Delegated regulation 2016/1824 - Amendment of Delegated Regulation (EU) No 3/2014, Delegated Regulation (EU) No 44/2014 and Delegated Regulation (EU) No 134/2014 with regard, respectively, to vehicle functional safety requirements, to vehicle construction and general requirements and to environmental and propulsion unit performance requirements - Main contents

“maximum thirty minutes speed” of a vehicle means the maximum achievable vehicle speed measured during 30 minutes as a result of the 30 minute power set out in UNECE regulation No 85 (*);

If the on-board REESS can be externally charged by the driver, vehicle movement by its own propulsion system shall be impossible as long as the connector of the external electric power supply is physically connected to the vehicle inlet. For vehicles of category L1e with a mass in running order ≤ 35 kg vehicle movement by its own propulsion system shall be inhibited as long as the connector of the battery charger is physically connected to the external electric power supply. Compliance with this requirement shall be demonstrated by using the connector or battery charger specified by the vehicle manufacturer. In case of permanently connected charge cables, the requirement above is deemed to be met when use of the charge cable obviously prevents the use of the vehicle (e.g. cable is always routed over operator controls, rider's saddle, driver's seat, handle bar or steering wheel, or the seat covering the cable storage space needs to remain in open position).’;

It shall be ensured that no deviations in the shape and orientation of the provided symbols are permitted, notably that any customised appearance of the provided symbols shall be prohibited.

Small irregularities concerning line thickness, the marking application and other relevant production tolerances shall be accepted, as provided in paragraph 4 of ISO 2575:2010/Amd1:2011 (design principles).’;

It shall be ensured that no deviations in the shape and orientation of the provided symbols are permitted, notably that any customised appearance of the provided symbols shall be prohibited.

Small irregularities concerning line thickness, the marking application and other relevant production tolerances shall be accepted, as provided in paragraph 4 of ISO 2575:2010/Amd1:2011 (design principles).’;

Where automatically switched-on headlamp or daytime running lamp activation is linked to the running of an engine, this shall be construed, for vehicles with electric or other alternative propulsion unit systems and vehicles equipped with an automatic stop/start system of the propulsion unit, as being linked to the master control switch having been activated with the vehicle in normal operation mode.’;

Other requirements:

Other requirements:

Subject to the provisions of points 1.1.1. to 1.1.2., all tyres fitted to vehicles, including any spare tyre, shall be type-approved according to UNECE regulation No 75.

Where a vehicle is designed for conditions of use which are incompatible with the characteristics of tyres type-approved according to UNECE regulation No 75 as applicable in the Union legislation at the time of type-approval testing of the vehicle and it is therefore necessary to fit tyres with different characteristics, the requirements of point 1.1. do not apply, provided that the following conditions are met:

The vehicle manufacturer may restrict the category of use of original and replacement tyres that may be installed on the vehicle. In this case, the categories of use of tyres that may be fitted to the vehicle shall be clearly stated in the vehicle's instruction manual.’;

The space in which each wheel revolves shall be such as to allow unrestricted movement when using the maximum permissible size of tyres and rim widths, taking into account the minimum and maximum wheel off-sets if applicable, within the minimum and maximum suspension and steering constraints as declared by the vehicle manufacturer. This shall be verified by performing the checks for the largest and the widest tyre in each space, taking into account the applicable rim size and the maximum allowed section width and outer diameter of the tyre, in relation to the tyre size designation as specified in the applicable legislation. The checks shall be performed by rotating a representation of the tyre's permissible overall dimensions in the form of a maximum envelope, not just the actual tyre, in the space for the wheel in question.’;

All tyres that may be fitted to the vehicle in accordance with point 2.2. shall be taken into account for the determination of the permissible overall dimensions (i.e. the maximum envelope) of the relevant tyre, as applicable in the Union legislation at the time of type-approval testing of the vehicle. For this purpose, either the specifications as provided for in Annex 5 of UNECE Regulation No 75 or the permitted percentages as provided for sizes not included in that Annex shall be taken into account (e.g. overall width of multiservice tyres (MST) + 25 %, normal and snow service tyres + 10 % in case of rim diameter code 13 and above and + 8 % in case of rim diameter codes up to 12 inclusive).

