be used in accordance with the assessment method shown in Figure 8-3 below and considered to belong to:

group 1 if 0° ≤ α < 45°; and

group 2 if 45° ≤ α ≤ 90°.

Figure 8-3

Top-down view of the testing device grazing the side of a vehicle and colliding with a protruding part

1.3.   Specific requirements

1.3.1.   Radius requirements concerning group 1 parts (contacted by grazing):

1.3.1.1.   Plates:

—	plate edges shall have a radius of curvature of at least 0,5 mm.

Structure, fairings, bodywork, etc.:

—	corners shall have a radius of curvature of at least 3,0 mm. A ‘corner’ means the three-dimensional shape of a surface which is not a plate edge or a stem.

1.3.1.1.1.   The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and there shall be a smooth transition to a smaller radius, if any, in the direction where contact between the testing device and corner or edge no longer occurs.

1.3.1.2.   Stems

—	stems or similar parts shall have an overall diameter of at least 10 mm;

—	the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.

1.3.1.2.1.   The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.

1.3.2.   Radius requirements concerning group 2 parts (contacted by collision):

1.3.2.1.   Plates:

—	plate edges shall have a radius of curvature of at least 2,0 mm;

Structure, fairings, bodywork, etc.:

—	corners shall have a radius of curvature of at least 2,0 mm.

1.3.2.1.1.   The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and shall be continued or progressively less in the directions where contact between the testing device and corner or edge no longer occurs.

1.3.2.2.   Stems

—	stems or similar parts shall have an overall diameter of at least 20 mm;

—	however, a stem or a similar part may have an overall diameter of less than 20 mm, provided that its projection is less than half of its overall diameter;

—	the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.

1.3.2.2.1.   The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.

1.3.3.   The upper edge of a windscreen or fairing, transparent or not, shall have a radius of curvature of at least 2,0 mm or may be covered with protective material in compliance with point 1.1.1.2.

1.3.3.1.   The upper edge is bounded by planes at a 45° angle in relation to the horizontal plane (see Figure 8-4).

Figure 8-4

View of rider through transparent windshield

1.3.3.2.   If a radius is applied to the upper edge, it shall not be larger than 0,70 times the thickness of the windscreen or fairing measured at the upper edge.

1.3.3.3.   Covers which resemble windscreens or fairings and which are installed only to protect the rider’s instrument cluster or headlamp device and which have an overall projection of no more than 50 mm measured from the top surface of the relevant instrument cluster or headlamp device are exempted from the requirements in points 1.3.3, 1.3.3.1 and 1.3.3.2.

1.3.4.   The end of clutch and brake levers mounted on the steering control shall be perceptibly spherical and have a radius of curvature of at least 7,0 mm. The remaining outward edges of these levers shall have a radius of curvature of not less than 2,0 mm along the complete grip application area. The verification is done with the levers in non-applied position.

1.3.4.1.   If the levers are fully covered by protection shields and can therefore not come into contact with a person struck by the vehicle, the levers are deemed to comply with the requirements of point 1.3.4.

1.3.5.   The leading edge of the front mudguard or any parts mounted onto it shall have a radius of curvature of at least 2,0 mm.

1.3.5.1.   The leading edge of the front mudguard is bounded by two vertical planes forming a horizontal angle of 45° in relation to the longitudinal median plane of the vehicle.

1.3.5.2.   If a radius is applied to the leading edge of the front mudguard, it shall not be larger than 0,70 times the thickness of the mudguard measured at the leading edge.

1.3.6.   The rear edge of a fuel filler cap or similar shaped device located on the upper surface of the fuel tank, for instance, and likely to be struck by the rider moving forward during a collision, shall not project more than 15 mm from the underlying surface and the transition from the underlying surface shall be smooth or perceptibly spherical. An example is given in Figure 8-5. It may project more than 15 mm from the underlying surface provided that a protective device is located behind it ensuring that the relative projection of 15 mm is not exceeded.

Figure 8-5

Fitting requirement for filler cap on fuel tank

1.3.6.1.   Fuel filler caps or similar shaped devices which are not placed forward of the rider or located below the level of the rider’s seating position are exempted from the requirements of point 1.3.6.

1.3.7.   Ignition key heads shall have a protective cap made from rubber or plastic with blunted edges.

1.3.7.1.   Ignition keys which are not required to be inserted in the ignition lock during vehicle operation, which are flush with or encased by the surrounding surface, of which the head can fold in relation to its shaft or barrel, which is located below the level of the rider’s seating position or which is not located forward of the rider are exempted from the requirements of point 1.3.7.

1.3.8.   Outward pointed and protruding parts of the vehicle in its normal and upright position which are not contacted by the testing device, but which could increase the risk or seriousness of body lesions and lacerations as a result of any contact with a person being struck in a collision, shall be blunted.

2.   Requirements applying to three-wheel vehicles and quadricycles

2.1.   General requirements

2.1.1.   Vehicles of categories L2e, L5e, L6e and L7e shall meet the following general requirements.

2.1.1.1.

Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed in such a way that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 2.1.2 to 2.1.2.1.4.

2.1.2.   Specific provisions for vehicles of categories L2e, L5e, L6e and L7e

2.1.2.1.

Vehicles shall meet all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1.

2.1.2.1.1.

