Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council Text with EEA relevance

Article 1

Subject matter

This Regulation lays down measures for the implementation of Articles 4, 5, 6 and 12 of Regulation (EC) No 595/2009.

It also amends Regulation (EC) No 595/2009 and Directive 2007/46/EC.

Article 2

Definitions

For the purposes of this Regulation, the following definitions shall apply:

• (1) ‘engine system’ means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit or units (hereinafter ‘ECU’) and any other powertrain or vehicle control unit;

• (2) ‘service accumulation schedule’ means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-aftertreatment system family;

• (3) ‘engine family’ means a manufacturers grouping of engines which, through their design as defined in Section 6 of Annex I, have similar exhaust emission characteristics; all members of the family shall comply with the applicable emission limit values;

• (4) ‘engine type’ means a category of engines which do not differ in essential engine characteristics as set out in Appendix 4 to Annex I;

• (5) ‘vehicle type with regard to emissions  —————’ means a group of vehicles which do not differ in essential engine and vehicle characteristics as set out in Appendix 4 to Annex I;

• (6) ‘deNOx system’ means a selective catalytic reduction (hereinafter ‘SCR’) system, NOx adsorber, passive or active lean NOx catalyst or any other exhaust after-treatment system designed to reduce emissions of oxides of nitrogen (NOx);

• (7) ‘exhaust after-treatment system’ means a catalyst (oxidation, 3-way or any other), particulate filter, deNOx system, combined deNOx particulate filter, or any other emission reducing device, that is installed downstream of the engine;

• (8) ‘on-board diagnostic (OBD) system’ means a system on-board a vehicle or engine which has the capability:
• (a) of detecting malfunctions, affecting the emission performance of the engine system; and
• (b) of indicating their occurrence by means of an alert system; and
• (c) of identifying the likely area of the malfunction by means of information stored in computer memory and communicating that information off-board;

• (9) ‘qualified deteriorated component or system’ (hereinafter ‘QDC’) means a component or system that has been intentionally deteriorated such as by accelerated ageing or by having been manipulated in a controlled manner and which has been accepted by the approval authority in accordance with the provisions set out in Annex 9B to UN/ECE Regulation No 49 for use when demonstrating the OBD performance of the engine system;

• (10) ‘ECU’ means the engine system electronic control unit;

• (11) ‘diagnostic trouble code’ (hereinafter ‘DTC’) means a numeric or alphanumeric identifier which identifies or labels a malfunction;

• (12) ‘portable emissions measurement system’ (hereinafter ‘PEMS’) means a portable emissions measurement system meeting the requirements specified in Appendix 2 to Annex II;

• (13) ‘malfunction indicator’ (hereinafter ‘MI’) means an indicator which is part of the alert system and which clearly informs the driver of the vehicle in the event of a malfunction;

• (14) ‘ageing cycle’ means the vehicle or engine operation (speed, load, power) to be executed during the service accumulation period;

• (15) ‘critical emission-related components’ means the following components which are designed primarily for emission control: any exhaust after-treatment system, the ECU and its associated sensors and actuators, and the exhaust gas recirculation (hereinafter ‘EGR’) system including all related filters, coolers, control valves and tubing;

• (16) ‘critical emission-related maintenance’ means the maintenance to be performed on critical emission-related components;

• (17) ‘emission related maintenance’ means the maintenance which substantially affects emissions or which is likely to affect emissions deterioration of the vehicle or the engine during normal in-use operation;

• (18) ‘engine aftertreatment system family’ means a manufacturer’s grouping of engines that comply with the definition of engine family, but which are further grouped into engines utilising a similar exhaust after-treatment system;

• (19) ‘Wobbe index (lower Wl or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions: Image omitted; see official source Which can also be expressed as Image omitted; see official source

• (20) ‘λ-shift factor’ (hereinafter ‘Sλ’) means an expression, specified in Section A.5.5.1 of Appendix 5 of Annex 4 to UNECE Regulation No 49, that describes the required flexibility of the engine management system regarding a change of excess-air-ratio λ if the engine is fuelled with a gas composition different from pure methane;