In addition, the permissible dynamic growth of the height of bias and bias/belted construction tyres which are type-approved according to UNECE regulation No 75 depends on the speed category and the category of use of the tyre. To ensure an appropriate selection of bias and bias/belted replacement tyres for the end-user of the vehicle, the vehicle manufacturer shall take into account both the permitted categories of use as well as the speed category that is compatible with the maximum design vehicle speed, for the determination of the permitted tolerance laid down in point 4.1. of Annex 9 to UNECE regulation No 75 (i.e. Hdyn = H × 1,10 up to Hdyn = H × 1,18). More stringent categories may be taken into account at the discretion of the vehicle manufacturer.

The technical service may agree to an alternative test procedure (e.g. virtual testing) to verify that the requirements of point 2.3. to 2.3.2. are met, provided that the clearance between the tyre's maximum envelope and vehicle structure exceeds 10 mm at all points.’;

In the case of vehicles normally equipped with ordinary tyres and occasionally fitted with snow tyres, where the speed category symbol of the snow tyre shall correspond to a speed either greater than the maximum design vehicle speed or not less than 130 km/h (or both). However, if the maximum design vehicle speed is greater than the speed corresponding to the lowest speed category symbol of the fitted snow tyres, a maximum speed warning label, specifying the lowest value of the maximum speed capability of the fitted snow tyres or the manufacturer's recommended speed for the vehicle (whichever is lower), shall be displayed inside the vehicle in a prominent position or, if the vehicle does not have an interior, as close as possible to the instrument cluster, readily and permanently visible to the driver.’;

All characters on the plate shall be formed by retro-reflective material type-approved as Class D, E or D/E according to UNECE regulation No 104 (******).

The plate shall be perpendicular, ± 5°, to the longitudinal plane of the vehicle.’;

the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;’;

the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;’;

However, in case the level of the instrument panel is located above the level of the horizontal plane coinciding with the R-point of the seating position of the driver, a knee-form testing apparatus shall be used above the upper horizontal boundary of interior zone 2 to assess contactable edges of the instrument panel, as well as any elements mounted directly onto it, located below the level of the instrument panel. The technical service shall clearly indicate in the test report which parts of the interior are deemed to be instrument panel and relevant elements, in agreement with the type-approval authority. The steering control shall be disregarded for the determination of the level of the instrument panel.’;

Contactable edges of type-approved interior rear-view mirrors (Class I) are deemed to comply with the requirements of this Annex.’;

In this zone, as well as that covered by point 1.1.6.3.1., a knee-form testing apparatus shall be moved from any given starting location in a horizontal and forward direction, while the orientation of the X-axis of the device may be varied within the specified limits. All contactable edges, except those mentioned below, shall be rounded with a radius of curvature of at least 3.2 mm. Contacts made with the rear face of the device shall be disregarded.’;

2.4.1.

Radii of contactable edges that cannot be determined accurately with the use of conventional measuring tools (e.g. radius gauge) due to oblique corners, limited protrusions, character or style lines, ribs and bumps as well as surface graining, are deemed in compliance with the requirements provided that such edges are at least blunted.

2.4.2.

The vehicle manufacturer may as an alternative choose to apply in full all relevant requirements of UNECE regulation No 21 (*******) as prescribed for vehicle category M1, covering the entire, not just portions, of the interior.

Adjustment of the spark properties, including timing and/or presence, in order to limit the maximum design vehicle speed and/or maximum power shall be allowed for (sub)categories L3e-A2 (only if maximum net power ≥ 20 kW), L3e-A3, L4e-A, L5e, L6eB and L7eC. It may also be allowed for other (sub)categories provided that the adjustment concept does not negatively affect emission of gaseous pollutants, CO2 emissions and fuel consumption while at maximum design vehicle speed and/or maximum power conditions which shall be verified by the technical service.’;

At least two of the limitation methods used, as referred to in points 1.1.2.1 to 1.1.2.4., shall operate independently of each other, be different in nature and have different design philosophies, although they may apply similar elements (e.g. both methods based on the notion of rotation speed as a criterion, but one measured inside a motor and the other in the drive-train's transmission). Failure of one method to work as intended (e.g. due to tampering) shall not impair the limitation function of other methods. In this case, the maximum power and/or vehicle speed which can be attained may be lower than under normal conditions. Without prejudice to the conformity of production tolerance set out in point 4.1.4. of Annex IV to Regulation (EU) No 44/2014, the maximum power and/or vehicle speed may not be higher than demonstrated at type-approval, if one out of the two redundant limitation methods is eliminated.’;

The vehicle manufacturer shall be allowed to make use of limitation methods other than those listed in points 1.1.2.1 to 1.1.2.4. if the manufacturer can prove to the technical service and to the satisfaction of the type approval authority that those alternative limitation methods meet the principles of redundancy set out in point 1.1.2.5. and provided that at least one of the parameters listed in points 1.1.2.1., 1.1.2.2. or 1.1.2.3. (e.g. limitation of fuel mass, air mass, spark delivery and drivetrain rotation limitation) is applied in one of the limitation methods.