However, bearing in mind the variety of forms of construction of these categories of vehicle, and whether or not the vehicle is equipped with a device for reversing, the vehicle manufacturer may, as an alternative to the requirements in point 2.1.2.1, choose to apply the requirements of points 1.1 to 1.1.2.1 and points 1.2 to 1.3.8, as prescribed for vehicles of categories L1e and L3e, covering specific external projections (e.g. of front forks, wheels, fenders, mud guards and fairings and the rear section of vehicles not equipped with a device for reversing) of the vehicle to be type-approved, in agreement with the technical service and approval authority (e.g. for a type of vehicle which has the overall appearance of a motorcycle, but which is equipped with three wheels classifying it as an L5e category vehicle). The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 2 to 2.1.2.1.4.

2.1.2.1.2.

Where vehicles are fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components and parts of the external surface cannot be assessed appropriately by application of point 2.1.2.1.1 (e.g. as regards the roof, roof pillars, doors, door handles, glazing, bonnet top, trunk lid, opening buttons, load platforms), these remaining external projections shall comply with all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1.

2.1.2.1.3.

In case of vehicles of categories L2e-U, L5e-B, L6e-BU and L7e-CU, the edges which can be contacted in accordance with the provisions laid down above and which are located behind the rear bulkhead, or where no rear bulkhead is present a vertical transverse plane passing through a point located 50 cm behind the R-point of the most rearward seating position, shall at least be blunted when their projection is 1,5 mm or more.

2.1.2.1.4.

Compliance with the requirements shall be checked without any registration plate affixed to the vehicle and any registration plate space or surface shall thus not be exempted from assessment.

ANNEX IX

Requirements applying to fuel storage

1.   General requirements

1.1.

‘Type of vehicle with regard to fuel storage’ means a category of vehicles which do not differ in such essential respects as shape, size and material characteristics, and the method of mounting and location of the fuel tank on the vehicle;

1.2.

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

1.3.

Vehicles fitted with one or more fuel tanks shall meet the following general requirements: 1.3.1. Fuel tanks shall be fitted and installed in such a way as to fulfil their function in all foreseeable operating conditions. 1.3.2. All parts and components of the vehicle’s fuel supply system shall be adequately protected by parts of the frame or bodywork against contact with possible obstacles on the ground. Such protection shall not be required if the relevant parts or components located beneath the vehicle are further from the ground than the parts of the frame or bodywork which are located immediately ahead of them. 1.3.3. All parts and components of the vehicle’s fuel supply system shall be designed, manufactured and installed in such a way as to withstand the effects of any internal and external corrosion to which it is exposed. No motion due to torsion, flexing and vibration of the vehicle structure, engine and transmission shall subject any part or component of the fuel supply system to abnormal friction or stress. 1.3.4. Vehicles using liquefied petroleum gas (LPG) in their propulsion system, and the LPG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 67 (1) as prescribed for vehicle category M1. 1.3.5. Vehicles using compressed natural gas (CNG) in their propulsion system, and the CNG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 110 (2) as prescribed for vehicle category M1.

2.   Fuel tank tests

2.1.   Overturn test

2.1.1.

The tank and all its accessories shall be mounted onto a test fixture in a manner corresponding to the mode of installation on the vehicle for which the tank is intended. This also applies to systems for the compensation of the interior excess pressure.

2.1.2.

The test fixture shall rotate about an axis lying parallel to the longitudinal vehicle axis.

2.1.3.

The test shall be carried out with the tank filled to 30 % of its total rated capacity and also 90 % of its total rated capacity with a non-flammable liquid having a density and a viscosity close to those of the fuel normally used, or with water.

2.1.4.

The tank shall be turned from its installed position 90° to the left. The tank shall remain in this position for at least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its normal position. Testing liquid that has not flowed back from the venting system into the tank may be drained and replenished if necessary. The tank shall be turned from its installed position 90° to the right. The tank shall remain in this position for at least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its normal position. The 90° rotations shall take place at one to three minute intervals.

2.2.   Hydraulic test

2.2.1.

The tank shall be subjected to a hydraulic internal pressure test which shall be carried out on an isolated unit complete with all its accessories. The tank shall be completely filled with a non-flammable liquid having a density and a viscosity close to those of the fuel normally used, or with water. After all communication with the outside has been cut off, the pressure shall be gradually increased, through the pipe connection through which fuel is fed to the engine, to the internal pressure specified in point 1.1.9 and this pressure shall be maintained for at least 60 seconds.

3.   Specific requirements and tests for fuel tanks made of materials other than metal

3.1.   Fuel tanks made of materials other than metal are subjected to the following additional tests:

—	permeability test,

—	shock test,

—	mechanical strength test,

—	fuel resistance test,

—	high-temperature test,

—	fire-resistance test.

3.2.   Permeability test to be carried out on completely new fuel tank

3.2.1.   The permeability test as part of type IV testing referred to in Annex V(A) to Regulation (EU) No 168/2013 without having to take into account any diffusion measurements for the purpose of the test in accordance with this Annex, shall be carried out on a sufficient number of tanks for the purpose of testing in accordance with points 3.3 to 3.7.5.1.

3.3.   Shock test to be carried out on a fuel tank which has undergone the permeability test

3.3.1.   The fuel tank is filled up to its total rated capacity with a mixture of 50 % water and 50 % ethylene glycol or with any other coolant which does not deteriorate the fuel tank material, the cryoscopic point of which is lower than

.

