Commission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance

| --- | --- | --- | | 1 | Setting of injection pump delivery system | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 2 | Ignition or injection setting (timing curve) | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 3 | (Electronic) Throttle control | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 4 | Any other rotational speed governor setting | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 5 | (Noise and tailpipe) emission abatement system settings and devices | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |

2.3.   Test conditions

• 2.3.1. The maximum-torque and net-power tests shall be conducted at full load fuel-injection pump setting, the engine being equipped as specified in Table Ap2.3-1.

• 2.3.2. The measurements shall be carried out under normal, stabilised operating conditions with an adequate fresh-air supply to the engine. The engine shall have been run in accordance with the manufacturer’s recommendations. Combustion chambers may contain deposits, but in limited quantities.

• 2.3.3. The test conditions selected, such as air inlet temperature, shall resemble reference conditions (see point 3.2.) as closely as possible in order to minimise the magnitude of the correction factor.

• 2.3.4. The temperature of the (ambient) inlet air to the engine shall be measured at no more than 0,15 m upstream from the point of entry into the air cleaner or, if no air cleaner is used, within 0,15 m of the air-inlet trumpet. The thermometer or thermocouple shall be shielded from radiant heat and be placed directly in the airstream. It shall also be shielded from fuel spray-back.

A sufficient number of locations shall be used to give a representative average inlet temperature.

• 2.3.7. No data shall be taken until torque, speed and temperature have remained substantially constant for at least 30 seconds.

• 2.3.8. The engine speed during a run or reading shall not deviate from the selected speed by more than ± 1 % or ± 10 min^–1, whichever is greater.

• 2.3.9. Observed brake-load and inlet-air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values. In the case of the brake load, these values shall not vary more than 2 %.

- 2.3.10. The temperature of the coolant at the outlet from the engine shall be kept within ± 5 K of the upper thermostatically controlled temperature specified by the manufacturer. If no temperature is specified by the manufacturer, the temperature shall be 353,2 ± 5 K.

For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept between + 0 / – 20 K of the maximum temperature specified by the manufacturer under the reference conditions.

• 2.3.11. The fuel temperature shall be measured at the inlet of the injection system and maintained within the limits set by the manufacturer.

• 2.3.12. The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer.

• 2.3.13. The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange(s), manifold(s) or orifices.

• 2.3.14. An auxiliary regulating system may be used if necessary to maintain the temperature within the limits specified in points 2.3.10., 2.3.11 and 2.3.12.

• 2.3.15. Where an automatically triggered device is used to measure engine speed and consumption, the measurement shall last at least ten seconds; if the measuring device is manually controlled, it shall measure for at least 20 seconds.

• 2.3.16. Test fuel

The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.

• 2.3.17. If it is not possible to use the standard exhaust silencer for the test, a device shall be used that is compatible with the engine’s normal operating conditions, and specified by the manufacturer.

During the laboratory tests in particular, when the engine is running, the exhaust gas extractor shall not, at the point where the exhaust system is connected to the test bench, give rise in the exhaust-gas extraction duct to a pressure differing from the atmospheric pressure by more than ± 740 Pa (7,4 mbar) unless the manufacturer has deliberately specified the back pressure existing before the test; in this case, the lower of the two pressures shall be used.

2.4.   Test procedure

Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer. This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power. For each speed, the average of at least two stabilised measurements is to be determined.

2.5.   Measurement of smoke index

In the case of compression-ignition engines, the exhaust gases shall be examined during the test for compliance with the requirements for test type II.

2.6.   Data to be recorded

The data to be recorded are those set out in the template of the test report referred to in Article 32(1) of Regulation (EU) No 168/2013.

3.1.   Definition of factors αd and α2

• 3.1.1. αd and α2 shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine, taking account of the efficiency of the transmission (factor α2) used during the tests and in order to bring them within the reference atmospheric conditions specified in point 3.2.1 (factor αd). The power correction formula is as follows:

Equation Ap2.3-1:

Image omitted; see official source

where:

P0	=	the corrected power (i.e. the power under the reference conditions at the end of the crankshaft);
---	---	---
αd	=	the correction factor for reference atmospheric conditions;
---	---	---
α2	=	the correction factor for the efficiency of the transmission (see point 3.4 of Appendix 2.2.);
---	---	---
P	=	the power measured (power observed).

3.2.   Reference atmospheric conditions

• 3.2.1. Temperature: 298,2 K (25 °C)

- 3.2.2. Dry reference pressure (pso): 99 kPa (990 mbar)

Note: the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.