• (21) ‘non-emission-related maintenance’ means the maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions deterioration of the vehicle or the engine during normal in-use operation once the maintenance is performed;

• (22) ‘OBD engine family’ means a manufacturer’s grouping of engine systems having common methods of monitoring and diagnosing emission-related malfunctions;

• (23) ‘scan-tool’ means an external test equipment used for standardised off-board communication with the OBD system in accordance with the requirements of this Regulation;

• (24) ‘Auxiliary Emission Strategy’ (hereinafter ‘AES’) means an emission strategy that becomes active and replaces or modifies a base emission strategy for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains operational as long as those conditions exist;

• (25) ‘Base Emission Strategy’ (hereinafter ‘BES’) means an emission strategy that is active throughout the speed and load operating range of the engine unless an AES is activated;

• (26) ‘in-use performance ratio’ means the ratio of the number of times that the conditions have existed under which a monitor, or group of monitors, should have detected a malfunction to the number of driving cycles of relevance to that monitor or group of monitors;

• (27) ‘engine start’ consists of the ignition-On, cranking and start of combustion, and is completed when the engine speed reaches 150 min^-1 below the normal, warmed-up idle speed;

• (28) ‘operating sequence’ means a sequence consisting of an engine start, an operating period (of the engine), an engine shut-off, and the time until the next start, where a specific OBD monitor runs to completion and a malfunction would be detected if present;

• (29) ‘emission threshold monitoring’ means monitoring of a malfunction that leads to an excess of the OBD threshold limits (OTLs) and which consists of either or both of the following:
• (a) direct emissions measurement via a tailpipe emissions sensor(s) and a model to correlate the direct emissions to specific emissions of the applicable test-cycle;
• (b) indication of an emissions increase via correlation of computer input and output information to test-cycle specific emissions;

• (30) ‘performance monitoring’ means malfunction monitoring that consists of functionality checks, and the monitoring of parameters that are not directly correlated to emission thresholds, that is done on components or systems to verify that they are operating within the proper range;

• (31) ‘rationality failure’ means a malfunction where the signal from an individual sensor or component differs from that expected when assessed against signals available from other sensors or components within the control system including cases where all of the measured signals and component output data are individually within the range associated with normal operation of the associated sensor or component and where none of the sensors or components is individually indicating a malfunction;

• (32) ‘total functional failure monitoring’ means monitoring in order to detect a malfunction which will lead to a complete loss of the desired function of a system;

• (33) ‘malfunction’ means a failure or deterioration of an engine system, including the OBD system, that might reasonably be expected to lead either to an increase in any of the regulated pollutants emitted by the engine system or to a reduction in the effectiveness of the OBD system;

• (34) ‘general denominator’ means a counter indicating the number of times a vehicle has been operated, taking into account general conditions;

• (35) ‘ignition cycle counter’ means a counter indicating the number of engine starts a vehicle has experienced;

• (36) ‘Driving cycle’ means a sequence consisting of an engine start, an operating period (of the vehicle), an engine shut-off, and the time until the next engine start;

• (37) ‘group of monitors’ means, for the purpose of assessing the in-use performance of an OBD engine family, a set of OBD monitors used for determining the correct operation of the emission control system;

• (38) ‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries according to Annex XIV and determined under reference atmospheric conditions;

• (39) ‘maximum net power’ means the maximum value of the net power measured at full engine load;

• (40) ‘wall-flow diesel particulate filter’ means a diesel particulate filter (hereinafter ‘DPF’) in which all the exhaust gas is forced to flow through a wall which filters out the solid matter;

• (41) ‘continuous regeneration’ means the regeneration process of an exhaust after-treatment system that occurs either permanently or at least once per World Harmonized Transient Driving Cycle (hereinafter ‘WHTC’) hot start test;

• (42) ‘customer adaptation’ means any change to a vehicle, system, component or separate technical unit made at the specific request of a customer and subject to approval;

• (44) ‘carry-over system’ means a system, as defined in Article 3(23) of Directive 2007/46/EC, carried over from an old type of vehicle to a new type of vehicles;