The temperature of the substances contained in the fuel tank during the test shall be

. The tank is cooled down to a corresponding ambient temperature. The fuel tank may also be filled with a suitably refrigerated liquid provided that it is left at the test temperature for at least an hour.

A pendulum is used for the test. Its impact head shall have the form of an equilateral triangular pyramid with a radius of curvature of 3,0 mm at its peak and edges. The freely moving mass of the pendulum shall have a mass of 15 kg ± 0,5 kg and the exerted pendulum’s energy shall not be less than 30,0 J for each impact on the fuel tank.

The technical service may select any number of points on the fuel tank to be tested and these points shall reflect locations which are considered at risk as a result of the fitting of the tank and its position on the vehicle. Non-metal shielding shall be disregarded and frame tubing or chassis sections may be taken into account for the assessment of risk.

More than one fuel tank may be used for the completion of all impacts, provided that all fuel tanks to be used have undergone the permeability test.

There shall be no leakage of liquid following a single impact at any one of the tested points.

3.4.   Mechanical strength test to be carried out on a fuel tank which has undergone the permeability test

3.4.1.   The fuel tank shall be filled up to its total rated capacity, the test liquid used being water at

. The tank shall then be subjected to an internal pressure equal to twice the relative service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher. The tank shall remain closed and pressurised for a period of not less than five hours at an ambient temperature of

.

The fuel tank shall not show signs of leakage and any temporary or permanent deformation which may arise shall not render it unusable. Account shall be taken of specific fitting conditions if the deformation of the tank is to be assessed.

3.5.   Fuel resistance test to be carried out on samples of a completely new fuel tank and samples of a fuel tank which has undergone the permeability test

3.5.1.   Six tensile test-pieces of approximately the same thickness are taken from flat or nearly flat faces of the completely new fuel tank. Their tensile strength and elastic limits are established at

at an elongation rate of 50 mm/min. The obtained values shall then be compared with the tensile strength and elasticity values obtained from similar tests carried out using a fuel tank which has undergone the permeability test. The material shall be considered to be acceptable if the tensile strength differs by no more than 25 %.

3.6.   High temperature test to be carried out on samples of a fuel tank which has undergone the permeability test

3.6.1.   The fuel tank shall be fitted to a representative part of the vehicle and filled to 50 % of its total rated capacity with water at

. The test setup including the fuel tank shall then be placed in an ambient temperature of

for 60 minutes, after which the fuel tank shall not display any permanent deformation or leaks and shall be in fully usable condition.

3.7.   Fire resistance test to be carried out on samples of a fuel tank which has undergone the permeability test

3.7.1.   Preparation of test samples

3.7.1.1.   At least ten flat or nearly flat test samples 125 ± 5 mm long and 12,5 ± 0,2 mm wide shall be taken from one or more fuel tanks which have undergone the permeability test. However, if obtaining such test samples is prevented by the design characteristics (i.e. shape) of the fuel tank, it is deemed acceptable for the purpose of this test to prepare one or more special tanks with similar characteristics but with more flat or nearly flat surfaces incorporated in the walls. The overall thickness of all samples shall be within ± 5 % of the thickest sample.

3.7.1.2.   Two lines shall be cut into each sample, one at 25 mm and the other at 100 mm from one end.

3.7.1.3.   The edges of the test samples shall be sharply defined. Edges obtained by sawing shall be fine-sanded down in order to obtain a smooth finish.

3.7.2.   Test equipment

3.7.2.1.   The test chamber shall consist of a totally enclosed laboratory fume hood with a heat-resistant test-observation window. A mirror may be used in certain test enclosures in order to provide a rear view of the sample.

The fume extractor fan shall be shut down during the test and should be restarted immediately after the test in order to extract combustion products.

The test may also be carried out inside a metal box placed beneath the fume hood with the extractor fan operating.

The top and bottom walls of the box shall incorporate ventilation holes enabling sufficient air for the combustion to pass through while not subjecting the burning sample to a draught.

3.7.2.2.   The supporting base shall consist of two grips which can be set in any position by means of swivel joints.

3.7.2.3.   The burner shall be a gas-fired ‘Bunsen’ or ‘Tirill’ type with a 10 mm nozzle. The nozzle shall not be fitted with any accessory.

3.7.2.4.   A metal screen with a mesh size of 20 and overall dimensions of approximately 100 × 100 mm shall be provided.

3.7.2.5.   A water bath with suggested dimensions of approximately 150 × 75 × 30 mm shall be provided.

3.7.2.6.   A timing device (in seconds) shall be provided.

3.7.2.7.   A graduated scale (in millimetres) shall be provided.

3.7.2.8.   A sliding calliper (with an accuracy of at least 0.05 mm) or equivalent measuring device shall be provided.

3.7.3.   Test procedure

3.7.3.1.   A sample is attached to one of the grips on the base by the end closest to the 100 mm mark, with its longitudinal axis horizontal and its transverse axis at 45° to the horizontal. Below the test sample, a clean woven metal screen is attached to the second grip and located 10 mm horizontally below the edge of the sample such that the sample protrudes approximately 13 mm beyond the end of the screen (see Figure 9-1). A bath full of water shall be placed on the fume hood table in such a way as to receive any incandescent particles which may fall during the test.