• 3.2.3. Atmospheric test conditions

• 3.2.3.1. During the test, the atmospheric conditions shall lie within the following range:

283,2 K < T < 318,2 K

80 kPa ≤ ps ≤ 110 kPa

where:

T	=	test temperature (K);
---	---	---
ps	=	the dry atmospheric pressure in kilopascals (kPa), i.e. the total barometric pressure minus the water vapour pressure.

3.3.   Determination of the correction factor αd ([^E0077])

Equation Ap2.3-2:

The power correction factor (αd) for compression-ignition engines at constant fuel rate is obtained by applying the formula:

Image omitted; see official source

where:

fa	=	the atmospheric factor
---	---	---
fm	=	the characteristic parameter for each type of engine and adjustment.

3.3.1.   Atmospheric factor fa

This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to type of engine.

3.3.1.1.   Naturally aspirated and mechanically supercharged engines

Equation Ap2.3-3:

Image omitted; see official source

where:

| | | |

| --- | --- | --- | | T | = | the absolute temperature of the ingested air (K) |

| | | |

| --- | --- | --- | | ps | = | the dry atmospheric pressure in kilopascals (kPa), i.e. the total barometric pressure minus the water vapour pressure. |

3.3.1.2.   Turbocharger engines or without cooling of inlet air

Equation Ap2.3-4:

Image omitted; see official source

3.3.2.   Engine factor fm

fm is a function of qc (fuel flow corrected) as follows:

Equation Ap2.3-5:

Image omitted; see official source

where:

Equation Ap2.3-6:

Image omitted; see official source

where:

| | | |

| --- | --- | --- | | q | = | the fuel flow in milligrams per cycle per litre of total swept volume (mg/(litre ·cycle)) |

| | | |

| --- | --- | --- | | r | = | the pressure ratio of compressor outlet and compressor inlet (r = 1 for naturally aspirated engines |

• 3.3.2.1. This formula is valid for a value interval of qc included between 40 mg/(litre · cycle) and 65 mg/(litre · cycle).

For qc values lower than 40 mg/(litre · cycle), a constant value of fm equal to 0.3 (fm = 0.3) will be taken.

For qc values higher than 65 mg/(litre · cycle), a constant value of fm equal to 1.2 = (fm = 1.2) will be taken (see the figure).

- 3.3.2.2. Figure Ap2.3-1

Characteristic parameter fm for each type of engine and adjustment as function of corrected fuel flow

Image omitted; see official source

3.3.3.   Conditions to be complied with in the laboratory

For a test to be valid, the correction factor αd shall be such that:

0,9 αd ≤ 1.1

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) stated precisely in the test report.

4. Measuring maximum torque and maximum net power tolerances

The tolerances set out in point 4 of Appendix 2.2 shall apply.

Appendix 2.4

Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion

1.1.   Hybrid propulsion including a positive ignition combustion engine

The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.2.

1.2.   Hybrid propulsion including a compression ignition combustion engine

The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.3.

1.3.   Hybrid propulsion including an electric motor

Paragraph 1.1. or 1.2. shall apply and, in addition, the maximum torque and maximum continuous rated power of the electric motor shall be measured according to the requirements of Appendix 3.

• 1.4. If the hybrid technology used on the vehicle allows multi-mode hybrid running conditions, the same procedure shall be repeated for each mode and the highest measured propulsion unit performance value shall be taken as the final test result of the propulsion unit performance test procedure.

The vehicle manufacturer shall ensure that the test set-up of the test vehicle equipped with a hybrid propulsion shall result in the maximum attainable total torque and power being measured. Any series-mounted feature resulting in a higher propulsion unit performance in terms of maximum design vehicle speed, maximum total torque or maximum total power shall be regarded as a defeat device.

Appendix 3

Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type

• 1.1.L-category vehicles equipped with a pure electric propulsion shall meet all the relevant requirements with regard to the measurements of the maximum torque and the maximum thirty minute power of electric drive trains set out in UNECE regulation No 85.

• 1.2.By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead.

Appendix 4

Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94)(b) and pedal cycles as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013

• 1.1.Sub-category L1e-A vehicle;

• 1.2.Sub-category L1e-B vehicle equipped with pedal assistance referred to in Article 3(94b) of Regulation (EU) No 168/2013;

• 1.3.Pedal cycles with pedal assistance as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013.

L1e vehicles within the scope of this Appendix shall be exempted from the requirements of Appendix 1.