The manufacturer shall be allowed to combine two or more of the individual limitation methods referred to in points 1.1.2.1 to 1.1.2.4. as part of a limitation strategy. Such combination of limitation methods shall be regarded as a single limitation method within the meaning of point 1.1.2.5.

Individual limitation methods or combinations of the limitation methods referred to in points 1.1.2.1 to 1.1.2.4. may be applied more than once provided that their multiple uses operate independently of each other, as required by point 1.1.2.5., so that failure of one of the methods to work as intended (e.g. due to tampering) does not impair the functioning in another application, of the same limitation method or combination of methods.

A limitation strategy that in case of failure (e.g. due to tampering) includes the activation of a special operating (e.g. ‘limp home’) mode with substantially reduced maximum vehicle speed and/or maximum power not suitable for normal operation or that activates an ignition interlock preventing the engine from running for as long as the failure remains, shall be regarded as one limitation method.’;

The provision and use of any other means enabling the vehicle operator to directly or indirectly adjust, set, select or alter the maximum propulsion unit performance determined on the basis of the information submitted in accordance with Annex I, Part B, point 2.8., items 1.8.2. to 1.8.9. of Regulation (EU) No 901/2014 (e.g. high performance switch, special encoded recognition transponder in ignition key, physical or electronic jumper setting, selectable option through electronic menu, programmable feature of control unit) resulting in exceedance is prohibited.’;

The vehicle manufacturer shall demonstrate compliance with the specific requirements of points 1.1 to 1.1.2.9 by proving that two or more of the methods implemented, by integrating specific devices and/or functions in the vehicle propulsion system, ensure the required maximum continuous rated or net power and/or maximum vehicle speed limitation and that each method does so in a fully independent manner.’;

Vehicles of category L1e-A and cycles designed to pedal of vehicle category L1e-B shall be designed and constructed as to conform with all prescriptions regarding requirements and test methods laid down for handlebar stem-assembly, seat-post, front forks and frames as encompassed in standard ISO 4210:2014, irrespective of any scope mismatch in that technical standard. The minimum value of the required test forces shall be in accordance with Table 19-1 in point 1.1.1.1.’;

Table 19-1

Test and minimum forces or number of test cycles for vehicles of category L1e-A and cycles designed to pedal of vehicle category L1e-B

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.’;

For two-stroke engines, the maximum thickness of any gasket between the base of the cylinder and the crankcase, if any, may not exceed 0,5 mm, after mounting.’;

3.3.1.

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.

3.3.2.

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 %.’;

4.1

Subcategory L3e-A1 and L4e-A1 vehicles shall comply with the requirements of either points 4.2. to 4.2.3., or points 4.3., 4.3.1. and 4.3.2., or points 4.4., 4.4.1. and 4.4.2., and with points 4.5., 4.6. and 4.7. In addition, they shall comply the requirements of points 3.2.2.1., 3.2.2.3., 3.2.2.4., 3.2.2.5., 3.2.3.1. and 3.2.3.3.

4.2.

An irremovable sleeve must be located in the inlet conduit. 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.

4.2.1.

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

4.2.2.

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.

4.2.3.

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 surface of the sleeve or not far from it.’;

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.

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.

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.

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).

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.

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

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

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.

After mounting, the maximum thickness of a cylinder-head gasket shall not exceed 1,6 mm.’;

Any variant or version under the same type of vehicle of subcategory L3e-A2 or of subcategory L4e-A2 complying with the conversion requirements set out in point 4 of Annex III, shall not be derived from a L3e-A3 or L4e-A3 type, variant or version with a maximum net engine power and/or maximum continuous rated power more than twice the values set out in the classification of subcategories L3e-A2 or L4e-A2 in Annex I to Regulation (EU) No 168/2013 (e.g. 70 kW to 35 kW or lower, 50 kW to 35 kW or lower).’;

fuel feed and delivery system’;

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

the drive train;

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

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.’;

6.1.