Figure 9-1

Set-up for fire resistance test

3.7.3.2.   The air supply to the burner shall be set in such a way as to obtain a blue flame with an approximate height of 25 mm.

3.7.3.3.   The burner shall be placed so that its flame touches the outer edge of the test sample (see Figure 1) at the same time the timer is started.

The flame is held in contact for 30 seconds. If the sample deforms, melts or shrinks away, the flame shall be repositioned in order to maintain contact with it. However, significant deformation of the sample during the test may invalidate the result.

The burner shall be withdrawn after 30 seconds or when the flame-front reaches the 25 mm mark, whichever occurs first. The burner shall be moved away at least 450 mm from the sample and the fume hood shall be closed.

3.7.3.4.   When the flame front reaches the 25 mm mark, the indicated time in seconds shall be noted as time t1.

3.7.3.5.   The timer is stopped when combustion (with or without flame) stops or reaches the mark 100 mm from the free end. The indicated time shall be noted as time t. When a sample is reignited by burning material deposited on the woven metal screen, the test result may be invalidated.

3.7.3.6.   If the combustion does not reach the 100 mm mark, the unburnt length from the 100 mm mark along the lower edge of the sample is measured and rounded up or down to the nearest millimetre. The burnt length is thus equal to 100 mm minus the unburnt length expressed in mm.

3.7.3.7.   If a sample has burnt up to or beyond the 100 mm mark, the combustion speed shall be calculated as follows:

and expressed in mm/s.

3.7.3.8.   The test described in points 3.7.3.1 to 3.7.3.7 shall be repeated on different samples until three samples have burnt up to or beyond the 100 mm mark or ten samples have been tested.

3.7.3.9.   If only one sample out of ten burns up to the 100 mm mark or beyond, the test described in points 3.7.3.1 to 3.7.3.7 shall be repeated on a maximum of ten new samples.

3.7.4.   Expression of results

3.7.4.1.   The test report shall contain at least the following detailed information:

—	number of samples tested,

and concerning each of the individual samples:

—	means of identification,

—	method of preparation and storage,

—	thickness measured in each third of the sample’s length (mm with at least one decimal),

—	combustion time (s),

—	combustion length (mm),

—	statement and reason where a sample does not burn up to the 100 mm mark (e.g. because it drips, runs or breaks up into burnt particles),

—	statement when a sample is reignited by burning material deposited on the woven metal screen.

3.7.4.2.   If at least two samples have burnt up to or beyond the 100 mm mark, the average speed of combustion (expressed in mm/s and as derived from the multiple results calculated in accordance with the formula in point 3.7.3.7) shall be determined. The average speed of combustion is thus the average of the combustion speeds of all of the samples that have burnt up to or beyond the 100 mm mark. This value shall be compared against the requirement in points 3.7.5 to 3.7.5.1 and the calculations and verification referred to in point 3.7.4.3 shall not be carried out.

3.7.4.3.   The average combustion time (ACT) and average combustion length (ACL) shall be calculated if no sample out of ten or no more than one out of 20 has burnt up to the 100 mm mark.

Equation 9-1:

where n is the number of samples.

The result is rounded up or down to the nearest five-second increment. However, an ACT of 0 seconds shall not be used. (i.e. if the combustion lasts between less than 2 seconds and 7 seconds, the ACT is 5 seconds; if the combustion lasts between 8 and 12 seconds, the ACT is 10 seconds; if the combustion lasts between 13 and 17 seconds, the ACT is 15 seconds, etc.).

Equation 9-2:

where n is the number of samples.

The result is expressed in relation to the nearest 5 mm increment (i.e. ‘less than 5 mm’ shall be stated if the combustion length is less than 2 mm and thus in no case can an ACL of 0 mm be given).

Where a single sample out of 20 burns up to or beyond the 100 mm mark, the combustion length (i.e. the value of (100 – unburnt lengthi) for that sample) shall be taken as 100 mm.

Equation 9-3:

The average speed of combustion is thus (ACL/ACT) (expressed in mm/s).

This value shall be compared against the requirement as laid down in points 3.7.5 to 3.7.5.1.

3.7.5.   Requirements concerning the fire resistance of fuel tank materials other than metal

3.7.5.1.   The fuel tank material shall not burn at an average speed of combustion greater than 0,64 mm/s as determined in accordance with the test procedure laid down in points 3.7 to 3.7.4.3.

---

(1)   OJ L 72, 14.3.2008, p. 1.

(2)   OJ L 120, 7.5.2011, p. 1.

ANNEX X

Requirements applying to load platforms

1.   Purpose

1.1.

If a load platform is fitted on an L2e, L5e-B, L6e-B, L7e-B or L7e-C (sub)category vehicle, the assembly of vehicle and load platform shall comply with a minimum set of construction criteria in order to safely transport goods.

2.   Requirements

2.1.

If fitted, the load platform shall be designed to carry goods only and have an open or enclosed loading bed, which shall be virtually even and horizontal.

2.2.

The centre of gravity of the L-category vehicle with loaded platform and without driver shall be situated between the axles.

2.3.

