UN Regulation No. 154 – Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP) [2026/1130]

Official Journal EN of the European Union L series 2026/1130 26.6.2026 Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at: https://unece. org/transport/road-transport/status-1958-agreement-and-annexed-regulations UN Regulation No. 154 – Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP) [2026/1130] Incorporating all valid text up to: 04 series of amendments - Date of entry into force: XX September 2026 (TBC) This document is meant purely as documentation tool. The authentic and legally binding text is: ECE/TRANS/WP.29/2026/ 26 (as amended by paragraph 66 and Annex V of the report ECE/TRANS/WP.29/1190) CONTENTS Regulation Introduction 1. Scope 2. Abbreviations 3. Definitions 4. Application for approval 5. Approval 6. Specifications and tests 7. Modification and extension of the type approval 8. Conformity of production (COP) 9. Penalties for non-conformity of production 10. Production definitively discontinued 11. Transitional and Special Provisions 12. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities Appendices 1. Type 1 test CoP verification for specific vehicle types 2. Verification of conformity of production for Type 1 test - statistical method 3. Run-in test procedure to determine run-in factors 4. Conformity of production for Type 4 test 5. Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy 6. Requirements for vehicles that use a reagent for the exhaust after-treatment system ELI: http://data.europa.eu/eli/reg/2026/1130/oj 1/710EN OJ L, 26.6.2026 Annexes Annexes Part A A1. Engine and vehicle characteristics and information concerning the conduct of tests (‘information document’) Appendices 1. WLTP Test Report 2. WLTP Road Load Test Report 3. WLTP Test Sheet 4. Evaporative Emissions Test Report A2. Communication Appendices 1. Manufacturer’s Declaration of Compliance with the Reagent Requirements 2. Manufacturer’s Declaration for the Ambient Temperature Correction Test (ATCT) 3. Manufacturer’s Declaration for the Regeneration Requirements 4. Manufacturer’s Declaration of Compliance with the Type 5 Requirements 5. Manufacturer’s Declaration of Compliance with the OBD Requirements 6. Manufacturer’s Declaration of Compliance with the Battery Durability Requirements A3. Arrangements of the approval mark Annexes Part B B1. Worldwide light-duty test cycles (WLTC) B2. Gear selection and shift point determination for vehicles equipped with manual transmissions B3. Specifications of reference fuels B4. Road load and dynamometer setting B5. Test equipment and calibrations B6. Type 1 test procedures and test conditions Appendices 1. Emissions test procedure for all vehicles equipped with periodically regenerating systems 2. Test procedure for rechargeable electric energy storage system monitoring 3. Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) B6a. Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions B6b. Correction of CO2 results against the target speed and distance B7. Calculations 2/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 B8. Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles Appendices 1. REESS state of charge profile and hydrogen state of charge profile 2. REESS energy change-based correction procedure 3. Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC-FCHVs (as applicable) 4. Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs and OVC-FCHVs (as applicable) 5. Utility factors (UF) for OVC-HEVs and OVC-FCHVs (as applicable) 6. Selection of driver-selectable modes 7. Fuel consumption and usable amount of hydrogen measurement of compressed hydrogen fuel cell hybrid vehicles 8. Determination of additional electric energy consumption values required for checking the Conformity of Production of PEVs and OVC-HEVs 9. Calculation of cycle energy demand REESS (CED ) REESS B9. Determination of method equivalency B10. Laboratory test for pure electric range ratio at low temperature for Pure Electric Vehicles Appendices 1. REESS state of charge profile 2. REESS charging conditions for low temperature testing of PEVs Annexes Part C C1. Battery Durability Appendices 1. Values to be read from vehicles 2. Determination of Performance Parameter during Part A verification of SOCE/SOCR monitors Test Procedure C2. (Reserved) C3. Type 4 test Determination of evaporative emissions from vehicles with engines fuelled with petrol C4. Type 5 test – Durability Appendices 1. Standard Bench Cycle (SBC) 2. Standard Diesel Bench Cycle (SDBC) 3. Standard Road Cycle (SRC) 3b. The kilometre accumulation cycles 4. Special requirements for Hybrid Vehicles C5. On-Board Diagnostics (OBD) for motor vehicles Appendices 1. Functional aspects of