The parts, equipment and components listed below shall be durably and indelibly marked with code number(s) and symbols assigned for identification purposes either by the vehicle manufacturer or by the manufacturer of such (replacement) parts, equipment or components. Such marking may take the form of a label provided that it remains legible in normal use and cannot be detached without being destroyed.

6.2.

The marking referred to in point 6.1. shall in principle be visible without dismantling the part in question or other parts of the vehicle. Where the bodywork or other parts of the vehicle obscure a marking, the vehicle manufacturer shall provide the competent authorities with indications for opening or dismantling the parts in question and the location of the marking.

6.3.

The characters, figures or symbols used shall be at least 2,5 mm in height and be easily legible.

6.4.

The parts, equipment and components referred to in point 6.1. are the following, for all (sub)categories:

6.5.

In addition, for categories L1e, L2e, and L6e, the following parts, equipment and components shall be marked in accordance with point 6.1.:

All other type-approval requirements than the ones listed in point 4.2.2., 4.2.3 and 4.2.4. and 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. In addition, test reports related to systems, components, separate technical units, and parts or equipment of the vehicle fulfilling the same type-approval requirements on both configurations shall be accepted for the type-approval of any of these configurations.

One WVTA shall be issued for the category (L3e/L4e)-A2 configuration motorcycle having a unique type-approval number.

One WVTA shall be issued for the category (L3e/L4e)-A3 configuration motorcycle having a unique type-approval number. Both type-approval numbers referred to in point 4.2.6. and in this point shall be stamped into the statutory plate in accordance with Article 39 of Regulation (EU) No 168/2013 and with Annex V to Regulation (EU) No 901/2014. In order to facilitate the conversion of subcategory (L3e/L4e)-A2 into the (L3e/L4e)-A3 configuration motorcycle and vice versa, a template for a corresponding vehicle manufacturer's statement shall be attached to the information folder in accordance with Appendix 24 of part B of Annex I to Regulation (EU) No 901/2014. In addition, the dedicated entries for both the L3e-A2 and L3e-A3 configurations on the certificate of conformity shall be provided by the vehicle manufacturer in accordance with the template set out in Annex IV of Regulation (EU) No 901/2014.’;

The Certificate of Conformity (CoC) shall be filled out in accordance with the requirements set out in point 1.7. of Annex IV to Regulation (EU) No 901/2014.

Only one vehicle identification number (VIN) of the (L3e/L4e)-A2 and A3 motorcycle configuration 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 a clear indication of the stationary noise levels in both configurations as well as the maximum net or maximum continuous rated power in the (L3e/L4e)-A2 configuration.’;

if x ≤ b then y = a · x + b;

if x > b then y = x

=

slope value determined according to test type V according to Annex V(A) to Regulation (EU) No 168/2013;

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

1.1.2.1.

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

1.1.2.2.

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. In such cases, particular attention shall be given to the required radii whereas the amount of projection of handles, hinges, push-buttons and aerials do not need to be checked.

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.

1.1.3.1.

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

1.1.3.2.

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.’;

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

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).

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.’;

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, as measured at the upper edge.’;

The radius as applied to the leading edge of the front mudguard shall not be larger than 0,70 times the thickness of the mudguard, as measured at the leading edge (e.g. in case of a round bead on the edge of sheet metal, the diameter of the bead is taken as the relevant thickness).’;

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 1.2.9. and this pressure shall be maintained for at least 60 seconds.’;

The permeability test as part of type IV testing referred to in Part A of Annex V 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. The total duration of the preconditioning procedure shall be composed of a pre-storage period of at least four weeks followed by a subsequent eight-week stabilised condition storage period.’;

The fuel tank is filled up to its total rated capacity with a mixture of 50 % water and 50 % ethylene glycol or with any other coolant which does not deteriorate the fuel tank material, the cryoscopic point of which is lower than 243 ± 2 K (– 30 ± 2 °C).

The temperature of the substances contained in the fuel tank during the test shall be 253 ± 2 K (– 20 ± 2 °C). The tank is cooled down to a corresponding ambient temperature. The fuel tank may also be filled with a suitably refrigerated liquid provided that it is left at the test temperature for at least an hour.

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

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

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

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

The fuel tank shall be filled up to its total rated capacity, the test liquid used being water at 326 ± 2 K (53 ± 2 °C). The tank shall then be subjected to an internal pressure equal to twice the relative service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher. The tank shall remain closed and pressurised for a period of not less than five hours at an ambient temperature of 326 ± 2 K (53 ± 2 °C).