The dimensions of the platform shall be such that: 2.3.1. The length of the loading bed, which means the distance from the foremost internal point to the rearmost internal point of the cargo area, measured horizontally in the longitudinal plane of the vehicle, shall not exceed 1.4 times the front or rear track width of the L-category vehicle, whichever is the larger; Sub-subcategories L6e-BU and L7e-CU are exempted from this requirement. 2.3.2. The width of the loading bed does not exceed the maximum overall width of the L-category vehicle without platform. 2.3.3. Adequate side protection shall be provided to prevent goods loaded on the load platform from falling off.

2.4.

The platform shall be laid out symmetrically in relation to the longitudinal median plane of the L-category vehicle.

2.5.

The height of the load platform above the ground shall be no more than 1 000 mm.

2.6.

The load platform shall be attached to the L-category vehicle in such a way as to avoid any risk of accidental detachment.

2.7.

The type of platform and the way it is attached shall be such that, with a normal load, the driver’s field of vision remains adequate and the various mandatory lighting and light-signalling devices continue to fulfil their proper function.

2.8.

The vehicle manufacturer shall declare safe load carrying capacity for such load platform.

2.9.

Adequate fixing points for securing devices for the pay-mass shall be provided at the load platform.

ANNEX XI

Requirements applying to masses and dimensions

1.   Purpose

1.1.

This Annex lays down the requirements for the type-approval of L-category vehicles with regard to their masses and dimensions.

2.   Submission of the vehicle’s mass specifications and test requirements to determine the mass specifications

2.1.

In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion of the vehicle, details of the following masses: 2.1.1. the mass in running order as referred to in Article 5 of Regulation (EU) No 168/2013; 2.1.2. the actual mass; 2.1.3. the technically permissible maximum laden mass; 2.1.4. the technically permissible maximum mass on the axles; 2.1.5. if applicable, the technically permissible maximum towable mass; 2.1.6. if applicable, the technically permissible maximum masses at the coupling point, taking into account the technical features of the couplings that are fitted or can be fitted to the vehicle, as the case may be; 2.1.7. if applicable the mass of the optional equipment; 2.1.8. if applicable the mass of the superstructure; 2.1.9. If applicable the mass of the propulsion battery.

2.2.

When determining the masses referred to in point 2, the manufacturer shall take into account the best practices of good engineering and the best available technical knowledge in order to minimise the risks of mechanical failure, in particular those due to fatigue of materials, and to avoid damage to the road infrastructure.

2.3.

When determining the masses referred to in point 2, the manufacturer shall take into account the maximum vehicle speed by construction of the vehicle. Where the vehicle is equipped by the manufacturer with a vehicle speed limitation device, the maximum vehicle speed by construction shall be the true vehicle speed permitted by the vehicle speed limitation device.

2.4.

When determining the masses referred to in point 2, the manufacturer shall not impose restrictions on the use of the vehicle except those concerning the tyre capacities that can be adjusted to the speed by construction.

2.5.

For incomplete vehicles, including chassis-cabin vehicles, that require a further stage of completion, the manufacturer shall provide all relevant information to the next-stage manufacturers so that the requirements of this Regulation continue to be fulfilled. For the purposes of the first subpoint, the manufacturer shall specify the position of the centre of gravity of the mass corresponding to the sum of the load.

2.6.

Where the optional equipment significantly affects the masses and dimensions of the vehicle, the manufacturer shall provide the technical service with the location, mass and geometrical position of the gravity centre with respect to the axles of the optional equipment that can be fitted to the vehicle.

2.7.

Where the approval authority or the technical service deems it necessary, they may request the manufacturer to make available a vehicle representative of the type to be approved for the purposes of inspection.

2.8.

In the case of utility vehicles of subcategories L5e-B, L6e-BU and L7e-CU intended for carrying goods and designed to be equipped with exchangeable superstructures, the total mass of these superstructures shall be part of the pay-mass. In this case, the following additional conditions shall be fulfilled: 2.8.1. a superstructure is considered to be exchangeable if it can be easily removed from the chassis cab; 2.8.2. in the information document, the vehicle manufacturer shall provide the maximum permitted dimensions, the total mass of the superstructure, the limits for the position of the centre of gravity and a drawing with the position of fixing devices.

2.9.

The test conditions and requirements of Appendix 1 shall be fulfilled to determine the masses to be submitted by the manufacturer to the approval authority.

3.   Submission of the vehicle’s dimensions and test requirements to determine the dimensions

3.1.

In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion of the vehicle, the following dimensions [in mm] of the vehicle: 3.1.1. length of the vehicle, which means the distance between two vertical planes perpendicular to the longitudinal plane of the vehicle and tangent to the front and rear of the vehicle, respectively; 3.1.2. width of the vehicle, which means the distance between two planes parallel to the longitudinal plane of the vehicle and tangent to the vehicle on either side of that plane; 3.1.3. height of the vehicle, which means the distance between the plane supporting the vehicle and a parallel plane tangent to the upper part of the vehicle; 3.1.4. wheelbase of the vehicle, which means the dimension referred to in point 6.4.1 of Standard ISO 612:1978; 3.1.5. for vehicles with twinned wheels or for three- or four-wheeled vehicles: track-width front and/or rear, which means the distance referred to in point 6.5 of Standard ISO 612:1978; 3.1.6. if applicable, lengthloading bed and widthloading bed

3.2.

The test conditions and requirements of Appendix 1 shall be fulfilled to determine the dimensions to be submitted.

3.3.

The actual dimensions referred to in point 3.1 may differ from those stated by the manufacturer by not more than 3 %.