• (45) ‘diesel mode’ means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;

• (46) ‘dual-fuel engine’ means an engine system that is designed to simultaneously operate with diesel fuel and a gaseous fuel, both fuels being metered separately, where the consumed amount of one of the fuels relative to the other one may vary depending on the operation;

• (47) ‘dual-fuel mode’ means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses diesel fuel and a gaseous fuel at some engine operating conditions;

• (48) ‘dual-fuel vehicle’ means a vehicle that is powered by a dual-fuel engine and that supplies the fuels used by the engine from separate on-board storage systems;

• (49) ‘service mode’ means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the vehicle from the traffic when operation in the dual-fuel mode is not possible;

• (50) ‘Gas Energy Ratio (GER)’ means in case of a dual-fuel engine, the energy content of the gaseous fuel divided by the energy content of both fuels (diesel and gaseous), expressed as a percentage, the energy content of the fuels being defined as the lower heating value;

• (51) ‘average gas ratio’ means the average Gas Energy Ratio calculated over a driving cycle;

• (52) ‘type 1A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), and that does not idle using exclusively diesel fuel, and that has no diesel mode;

• (53) ‘type 1B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), and that does not idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;

• (54) ‘type 2A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GERWHTC < 90 %) and that has no diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), but that idles using exclusively diesel fuel, and that has no diesel mode;

• (55) ‘type 2B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GERWHTC < 90 %) and that has a diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), but that can idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;

• (56) ‘type 3B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that does not exceed 10 per cent (GERWHTC ≤ 10 %) and that has a diesel mode;

• (57) ‘Particulate Matter number’ (PM number) means the total number of solid particles emitted from the exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex 4 to UNECE Regulation 49 ([^E0001]).

Article 3

Requirements for type-approval

In order to receive an EU type-approval of a vehicle with an approved engine system with regard to emissions, or an EU type-approval of a vehicle with regard to emissions, the manufacturer shall also demonstrate that the requirements laid down in Article 6 of and Annex II to Commission Regulation (EU) 2017/2400 ([^E0003]) are met with respect to the vehicle group concerned.  —————

The procedures for demonstrating the compliance of an engine system or engine-aftertreatment system family over the normal useful life periods are set out in Annex VII to this Regulation.

At high idle speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 % vol., with the engine speed being at least 2 000 min^-1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the manufacturer.

In addition, manufacturers shall provide the approval authority with information on the operating strategy of any EGR system, including its functioning at low ambient temperatures.

This information shall also include a description of any effects on emissions of operating the system under low ambient temperatures.

However, the manufacturer shall not be required to declare that the requirements set out in Article 2 of Implementing Regulation (EU) 2025/2161 are met where that manufacturer indicates in the declaration of compliance set out in point 6.2 of Annex I to that Implementing Regulation that new vehicles of the type to be approved will not be registered, placed on the market or entered into service in the Union on or after the relevant date set out in Table 1 of Annex I to that Implementing Regulation.

However, the manufacturer shall not be required to declare that the requirements set out in Article 2 of Implementing Regulation (EU) 2025/2161 are met where that manufacturer indicates in the declaration of compliance set out in point 6.1 of Annex I to that Implementing Regulation that new engines of the type to be approved will not be registered, placed on the market or entered into service in the Union on or after the relevant date set out in Table 1 of Annex I to that Implementing Regulation.

Article 4

On-board diagnostics

Article 5

Application for EU type-approval of an engine system or engine family as a separate technical unit with regard to emissions

The documentation package shall consist of the following parts:

the information set out in Section 8 to Annex I,

an AES documentation package, as described in Appendix 11 of Annex I to this Regulation in order for the approval authorities to be able to assess the proper use of AES.

At the request of the manufacturer, the approval authority shall conduct a preliminary assessment of the AES for new vehicle types. In that case, the manufacturer shall provide the draft AES documentation package to the approval authority between 2 and 12 months before the start of the type-approval process.