3. Test procedures and requirements

- 3.1. Test procedure to measure the maximum design vehicle speed up to which the auxiliary motor provides pedal assist.

The test procedure and measurements shall be performed in conformity with appendix 1 or alternatively with point 4.2.6.2. of EN 15194:2009.

• 3.2. Test procedure to measure the maximum continuous rated power

The maximum continuous rated power shall be measured in accordance with Appendix 3 or, alternatively, in accordance with the test procedure set out in Section 4.2.7 of EN 15194:2009.

• 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.

• 3.4. Test procedure to measure the maximum assistance factor

• 3.4.1.The ambient temperature shall be between 278,2 K and 318,2 K.

• 3.4.2.The test vehicle shall be powered by its corresponding propulsion battery. The propulsion battery with maximum capacity shall be used for this test procedure.

• 3.4.3.The battery shall be fully charged using the charger to be specified by the vehicle manufacturer.

• 3.4.4.One motor of the test bench shall be attached to the crank or crank axis of the test vehicle. This test bench crank motor shall simulate the driving action of the rider and shall be capable of running variable rotation speeds and torques. It shall reach a rotation frequency of 90 rpm and a maximum continuous rated torque of 50 Nm.

• 3.4.5.A brake or a motor simulating the losses and inertia of the vehicle shall be attached to a drum below the rear wheel of the test vehicle.

• 3.4.6.For vehicles equipped with a motor driving the front wheel, an additional brake or an additional motor shall be attached to a drum below the front wheel, simulating the losses and inertia of the vehicle.

• 3.4.7.If the assistance level of the vehicle is variable, it has to be set to maximum assistance.

• 3.4.8.The following points of operation shall be tested:

Table Ap4-1

operation points to test the maximum assistance factor

| Point of operation | Simulated rider input power (+/– 10 %) in (W) | Target vehicle speed [^E0078] (+/– 10 %) in (km/h) | Desired pedalling cadence [^E0079] in (rpm) |

| --- | --- | --- | --- | | A | 80 | 20 | 60 | | B | 120 | 35 | 70 | | C | 160 | 40 | 80 |

[^E0078]: (¹)

If the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached.

[^E0079]: (²)

Select gear closest to required rpm rate for the point of operation.

• 3.4.9.The maximum assistance factor shall be calculated according to the following formula:

• Equation Ap4-1:

Image omitted; see official source

• where:

- The mechanical motor power of the test vehicle shall be calculated from the sum of the mechanical brake motor power minus the mechanical input power of the test bench crank motor (in W).

ANNEX XI

Vehicle propulsion family with regard to environmental performance demonstration tests

- 1.1. In order to alleviate the test burden on manufacturers when demonstrating the environmental performance of vehicles these may be grouped as a vehicle propulsion family. One or more parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction of the approval authority that shall be used to demonstrate environmental performance test types I to VIII. Parent vehicles to demonstrate test type IX on sound level shall follow the requirements set out in the UNECE regulations referred to in point 2 of Annex IX.

• 1.2. An L-category vehicle may continue to be regarded as belonging to the same vehicle propulsion family provided that the vehicle variant, version, propulsion, pollution-control system and OBD parameters listed in Table 11-1 are identical or remain within the prescribed and declared tolerances.

• 1.3. Vehicle and propulsion family attribution with regard to environmental tests

For the environmental test types I to XIII a representative parent vehicle shall be selected within the boundaries set by the classification criteria laid down in point 3.

• 2.1. ‘variable cam phasing or lift’ means allowing the lift, the opening and closing duration or timing of the intake or exhaust valves to be modified while the engine is in operation;

• 2.2. ‘communication protocol’ means a system of digital message formats and rules for messages exchanged in or between computing systems or units;

• 2.3. ‘common rail’ means a fuel supply system to the engine in which a common high pressure is maintained;

- 2.4. ‘intercooler’ means a heat exchanger that removes waste heat from the compressed air by a charger before entering into the engine, thereby improving volumetric efficiency by increasing intake air charge density;

- 2.5. ‘electronic throttle control’ (ETC) means the control system consisting of sensing of driver input via the accelerator pedal or handle, data processing by the control unit(s), resulting actuation of the throttle and throttle position feedback to the control unit in order to control the air charge to the combustion engine;

• 2.6. ‘boost control’ means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine;

• 2.7. ‘SCR system’ means a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent, which is a reactive substance to reduce tailpipe emissions and which is adsorbed onto a catalytic converter;