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

Six tensile test-pieces of approximately the same thickness are taken from flat or nearly flat faces of the completely new fuel tank. Their tensile strength and elastic limits are established at 296 ± 2 K (23 ± 2 °C) at an elongation rate of 50 mm/min. The obtained values shall then be compared with the tensile strength and elasticity values obtained from similar tests carried out using a fuel tank which has undergone the permeability test. The material shall be considered to be acceptable if the tensile strength differs by no more than 25 %.’;

The fuel tank shall be fitted to a representative part of the vehicle and filled to 50 % of its total rated capacity with water at 293 ± 2 K (20 ± 2 °C). The test setup including the fuel tank shall then be placed in an ambient temperature of 343 ± 2 K (70 ± 2 °C) for 60 minutes, after which the fuel tank shall not display any permanent deformation or leaks and shall be in fully usable condition.’;

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.

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.

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.’;

In the identified order of deficiencies, those relating to points 3.3.2.1, 3.3.2.2 and 3.3.2.3 for positive-ignition engines and points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for compression-ignition engines shall be identified first.

Prior to, or at the time of, type-approval, no deficiency shall be granted with regard to the requirements set out in point 3. of Appendix 1, except the requirements laid down in point 3.11. of Appendix 1.’;

monitoring of some of the items listed in Table Ap2-1 is physically not possible and a deficiency has been granted for this incomplete monitor. The comprehensive, technical justification why such an OBD monitor cannot run shall be added to the information folder.’;

the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;

the plane touching the upper edge of the plate and forming an angle measured upwards of 15° to the horizontal;

the horizontal plane through the lower edge of the plate.’;

Equation 2-3:

Equation 2-4:

, i = 2 to ng – 1

‘i’ is the gear number (≥ 2)

‘ng’ is the total number of forward gears

‘Pn’ is the rated power in kW

‘mk’ is the reference mass in kg

‘nidle’ is the idling speed in min– 1

‘s’ is the rated engine speed in min– 1

‘ndvi’ is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear ‘i’

i is the gear number (≥ 4)

ng is the total number of forward gears

Pn is the rated power in kW

mk is the reference mass in kg

nidle is the idling speed in min– 1

s is the rated engine speed in min– 1

ndvi-2 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear i – 2

Pn is the rated power in kW

mk is the reference mass in kg

nidle is the idling speed in min– 1

s is the rated engine speed in min– 1

ndv1 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear 1

Equation 2-7a:

Equation 2-8:

Equation 2-9:

, i = 3 to ng’

HCm is the mass of hydrocarbons emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume, defined in point 6.1.1.4.1.;

dHC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa);

HCc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation:

Equation 2-34:

where:

CNMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent;

CTHC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air;

CCH4 = concentration of methane (CH4) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH4 contained in the dilution air;

Rf CH4 is the FID response factor to methane as defined in point 5.2.3.4.1.

COm is the mass of carbon monoxide emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

dCO is the density of the carbon monoxide, dCO = 1,25 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

COc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation:

Equation 2-37:

where:

NOxm is the mass of nitrogen oxides emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide, = 2,05 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

NOxc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation:

Equation 2-39:

where:

Equation 2-42:

where exhaust gases are vented outside the tunnel;

Equation 2-43:

where exhaust gases are returned to the tunnel;

where:

Equation 2-44:

where exhaust gases are vented outside the tunnel;

Equation 2-45:

where exhaust gases are returned to the tunnel;

where:

CO2m is the mass of carbon dioxide emitted during the test part, in g/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

is the density of the carbon monoxide, = 1,964 · 103 g/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

CO2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation:

Equation 2-47:

where:

For each reference fuel, except hydrogen:

Equation 2-48:

For a fuel of composition CxHyOz, the general formula is:

Equation 2-49:

For H2NG, the formula is:

Equation 2-50:

For hydrogen, the dilution factor is calculated as follows:

Equation 2-51:

For the reference fuels contained in Appendix x, the values of ‘X’ are as follows:

Table 1-8

Factor ‘X’ in formulae to calculate DiF

=

concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume,

The operating mode switch shall be positioned in accordance with the table Ap11-2.