The approval authority shall make a preliminary assessment on the basis of the draft AES documentation package provided by the manufacturer. The approval authority shall make the preliminary assessment in accordance with the methodology described in Appendix 2 of Annex VI. The approval authority may deviate from that methodology in exceptional and duly justified cases.

The preliminary assessment of the AES for new vehicle types shall remain valid for the purposes of type approval for a period of 18 months. That period may be extended by a further 12 months if the manufacturer provides the approval authority with proof that no new technologies have become available on the market that would change the preliminary assessment of the AES.

A list of AES which were deemed non-acceptable by approval authorities shall be compiled yearly by the Forum for Exchange of Information on Enforcement and made available to the public by the Commission.

• (a) in the case of positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits set out in Annex X if that percentage of misfire had been present from the start of the emission test as set out in Annex III or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;

• (b) a description of the provisions taken to prevent tampering with and modification of the emission control computer(s) including the facility for updating using a manufacturer-approved programme or calibration;

• (c) documentation of the OBD system, in accordance with the requirements set out in Section 5 to Annex X;

• (e) a Statement of Off-Cycle Emission compliance with the requirements of Article 14 and Section 9 to Annex VI;

• (f) a Statement of OBD in-use Performance compliance with the requirements of Appendix 6 to Annex X;

• (h) the initial plan for in-service testing according to point 2.4 of Annex II;

• (i) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors;

• (j) where appropriate, the documentation packages necessary for the correct installation of the engine type-approved as a separate technical unit.

Article 6

Administrative provisions for EU type-approval of an engine system or engine family as a separate technical unit with regard to emissions

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.

An approval authority shall not assign the same number to another engine type.

1a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EC type-approval of an engine system or engine family as a separate technical unit if all the following conditions are fulfilled:

• (a) a type-approval of an engine system or engine family as separate technical unit has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;

• (c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);

• (d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply;

• (e) the requirements set out in Article 2 of Implementing Regulation (EU) 2025/2161 are met, except where the manufacturer indicated in the declaration of compliance set out in point 6.1 of Annex I to that Implementing Regulation that new engines of the type to be approved will not be registered, sold or put into service in the Union on or after the relevant date set out in Table 1 of Annex I to that Implementing Regulation.

Article 7

Application for EU type-approval of a vehicle with an approved engine system with regard to emissions

• (a) a description of the measures taken to prevent tampering with and modification of the vehicle control units covered by this Regulation including the facility for updating using a manufacturer-approved programme or calibration;

• (b) a description of the OBD components on board of the vehicle, in accordance with the requirements of Section 5 of Annex X;

• (e) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals.

Article 8

Administrative provisions for EU type-approval of a vehicle with an approved engine system with regard to emissions

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.

An approval authority shall not assign the same number to another vehicle type.

1a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EU type-approval of a vehicle with an approved engine system with regard to emissions if all the following conditions are fulfilled:

• (a) a type-approval of a vehicle with an approved engine system has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;

• (c) the requirements in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);

• (d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;

• (e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group;

• (f) the requirements set out in Article 2 of Implementing Regulation (EU) 2025/2161 are met, except where the manufacturer indicates in the declaration of compliance set out in point 6.2 of Annex I to that Implementing Regulation that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the relevant date set out in Table 1 of Annex I to that Implementing Regulation.

Article 9

Application for EU type-approval of a vehicle with regard to emissions

Article 10

Administrative provisions for EU type-approval of a vehicle with regard to emissions

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.

An approval authority shall not assign the same number to another vehicle type.

1a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EU type-approval of a vehicle with regard to emissions if all the following conditions are fulfilled:

• (a) a type-approval of a vehicle has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;

• (c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);

• (d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;

• (e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group;

• (f) the requirements set out in Article 2 of Implementing Regulation (EU) 2025/2161 are met, except where the manufacturer indicates in the declaration of compliance set out in point 6.2 of Annex I to that Implementing Regulation that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates set out in Table 1 of Annex I to that Implementing Regulation.

Article 11

Conformity of production

Article 12

In-service conformity

Following that notification and subject to the provision of Article 30(6) of Directive 2007/46/EC, the approval authority of the Member State which granted the original type-approval shall promptly inform the manufacturer that an engine or vehicle type fails to satisfy the requirements of these provisions.