ANNEX XII

Requirements applying to functional on-board diagnostics (OBD)

1.   Introduction

This Annex applies to the functional requirements of on-board diagnostic (OBD) systems for L-category vehicles and specifies requirements as referred to in Article 21 of Regulation (EU) No 168/2013 according to the timetable set out in Annex IV to that Regulation and referring to the OBD threshold limits set out in Section B of Annex VI to that Regulation.

2.   OBD stage I and stage II

2.1.   OBD stage I.

2.1.1.

The technical requirements of this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as set out in Article 21 of, and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all subsequent points with the exception of those specifying OBD stage II requirements in points 2.2 and 2.3.

2.2.   OBD stage II

2.2.1.

An L-category vehicle may be equipped with an OBD stage II system if the manufacturer so chooses.

2.2.2.

Where an OBD stage II system is fitted, the technical requirements of this Annex shall apply. This concerns in particular the applicable points listed in Table 12-1. Table 12-1 OBD stage II functions and associated requirements in the points of this Annex and Appendix 1 Topic Paragraphs in this Annex and Appendix 1 Catalytic converter monitoring 3.3.3.1/3.3.4.1 EGR efficiency/flow monitoring 3.3.4.4 In-use performance monitoring point 4 of Appendix 1 Misfire detection 3.3.3.2/3.5.3/3.6.2/3.7.1/3.1.2 of Appendix 1 NOx after-treatment system monitoring 3.3.4.5/3.3.4.6 Oxygen sensor deterioration monitoring 3.3.3.3 Particulate filter monitoring 3.3.4.2. Particulate matter (PM) emission monitoring 3.3.3.5.

2.3.   Electric circuit diagnostic

2.3.1.

For the purposes of points 3.3.5 and 3.3.6 the electric circuit and electronic failure diagnostics with regard to OBD stage I and/or II shall at a minimum contain the sensor and actuator diagnostics as well as the internal diagnostics of the electronic control units listed in Appendix 2.

2.3.2.

Non-continuously running electric circuit monitoring diagnostics, i.e. those electric circuit monitoring diagnostics that will run until their tests have passed on a non-continuous basis, and completion of point 3.3.6 for the items included in Appendix 2, shall be part of OBD stage II.

2.3.3.

By 31 December 2018, the list in Appendix 2 shall be reviewed and updated for technical progress if deemed necessary. Any malfunctions of supplemental devices to be monitored shall be applicable for OBD stage II in addition to those already identified in the table.

3.   Functional OBD requirements

3.1.   L-category vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective, the approval authority shall accept that vehicles which have travelled distances in excess of the Type V durability distance in Section (A) of Annex VII to Regulation (EU) No 168/2013 may show some deterioration in OBD system performance such that the OBD emission thresholds given in Section (B) of Annex VI to Regulation (EU) No 168/2013 may be exceeded before the OBD system signals a failure to the driver of the vehicle.

3.1.1.   Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be unrestricted and standardised. All OBD-relevant fault codes shall be consistent with point 3.11 of Appendix 1 to this Annex.

3.1.2.   At the manufacturer’s discretion, to aid technicians in the efficient repair of L-category vehicles, the OBD system may be extended to monitor and report on any other on-board system. Extended diagnostic systems shall not be considered as falling under the scope of type-approval requirements.

3.2.   The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the requirements of this Annex during conditions of normal use.

3.2.1.   Temporary disablement of the OBD system

3.2.1.1.   A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels or below the minimum state of charge of the propulsion or electric system batteries (maximum discharge of capacity). Disablement shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the fuel tank.

3.2.1.2.   A manufacturer may disable the OBD system at ambient engine starting temperatures below 266.2 K (– 7 °C) or at elevations over 2 500 metres above sea level, provided it submits data and/or an engineering evaluation which adequately demonstrate that monitoring would be unreliable in such conditions. It may also request disablement of the OBD system at other ambient engine starting temperatures if it demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis would occur under such conditions. It is not necessary to illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during regeneration, provided no defect is present.

3.2.1.3.   For vehicles designed to accommodate the installation of power take-off units, disablement of affected monitoring systems is permitted provided disablement occurs only when the power take-off unit is active.

In addition to the provisions of this section, the manufacturer may temporarily disable the OBD system in the following conditions:

(a)	For flex fuel or mono/bi fuel gas vehicles for one minute after refuelling to allow for the recognition of fuel quality and composition by the powertrain control unit(s) (PCU);

(b)	For bi fuel vehicles for five seconds after fuel switching to allow for engine parameters to be readjusted;

(c)

The manufacturer may deviate from these time limits if it can be demonstrated that stabilisation of the fuelling system after refuelling or fuel switching takes longer for justified technical reasons. In any case, the OBD system shall be re-enabled as soon as either the fuel quality or composition is recognised or the engine parameters are readjusted.

3.2.2.   Engine misfire in vehicles equipped with positive-ignition engines.

3.2.2.1.   Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire would be unreliable. In terms of OBD monitoring, it is that percentage of misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the OBD thresholds set out in Section (B) of Annex VI to Regulation (EU) No 168/2013, or that percentage that could lead to an exhaust catalyst, or catalysts, overheating, causing irreversible damage;

3.2.2.1.   When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting, etc.), the misfire monitoring system may be disabled when such conditions exist.