Table Ap11-2

Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position

in point 1.1., the following sentence is added:

‘In order to satisfy the evaporative emission test requirements set out in Regulation (EU) No 168/2013, only L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall be tested.’;

in point 4.4., ‘301,2 ± 2 K (28 ± 5 °C)’ is replaced by ‘301,2 ± 5 K (28 ± 5 °C)’;

in point 4.4.1., the first sentence is replaced by the following:

‘The fuel tank heating system shall consist of at least two separate heat sources with two temperature controllers.’;

in point 4.7.2., ‘Appendix 1’ is replaced by ‘Appendix 4’;

point 5.2.3. is replaced by the following:

points 5.3.1.5. and 5.3.1.6. are replaced by the following:

point 2 is replaced by the following:

‘2.   Carbon canister ageing

Figure Ap3.2-1

Carbon canister gas flow diagram and ports

A carbon canister representative of the propulsion family of the vehicle as set out in Annex XI shall be selected as test canister and shall be marked in agreement with the approval authority and the technical service.’;

point 3.1 is replaced by the following:

Multiple type I emission tests shall be conducted during the full distance accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1).

Figure 5-1

Test type V — durability test procedure with full distance accumulation

’

Multiple type I emission tests shall be conducted during the partial distance accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2).

Figure 5-2

Test type V — accelerated durability test procedure with partial distance accumulation

’

point 2.6 is replaced by the following:

‘2.6.   Vehicle classification for the type V test

point 2.7.3.4. is replaced by the following:

for vehicles with a positive ignition engine fuelled with petrol (E5):

Equation Ap1-1:

FC = (0,118/D) · ((0,848 · HC) + (0,429 · CO) + (0,273 · CO2))

where HC, CO and CO2 tailpipe emissions in g/km.

for vehicles with a positive ignition engine fuelled with LPG:

Equation Ap1-2:

FCnorm = (0,1212/0,538) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2))

where HC, CO and CO2 tailpipe emissions in g/km.

If the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption, a correction factor (cf) may be applied at the manufacturer's request, as follows:

Equation Ap1-3:

FCnorm = (0,1212/0,538) · (cf) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2))

where HC, CO and CO2 tailpipe emissions in g/km.

The correction factor is determined as follows:

Equation Ap1-4:

cf = 0,825 + 0,0693 · nactual;

where:

point 3.4.1. is replaced by the following:

point 4.4.1. is replaced by the following:

‘The CO2 values shall be:

where:

1.1.

The following test method set out in point 4 shall be used to measure the electric range, expressed in km, of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off-vehicle charging (OVC HEV) as defined in Appendix 3.

1.2.

Category L1e vehicles designed to pedal referred to in Annex I to Regulation (EU) No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be exempted from the electric range test.’;

2.3.1.

L-category vehicles equipped with a manually or electronically controlled, multiple mode, adjustable exhaust silencer system shall be tested in all modes.

2.3.2

For vehicles equipped with a noise abatement system as referred to in point 2.9.1. the reported sound pressure level shall be for the mode having the highest average sound pressure level.

2.4.1.

All exhaust or silencing systems shall be constructed in a way that does not easily permit removal of baffles, exit-cones and other parts functioning primarily as part of the silencing/expansion chambers. Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached so that removal causes permanent/irrecoverable damage to the exhaust silencer assembly.

2.4.2.

Exhaust or silencing systems with manually or electronically controlled, multiple adjustable operating modes shall meet all applicable requirements in all operating modes. The reported noise levels at type-approval shall be those resulting from the mode with the highest noise levels.

2.4.3.

The manufacturer shall not intentionally alter, adjust, or introduce any device or procedure solely for the purpose of fulfilling the sound requirements to obtain type-approval, which will not be operational during typical on-road operation.’;

Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of either point 2.4.1.2, 2.4.1.3 or 2.4.1.4.’;

point 2.1.2. is replaced by the following:

point 3.4. is replaced by the following:

Point 3.3. is replaced by the following:

‘3.3.   Test procedure to measure the switch-off distance

After stopping with pedalling, the assistance of the motor shall switch off in a driving distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The measurements shall be taken in accordance with EN 15194:2009. For vehicles fitted with an assistance modulator, it shall not be activated during the test.’;

Points 3.3.1. to 3.3.5.10. are deleted;

Points 3.4. to 3.4.3. are replaced by the following:

‘3.4.   Test procedure to measure the maximum assistance factor

The following points 3.4.4. to 3.4.9. are inserted:

Points 3.5. to 3.5.9. are deleted;