If no such test data is available, the manufacturer shall, within 60 working days after receipt of the notification referred to in paragraph 7, either submit to the approval authority which granted the original type-approval a plan of remedial measures in accordance with Article 13 or perform additional in-service conformity testing with an equivalent vehicle to verify whether the engine or vehicle type fails the requirements. In the case where the manufacturer can demonstrate to the satisfaction of the approval authority that further time is required to perform additional testing, an extension may be granted.

If these in-service conformity tests or confirmatory tests confirm the non-conformance of the engine or vehicle type, the approval authority shall require the manufacturer to submit a plan of remedial measures to remedy the non-conformity. The plan of remedial measures shall comply with the provisions of Article 13 and Section 9 of Annex II.

If those in-service conformity tests or confirmatory tests show conformity the manufacturer shall submit a report to the approval authority which granted the original type-approval. The report shall be submitted by the approval authority which granted the original type-approval to the Member State that reported the failing vehicle type and the approval authorities. It shall contain the test results according to Section 10 of Annex II.

Article 13

Remedial measures

Article 14

Requirements to limit off-cycle emissions

Those measures shall take the following into account:

• (a) the general requirements including the performance requirements and the prohibition of defeat strategies;

• (b) the requirements to effectively limit the tailpipe emissions under the range of ambient conditions under which the vehicle may be expected to operate, and under the range of operating conditions that may be encountered;

• (c) the requirements with respect to off-cycle laboratory testing at type-approval;

• (d) the requirements with respect to the PEMS demonstration test at type-approval and any additional requirements with respect to off-cycle in-use vehicle testing, as provided for in this Regulation;

• (e) the requirement for the manufacturer to provide a statement of compliance with the requirements limiting off-cycle emissions.

Article 15

Pollution control devices

Catalytic converters, deNOx devices and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation.

• (a) the vehicle or engine manufacturer's name or trade mark;

• (b) the make and identifying part number of the original pollution control device as recorded in the information referred to in point 3.2.12.2 of Appendix 4 to Annex I.

Article 16

Application for EC type-approval of a type of replacement pollution control device as a separate technical unit

• (a) an engine system or engine systems of a type-approved in accordance with this Regulation equipped with a new original equipment pollution control device;

• (b) one sample of the type of the replacement pollution control device;

• (c) an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution control device intended to be fitted to a vehicle equipped with an OBD system.

The test conditions shall comply with the requirements set out in Section 6 of Annex 4 to UNECE Regulation No 49.

The test engines shall respect the following requirements:

• (a) they shall have no emission control system defects;

• (b) any malfunctioning or excessively worn emission-related original part shall be repaired or replaced;

• (c) they shall be tuned properly and set to the manufacturer's specification prior to emission testing.

Article 17

Administrative provisions for EC type-approval of replacement pollution control device as separate technical unit

The approval authority shall not assign the same number to another replacement pollution control device type.

The same type-approval number may cover the use of that replacement pollution control device type on a number of different vehicle or engine types.

Article 17a

Transitional provisions for certain type-approvals and certificates of conformity

With effect from 1 September 2019 and except in the case of replacement engines for in-service vehicles, national authorities shall prohibit the sale or use of new engines which do not comply with points 4.2.2.2 and 4.2.2.2.1 and 4.3.1.2 and 4.3.1.2.1 of Appendix 1 to Annex II.

By way of derogation from the first subparagraph, new types of positive-ignition engines, type 1A dual-fuel engines and type 1B dual-fuel engines (in dual-fuel mode), and vehicles equipped with such engines, shall comply with the maximum allowed conformity factor for PM number according to point 6.3 of Annex II with effect from 1 January 2023. However, as from 1 January 2021, the particle number work window conformity factor and CO2 mass window conformity factor shall be stated in the PEMS demonstration test results on the type-approval certificate for monitoring purposes.