3.3.   Description of tests

3.3.1.   The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD emission threshold limits referred to in Annex VI(B) to Regulation (EU) No 168/2013.

3.3.2.   Monitoring requirements for vehicles equipped with positive-ignition engines

In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013., the OBD system shall, at a minimum, monitor for:

3.3.2.1.   The reduction in the efficiency of the catalytic converter with respect to emissions of hydrocarbons and nitrogen oxides. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered to be malfunctioning if the emissions exceed the NMHC or NOx thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013.

3.3.2.2.   Engine misfire

The presence of engine misfire in the engine operating region bounded by the following lines:

(a)	maximum design engine speed minus 500 min-1;

(b)	the positive torque line (i.e. engine load with the transmission in neutral);

(c)	linear lines joining the following engine operating points: the positive torque line at 3 000 min-1 and a point on the maximum speed line defined in (a) above with the engine’s manifold vacuum at 13,3 kPa lower than that at the positive torque line.

3.3.2.3.   Oxygen sensor deterioration

This section shall mean that the deterioration of all oxygen sensors fitted and used for monitoring malfunctions of the catalytic converter in accordance with the requirements of this Annex shall be monitored.

3.3.2.4.   The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity.

3.3.2.5.   For direct injection positive ignition engines, any malfunction that could lead to emissions exceeding the particulate mass (PM) OBD emission thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013 shall be monitored in accordance with the requirements of this Annex for compression ignition engines.

3.3.3.   Monitoring requirements for vehicles equipped with compression ignition engines.

In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013, the OBD system shall monitor:

3.3.3.1.

Reduction in the efficiency of the catalytic converter, where fitted;

3.3.3.2.

The functionality and integrity of the particulate trap, where fitted.

3.3.3.3.

The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity and total functional failure.

3.3.3.4.

Malfunctions and the reduction in efficiency of the EGR system, shall be monitored.

3.3.3.5.

Malfunctions and the reduction in efficiency of a NOx after-treatment system using a reagent and the reagent dosing subsystem shall be monitored.

3.3.3.6.

Malfunctions and the reduction in efficiency of NOx after-treatment not using a reagent shall be monitored.

3.3.4.   If active on the selected fuel, other emission control system components or systems, or emission-related powertrain components or systems, which are connected to a computer shall be monitored, the failure of which may result in tailpipe emissions exceeding the OBD emission thresholds given in Section B of Annex VI to Regulation (EU) No 168/2013.

3.3.5.   Unless otherwise monitored, any other electronic powertrain component connected to a computer relevant for environmental performance and/or functional safety, including any relevant sensors to enable monitoring functions to be carried out, shall be monitored for electric/electronic circuit failures. In particular these electronic components shall be continuously monitored for any electric circuit continuity failure, shorted electric circuits, electric range/performance and stuck signal of the emissions control system.

3.3.6.   Unless otherwise monitored, any other powertrain component connected to a computer relevant for the environmental performance and/or functional safety, triggering any programmed ‘limp-home’ operating mode which significantly reduces engine torque, e.g. to safeguard powertrain components. Without prejudice to the list Ap2-1 the relevant diagnostic trouble code shall be stored.

3.3.7.   Manufacturers may demonstrate to the approval authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the emission limits given in Section B of Annex VI to Regulation (EU) No 168/2013.

3.4.   A sequence of diagnostic checks shall be initiated at each engine start and completed at least once provided that the correct test conditions are met. The test conditions shall be selected in such a way that they all occur in the course of normal driving as represented by the Type I test. If the failure cannot be reliably detected under the Type I test conditions, the manufacturer may propose supplemental test conditions that do allow robust detection of the failure to be agreed with the technical service to the satisfaction of the approval authority.

3.5.   Activation of malfunction indicator (MI)

3.5.1.   The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI shall not be used for any purposes other than to indicate emergency start-up or limp-home routines to the driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in conformity with ISO 2575:2010, symbol F.01. A vehicle shall not be equipped with more than one general purpose MI for emission-related problems or powertrain faults leading to significantly reduced torque. Separate specific purpose tell-tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour for an MI is prohibited.

3.5.2.   For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer shall provide data and/or an engineering evaluation which adequately demonstrate that the monitoring system is equally effective and timely in detecting component deterioration. Strategies requiring on average more than ten driving cycles for MI activation are not accepted. The MI shall also activate whenever the powertrain control enters a permanent default mode of operation leading to a significant torque reduction or if the OBD emission thresholds in Section (B) of Annex VI to Regulation (EU) No 168/2013 are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements laid down in points 3.3.2 or 3.3.3.

3.5.3.   The MI shall operate in a distinct warning mode, e.g. a flashing light, during any period in which engine misfire occurs at a level likely to cause catalyst damage, as specified by the manufacturer.

3.5.4.   The MI shall also activate when the vehicle’s ignition is in the ‘key on’ position before engine starting or cranking and deactivate if no malfunction has been detected. For vehicles not equipped with a battery, the MI shall illuminate immediately after engine starting and shall subsequently be deactivated after 5 seconds, if no malfunction has previously been detected.