• 2.8. ‘lean NOx adsorber’ means a storage of NOx fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow;

• 2.9. ‘cold-start device’ means a device that temporarily enriches the air/fuel mixture of the engine, thus assisting the engine to start;

• 2.10. ‘starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture such as glow plugs, injection timing and spark delivery adaptations; ‘exhaust gas recirculation (EGR) system’ means part of the exhaust gas flow led back to or remaining in the combustion chamber of an engine in order to lower the combustion temperature;

1. Classification criteria

3.1.   Test types I, II, V, VII and VIII (‘X’ in Table 11-1 means ‘applicable’)

Table 11-1

Classification criteria propulsion family with regard to test types I, II, V, VII and VIII

#	Classification criteria description	Test type I	Test type II	Test type V	Test type VII	Test type VIII [^E0082]	Test type VIII [^E0082]
						Stage I	Stage II
1.	Vehicle	Vehicle	Vehicle	Vehicle	Vehicle	Vehicle	Vehicle
1.1.	category;	X	X	X	X	X	X
1.2.	sub-category;	X	X	X	X	X	X
1.3.	the inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category;	X		X	X	X	X
1.4.	overall gear ratios (+/– 8 %);	X		X	X	X	X
2.	Propulsion family characteristics	Propulsion family characteristics	Propulsion family characteristics	Propulsion family characteristics	Propulsion family characteristics	Propulsion family characteristics	Propulsion family characteristics
2.1.	number of engines or electric motors;	X	X	X	X	X	X
2.2.	hybrid operation mode(s) (parallel/sequential/other);	X	X	X	X	X	X
2.3.	number of cylinders of the combustion engine;	X	X	X	X	X	X
2.4.	engine capacity (+/– 2 %) [^E0083] of the combustion engine;	X	X	X	X	X	X
2.5.	number and control (variable cam phasing or lift) of combustion engine valves;	X	X	X	X	X	X
2.6.	monofuel/bifuel/flex fuel H2NG/multifuel;	X	X	X	X	X	X
2.7.	fuel system (carburettor/scavenging port/port fuel injection/direct fuel injection/common rail/pump-injector/other);	X	X	X	X	X	X
2.8.	fuel storage [^E0084];					X	X
2.9.	type of cooling system of combustion engine;	X	X	X	X	X	X
2.10.	combustion cycle (PI/CI/two-stroke/four-stroke/other);	X	X	X	X	X	X
2.11.	intake air system (naturally aspirated/charged (turbocharger/super-charger)/intercooler/boost control) and air induction control (mechanical throttle/electronic throttle control/no throttle);	X	X	X	X	X	X
3.	Pollution control system characteristics	Pollution control system characteristics	Pollution control system characteristics	Pollution control system characteristics	Pollution control system characteristics	Pollution control system characteristics	Pollution control system characteristics
3.1.	propulsion exhaust (not) equipped with catalytic converter(s);	X	X	X	X		X
3.2.	catalytic converter(s) type;	X	X	X	X		X
3.2.1.	number and elements of catalytic converters;	X	X	X	X		X
3.2.2.	size of catalytic converters (volume of monolith(s) +/– 15 %);	X	X	X	X		X
3.2.3.	operation principle of catalytic activity (oxidising, three-way, heated, SCR, other.);	X	X	X	X		X
3.2.4.	precious metal load (identical or higher);	X	X	X	X		X
3.2.5.	precious metal ratio (+/– 15 %);	X	X	X	X		X
3.2.6.	substrate (structure and material);	X	X	X	X		X
3.2.7.	cell density;	X	X	X	X		X
3.2.8.	type of casing for the catalytic converter(s);	X	X	X	X		X
3.3.	propulsion exhaust (not) equipped with particulate filter (PF);	X	X	X	X		X
3.3.1.	PF types;	X	X	X	X		X
3.3.2.	number and elements of PF;	X	X	X	X		X
3.3.3.	size of PF (volume of filter element +/– 10 %);	X	X	X	X		X
3.3.4.	operation principle of PF (partial/wall-flow/other);	X	X	X	X		X
3.3.5.	active surface of PF;	X	X	X	X		X
3.4.	propulsion (not) equipped with periodically regenerating system;	X	X	X	X		X
3.4.1.	periodically regenerating system type;	X	X	X	X		X
3.4.2.	operation principle of periodically regenerating system;	X	X	X	X		X
3.5.	propulsion (not) equipped with selective catalytic converter reduction (SCR) system;	X	X	X	X		X
3.5.1.	SCR system type;	X	X	X	X		X
3.5.2.	operation principle of periodically regenerating system;	X	X	X	X		X
3.6.	propulsion (not) equipped with lean NOx trap/absorber;	X	X	X	X		X
3.6.1.	lean NOx trap/absorber type;	X	X	X	X		X
3.6.2.	operation principle of lean NOx trap/absorber;	X	X	X	X		X
3.7.	propulsion (not) equipped with a cold-start device or starting aid device(s);	X	X	X	X		X
3.7.1.	cold-start or starting aid device type;	X	X	X	X		X
3.7.2.	operation principle of cold start or starting aid device(s);	X	X	X	X	X	X
3.7.3.	Activation time of cold-start or starting aid device(s) and/or duty cycle (only limited time activated after cold start/continuous operation);	X	X	X	X	X	X
3.8.	propulsion (not) equipped with O2 sensor for fuel control;	X	X	X	X	X	X
3.8.1.	O2 sensor types;	X	X	X	X	X	X
3.8.2.	operation principle of O2 sensor (binary/wide range/other);	X	X	X	X	X	X
3.8.3.	O2 sensor interaction with closed-loop fuelling system (stoichiometry/lean or rich operation);	X	X	X	X	X	X
3.9.	propulsion (not) equipped with exhaust gas recirculation (EGR) system;	X	X	X	X		X
3.9.1.	EGR system types;	X	X	X	X		X
3.9.2.	operation principle of EGR system (internal/external);	X	X	X	X		X
3.9.3.	maximum EGR rate (+/– 5 %);	X	X	X	X		X