By way of derogation from the first subparagraph, with effect from 1 January 2024, national authorities shall, in the case of new vehicles equipped with positive-ignition engines, type 1A dual-fuel engines and type 1B dual-fuel engines (in dual-fuel mode) which do not comply with the maximum allowed conformity factor for PM number according to point 6.3 of Annex II and the requirements of this Regulation as amended by Regulation (EU) 2019/1939, consider certificates of conformity issued in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicles. However, as from 1 January 2022, the particle number work window conformity factor and CO2 mass window conformity factor shall be stated in the PEMS demonstration test results on the type-approval certificate for monitoring purposes.

With effect from 1 January 2022 and except in the case of replacement engines for in-service vehicles, national authorities shall on grounds relating to emissions prohibit the making available on the market and entry into service of new engines which do not comply with the requirements of this Regulation as amended by Regulation (EU) 2019/1939.

By way of derogation from the third subparagraph, with effect from 1 January 2024, and except in the case of replacement engines for in-service vehicles, national authorities shall, on grounds relating to emissions, prohibit the making available on the market and entry into service of new positive-ignition engines, new type 1A dual-fuel engines and new type 1B dual-fuel engines (in dual-fuel mode) which do not comply with the requirements of this Regulation as amended by Regulation (EU) 2019/1939.

By way of derogation from the first subparagraph, with effect from 29 November 2027 for new vehicles of category M1 and N1 falling in the scope of Regulation (EU) 595/2009, national authorities shall consider certificates of conformity issues in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicle.

By way of derogation from the first subparagraph, with effect from 1 July 2030 for new vehicles of category M1 and N1 constructed by small-volume manufacturers as set out in Regulation (EU) 2024/1257, national authorities shall consider certificates of conformity issues in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicle.

By way of derogation from the first subparagraph, with effect from 1 July 2031 for new vehicles of category M2, M3, N2, and N3 constructed by small-volume manufacturers as set out in Regulation (EU) 2024/1257, national authorities shall consider certificates of conformity issues in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicle.

Article 18

Amendments to Regulation (EC) No 595/2009

Regulation (EC) No 595/2009 is amended in accordance with Annex XV to this Regulation.

Article 19

Amendments to Directive 2007/46/EC

Directive 2007/46/EC is amended in accordance with Annex XVI to this Regulation.

Article 20

Entry into force

This Regulation shall enter into force on the 20th day following its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

LIST OF ANNEXES

ANNEX I	Administrative provisions for EC type-approval
Appendix 1	Procedure for production conformity testing when standard deviation is satisfactory
Appendix 2	Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable
Appendix 3	Procedure for production conformity testing at manufacturer's request
Appendix 4	Models of information document
Appendix 5	Models of EC type-approval certificate of an engine type/component as separate technical unit
Appendix 6	Models of EC type-approval certificate of a type of a vehicle with an approved engine
Appendix 7	Models of EC type-approval certificate of a type of a vehicle with regard to a system
Appendix 8	Example of the EC type-approval mark
Appendix 9	EC Type-Approval Certification Numbering System
Appendix 10	Explanatory notes
Appendix 11	AES Documentation Package
ANNEX II	Conformity of in-service engines or vehicles
Appendix 1	Test procedure for vehicle emissions testing with portable emissions measurement systems
Appendix 2	Portable measurement equipment
Appendix 3	Calibration of portable measurement equipment
Appendix 4	Method to check the conformity of the ECU torque signal
ANNEX III	Verifying exhaust emissions
ANNEX IV	Emissions data required at type-approval for roadworthiness purposes
ANNEX V	Verifying emissions of crankcase gases
ANNEX VI	Requirements to limit off-cycle emissions (OCE) and in-use emissions
Appendix 1	PEMS demonstration test at type-approval
ANNEX VII	Verifying the durability of engine systems
ANNEX VIII	CO2 emissions and fuel consumption
ANNEX IX	Specifications of reference fuels
ANNEX X	On-board diagnostics (OBD)
Appendix 5	Assessment of the in-use performance of the on-board diagnostic system during the phase-in period
ANNEX XI	EC type-approval of replacement pollution control devices as separate technical unit
Appendix 1	Model information document
Appendix 2	Model EC type-approval certificate
Appendix 3	Durability procedure for evaluation of emissions performance of a replacement pollution control device
Appendix 4	Sequence for thermal ageing
Appendix 5	Test-cycle for chassis dynamometer or on-road data gathering
Appendix 6	Drain and weigh procedure
Appendix 7	Example of service accumulation schedule including thermal, lubricant consumption and regeneration sequences
Appendix 8	Flowchart on the performance of the service accumulation schedule
ANNEX XII	Conformity of in-service engines and vehicles type-approved under Directive 2005/55/EC
ANNEX XIII	Requirements to ensure the correct operation of NOx control measures
Appendix 6	Demonstration of the minimum acceptable reagent quality CDmin
ANNEX XIV	Measurement of net engine power
ANNEX XV	Amendments to Regulation (EC) No 595/2009
ANNEX XVI	Amendments to Directive 2007/46/EC
ANNEX XVIII	Specific technical requirements for dual-fuel engines and vehicles
Appendix 1	Types of dual-fuel engines and vehicles - list of main operational requirements