3.6.   The OBD system shall record fault code(s) indicating the status of the emission control system or of the functional safety system leading to an operation mode with significantly reduced torque in comparison to normal operation mode. Separate status codes shall be used to identify correctly functioning emission control systems, functional safety systems and those emission control systems which need further vehicle operation to be fully evaluated. If the MI is activated due to deterioration or malfunction or permanent emission default modes of operation, a fault code shall be stored that identifies the type of malfunction. A fault code shall also be stored in the cases referred to in points 3.2.2.5 and 3.2.3.5.

3.6.1.   The distance travelled by the vehicle while the MI is activated shall be available at any moment through the serial port on the standardised diagnostic connector. By means of derogation for vehicles equipped with a mechanically operating odometer that does not allow input to the electronic control unit, ‘distance travelled’ may be replaced with ‘engine operation time’ and shall be made available at any moment through the serial port on the standardised diagnostic connector.

3.6.2.   In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not be uniquely identified if a distinct single or multiple cylinder misfire fault code is stored.

3.6.3.   The MI may be activated at levels of emissions below the OBD emission thresholds set out in Section B of Annex VI to Regulation (EU) No 168/2013.

3.6.3.   The MI may be activated if a default mode is active without significant reduction of propulsion torque.

3.7.   Extinguishing the MI

3.7.1.   If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is no longer taking place, or if the engine is operated after changes to speed and load conditions where the level of misfire will not cause catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on which the misfire level was detected and to the normal activated mode on subsequent driving cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame conditions may be erased.

3.7.2.   For all other malfunctions, the MI may be deactivated after three subsequent sequential driving cycles during which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other malfunction has been identified that would independently activate the MI.

3.8.   Erasing a fault code

3.8.1.   The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not reregistered in at least 40 engine warm-up cycles.

3.8.2.   Stored faults shall not be erased by disconnection of the on-board computer from the vehicle power supply or by disconnection or failure of the vehicle battery or batteries.

3.9.   Bi-fuelled gas vehicles

In general, all the OBD requirements applying to a mono-fuelled vehicle apply to bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)). To this end, one of the following two alternatives in points 3.8.1 or 3.8.2 or any combination thereof shall be used.

3.9.1.   One OBD system for both fuel types

3.9.1.1.   The following procedures shall be executed for each diagnostic in a single OBD system for operation on petrol and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel-type specific:

(a)	Activation of malfunction indicator (MI) (see point 3.5);

(b)	Fault code storage (see point 3.6);

(c)	Extinguishing the MI (see point 3.7);

(d)	Erasing a fault code (see point 3.8).

For components or systems to be monitored, either separate diagnostics for each fuel type can be used or a common diagnostic.

3.9.1.2.   The OBD system can reside in either one or more computers.

3.9.2.   Two separate OBD systems, one for each fuel type.

3.9.2.1.   The following procedures shall be executed independently of each other when the vehicle is operated on petrol or on (NG/biomethane)/LPG:

(a)	Activation of malfunction indicator (MI) (see point 3.5);

(b)	Fault code storage (see point 3.6);

(c)	Extinguishing the MI (see point 3.7);

(d)	Erasing a fault code (see point 3.8).

3.9.2.2.   The separate OBD systems can reside in either one or more computers.

3.9.3.   Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles.

3.9.3.1.   On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or more source addresses. The use of source addresses is set out in ISO 15031-5:2011.

3.9.3.2.   Identification of fuel specific information can be realised:

(a)	By use of source addresses; and/or

(b)	By use of a fuel select switch; and/or

(c)	By use of fuel specific fault codes.

3.9.4.   Regarding the status code (described in point 3.6), one of the following two alternatives has to be used if one or more of the diagnostics reporting readiness is fuel-type specific:

(a)	The status code is fuel specific, i.e. use of two status codes, one for each fuel type;

(b)	The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/biomethane)/LPG)) when the control systems are fully evaluated for one of the fuel types.

If none of the diagnostics reporting readiness is fuel-type specific, only one status code has to be supported.

4.   Requirements relating to the type-approval of on-board diagnostic systems

4.1.   A manufacturer may ask the authority to accept an OBD system for type-approval even if the system contains one or more deficiencies so that the specific requirements of this Annex are not fully met.

4.2.   In considering the request, the authority shall determine whether compliance with the requirements of this Annex is unfeasible or unreasonable.

The authority shall take into consideration data from the manufacturer detailing factors such as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective in complying with the requirements of this Regulation and whether the manufacturer has demonstrated an acceptable level of effort to comply with those requirements.

4.2.1.

The authority shall not accept any deficiency request that includes the complete lack of a required diagnostic monitor.

4.2.2.

The authority shall not accept any deficiency request that does not respect the OBD threshold in Section (B) of Annex VI to Regulation (EU) No 168/2013.

4.3.   In the identified order of deficiencies, those relating to points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for positive-ignition engines and points 3.3.4.1, 3.3.4.2 and 3.3.4.3 for compression-ignition engines shall be identified first.

4.4.   Prior to, or at the time of, type-approval, no deficiency shall be granted in respect of the requirements of point 3.5, except point 3.5.3.4 of Appendix 1.

4.5.   Deficiency period

4.5.1.

A deficiency may be carried over for a period of two years after the date of type-approval of the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years.

4.5.2.

A manufacturer may ask the approval authority to grant a deficiency retrospectively when it is discovered after the original type-approval. In this case, the deficiency may be carried over for a period of two years after the date of notification to the administrative department unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years.

4.6.   The authority shall notify all other Member States of its decision on granting a deficiency request.