The same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014.

maximum 30 % acceptable for test type VIII

Only for vehicles equipped with storage for gaseous fuel

3.2.   Test types III and IV (‘X’ in Table 11-2 means ‘applicable’)

Table 11-2

Classification criteria propulsion family with regard to test types III and IV

#	Classification criteria description	Test type III	Test type IV
1.	Vehicle	Vehicle	Vehicle
1.1.	Category;	X	X
1.2.	Subcategory;		X
2.	System	System	System
2.1.	propulsion (not) equipped with crankcase ventilation system;	X
2.1.1.	crankcase ventilation system type;	X
2.1.2.	operation principle of crank case ventilation system (breather / vacuum / overpressure);	X
2.2.	propulsion (not) equipped with evaporative emission control system;		X
2.2.1.	evaporative emission control system type;		X
2.2.2.	operation principle of evaporative emission control system (active / passive / mechanically or electronically controlled);		X
2.2.3.	identical basic principle of fuel/air metering (e.g. carburettor / single point injection / multi point injection / engine speed density through MAP/ mass airflow);		X
2.2.4.	identical material of the fuel tank and liquid fuel hoses is identical;		X
2.2.5.	the fuel storage volume is within a range of +/– 50 %;		X
2.2.	the setting of the fuel storage relief valve is identical;		X
2.2.6.	identical method of storage of the fuel vapour (i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control) etc.);		X
2.2.7.	identical method of purging of the stored vapour (e.g. air flow, purge volume over the driving cycle);		X
2.2.8.	identical method of sealing and venting of the fuel metering system;		X

1. Extension of type-approval regarding test type IV

• 5.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control family classification criteria listed in point 5.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested as a parent vehicle.

• 5.2. The manufacturer may request to use one of the following approaches based on a ‘certification by design’ strategy to extend the approval for evaporative emissions:

5.2.1.   Carry-across approach

• 5.2.1.1. if the vehicle manufacturer has certified a fuel tank of generic shape (‘parent fuel tank’), these test data may be used to certify ‘by design’ any other fuel tank provided that it is designed with the same characteristics as regards material (including additives), method of production and average wall thickness.

• 5.2.1.2. if a fuel tank manufacturer has certified the material (including additives) of a ‘parent’ fuel tank on the basis of a complete permeability or permeation test, the vehicle manufacturer may use these test data to certify its fuel tank by design, provided it is designed with the same characteristics as regards material (including additives), method of production and average wall thickness.

5.2.2.   Worst-case configuration approach

If the vehicle manufacturer has successfully carried out permeability or permeation testing on a worst-case fuel tank configuration, these test data may be used to certify by design other fuel tanks which are otherwise similar in terms of material (including additives), fuel pump plate and filler cap/neck. The worst-case configuration shall be the fuel tank design with the thinnest walls or the smallest interior surface area.