ANNEX I

ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL

1. REQUIREMENTS ON FUEL RANGE

1.1.   Requirements on universal fuel range type-approval

A universal fuel range approval shall be granted subject to the requirements specified in points 1.1.1 to 1.1.6.1.

• 1.1.1.The parent engine shall meet the requirements of this Regulation on the appropriate reference fuels specified in Annex IX. Specific requirements shall apply to engines fuelled with natural gas/biomethane, including dual-fuel engines, as laid down in point 1.1.3.

• 1.1.2. If the manufacturer permits the engine family to run on market fuels that do not comply either with Directive 98/70/EC of the European Parliament and of the Council ([^E0010]), or with CEN standard EN 228:2012 in the case of unleaded petrol or CEN standard EN 590:2013 in the case of diesel or CEN standard EN 14214:2012+A2:2019 in the case of FAME B100, such as paraffinic fuel (CEN standard EN 15940) or others, the manufacturer shall, in addition to the requirements in point 1.1.1, comply with the following requirements:

• (a) declare the fuels the engine family is capable of running on in point 3.2.2.2.1 of the Information Document as set out in Part 1 of Appendix 4., either by reference to an official standard or to a production specification of a brand specific market fuel not meeting any official standard such as those mentioned in point 1.1.2. The manufacturer shall also declare that the functionality of the OBD system is not affected by the use of the declared fuel;

• (a1) determine the power correction factor for each fuel declared pursuant to point 5.2.7 if applicable;

• (b) demonstrate that the parent engine meets the requirements specified in Annex III and in Appendix 1 of Annex VI to this Regulation on the fuels declared; the approval authority may request that the demonstration requirements be further extended to those laid down in Annex VII and Annex X;

• (c) be liable to meet the requirements of in-service conformity specified in Annex II on the fuels declared including any blend between the declared fuels and the market fuels included in Directive 98/70/EC and the relevant CEN standards.

• At the request of the manufacturer, the requirements set out in this point shall be applied to fuels used for military purposes.

• For the purposes of point (a) of the first subparagraph where the emission tests are performed for demonstrating compliance with the requirements of this Regulation, a fuel analysis report of the test fuel shall be attached to the test report and shall comprise at least the parameters specified in the official specification of the fuel manufacturer.

• 1.1.3.In the case of natural gas/biomethane fuelled engines, including dual-fuel engines, the manufacturer shall demonstrate the parent engines capability to adapt to any natural gas/biomethane composition that may occur across the market. This demonstration shall be carried out in accordance with this Section and, in the case of dual-fuel engines, also in accordance with the additional provisions regarding the fuel adaptation procedure set out in paragraph 6.4 of Annex 15 to UNECE Regulation No 49.

• In the case of compressed natural gas/biomethane (CNG) there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.

• The parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run, the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

• In the case of liquefied natural gas/biomethane (LNG) the parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G20 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run, the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UN/ECE Regulation No 49.

• 1.1.3.1.At the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.