ANNEX XII

Amendment of part A of Annex V to Regulation (EU) No 168/2013

• 1.Part A of Annex V to Regulation (EU) No 168/2013 is replaced by the following:

‘(A)   Environmental tests and requirements

L-category vehicles may be type-approved only if they comply with the following environmental requirements:

| Test type | Description | Requirements: limit values | Subclassification criteria in addition to Article 2 and Annex I | Requirements: test procedures |

| --- | --- | --- | --- | --- | | I | Tailpipe emissions after cold start | Annex VI (A) | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex II to Commission Delegated Regulation (EU) No 134/2014 | | II | — PI or Hybrid ⁽⁵⁾ equipped with PI: emissions at idling and increased idling speed — CI or Hybrid with CI engine: free acceleration test | Directive 2009/40/EC ⁽⁶⁾ | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex III to Commission Delegated Regulation (EU) No 134/2014 | | III | Emissions of crankcase gases | Zero emission, closed crankcase. Crankcase emissions shall not be discharged directly into the ambient atmosphere from any vehicle throughout its useful life. | Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 | Annex IV to Commission Delegated Regulation (EU) No 134/2014 | | IV | Evaporative emissions | Annex VI (C) | Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 | Annex V to Commission Delegated Regulation (EU) No 134/2014 | | V | Durability of pollution control devices | Annexes VI and VII | SRC-LeCV: point 2 of Appendix 1 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 USA EPA AMA: point 2.1 of Appendix 2 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 | Annex VI to Commission Delegated Regulation (EU) No 134/2014 | | VI | A test-type VI has not been attributed | Not applicable | Not applicable | Not applicable | | VII | CO2 emissions, fuel and/or electric energy consumption and electric range | Measurement and reporting, no limit value for type- approval purposes | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex VII to Commission Delegated Regulation (EU) No 134/2014 | | VIII | OBD environmental tests | Annex VI (B) | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex VIII to Commission Delegated Regulation (EU) No 134/2014 | | IX | Sound level | Annex VI (D) | When UNECE regulations Nos 9, 41, 63 or 92 replace the EU proprietary requirements set out in the delegated act on environmental and propulsion performance requirements, the (sub-) classification criteria laid down in those UNECE regulations (Annex 6) shall be selected with reference to test type IX sound level tests. | Annex IX to Commission Delegated Regulation (EU) No 134/2014’ |

[^E0001]: ‘Measurement procedure for two-wheel motorcycles equipped with a positive or compression ignition engine with regard to the emissions of gaseous pollutants, CO2 emissions and fuel consumption (UN document reference ECE/TRANS/180/Add2e of 30 August 2005)’ including amendment 1 (UNECE document reference ECE/TRANS/180a2a1e of 29 January 2008).

[^E0002]: The WMTC stage 2 is equal to the WMTC stage 1 amended by corrigendum 2 of addendum 2 (ECE/TRANS/180a2c2e of 9 September 2009) and corrigendum 1 of amendment 1 (ECE/TRANS/180a2a1c1e of 9 September 2009).

[^E0003]: In addition, the corrigenda and amendments identified in the environmental effect study referred to in Article 23 of Regulation (EU) No 168/2013 will be taken into account, as well as corrigenda and amendments proposed and adopted by UNECE WP29 as continuous improvement of the world-harmonised test cycle for L-category vehicles.

[^E0004]: OJ L 326, 24.11.2006, p. 55.

[^E0005]: OJ L 42, 12.2.2014, p. 1.

[^E0044]: As provided for in this Regulation in the version applicable to the type-approval of that vehicle.

[^E0050]: OJ L 141, 6.6.2009, p. 12.

[^E0051]: Mean value of G20 and G25 reference fuels at 288,2 K (15 °C).

[^E0055]: OJ L 317, 14.11.2012, p. 1.

[^E0063]: The test may be carried out in temperature-controlled test chambers where the atmospheric conditions can be controlled.

[^E0066]: The torque measuring device shall be calibrated in order to take account of frictional losses. This accuracy may be ± 2 % for the measurements carried out at power levels less than 50 % of the maximum value. It will in all cases be ± 1 % for the measurement maximum torque.

[^E0068]: The complete air intake system shall be fitted as provided for the intended application:

— where there is a risk of an appreciable effect on the engine power,

— in the case of two-stroke engines,

— when the manufacturer requests that this should be done. In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter.

[^E0077]: Minimum power of the generator: the power of the generator shall be no more than that required to operate accessories which are indispensable for the operation of the engine. If the connection of a battery is necessary, a fully-charged battery in good order shall be used.