On-Board Diagnostic (OBD) systems ELI: http://data.europa.eu/eli/reg/2026/1130/oj 3/710EN OJ L, 26.6.2026 Introduction The intention of this Regulation is to establish uniform provisions concerning the approval of motor vehicles with regard to the emissions of light-duty vehicles based on the new World harmonized Light vehicle Test Procedure (WLTP) included in UN GTR No. 15 and the updated Evaporative Emissions test procedure (Type 4 test) which has been developed in UN GTR No. 19. It will enable Contracting Parties (CPs) to issue and accept approvals based on these new type approval tests. The WLTP Type 1 test replaces both the current Type 1 test in UN Regulation No. 83 and UN Regulation No. 101, whilst the updated Evaporative Emissions test procedure (Type 4 test) replaces that currently in UN Regulation No 83. In addition, this Regulation includes an update to the Type 5 test for verifying the durability of pollution control devices and updated On-Board Diagnostic (OBD) requirements. These updates are in order to reflect the changes from the previous NEDC based Type 1 test to the new WLTP Type 1 test. The 04 series introduces new annexes with requirements relating to in-vehicle battery durability and a new test for range of Pure Electric Vehicles at low temperatures. The 04 series of this Regulation covers four sets of requirements – termed Level 1A, Level 1B, Level 1C and Level 2. Levels 1A and 1C are based on a four phase test cycle (Low, Medium, High and Extra-High), Level 1B is based on a three phase test cycle (Low, Medium and High), with different type 1 limits applying to these different levels whilst Level 2 includes a harmonised procedure which contains the most stringent procedures/limits which shall be subject to full mutual recognition. The majority of the regulatory text is applicable to all Levels. Where the requirements are specific to either Level 1A, Level 1B, Level 1C or Level 2 the relevant sections are labelled accordingly. Levels 1A, 1B and 1C in this series of amendments cover regional requirements and does not require mutual recognition by other Contracting Parties. The requirements of Level 1C are identical to those for Level 1A, including those marked in this Regulation as ‘Level 1 A only’, except where specified otherwise. A type approval to Level 2 in the latest version of this Regulation shall however be accepted by all CPs applying this Regulation. 1. Scope This Regulation provides requirements for four levels of approval. One level requires testing using a 4-phase WLTC (low, medium, high and extra-high as defined in Annex B1) – this is called Level 1A. A second level requires testing using a 3-phase WLTC cycle (low, medium and high as defined in Annex B1) – this is called Level 1B. The third level based on Level 1A is a set of reduced requirements to which a Contracting Party may accept approvals under specified circumstances. The fourth level is a harmonised set of requirements and is called Level 2. Where the requirements in this Regulation apply to either Level 1A, Level 1B or Level 2 only, the Regulatory text uses "Level 1A only", "Level 1B only" or “Level 2 only” to denote the start of the level specific requirements. 1.1. Scope for Level 1A and Level 1C; This Regulation applies to the type approval of vehicles of categories M and N with regard to the WLTP Type 1 1 1 test for emissions of gaseous compounds, particulate matter, particle number and to emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range and to the Type 4 test on evaporative emissions. In addition, this Regulation lays down rules for verifying the durability of pollution control devices’ On-Board Diagnostic (OBD) systems, On-Board Fuel Consumption Monitoring (OBFCM) devices, battery durability and electric range at low ambient temperatures. At the request of the manufacturer, for vehicles of category N between 3.5 and 5 tonnes maximum mass 2 originating from a type of vehicle of category N , the approval authority may grant an emission type-approval 1 if the vehicle meets the requirements for a type of vehicle of category N . 1 4/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.2. Scope for Level 1B; This Regulation applies to the type approval of vehicles of categories M and N with a technical permissible 2 1 maximum laden mass not exceeding 3,500 kg and to all vehicles of category M with regard to the WLTP Type 1 1 test for emissions of gaseous compounds, particulate matter, particle number and to emissions of carbon dioxide and fuel efficiency and/or the measurement of electric energy consumption and electric range and to the Type 4 test on evaporative emissions. In addition, this Regulation lays down rules for verifying the durability of pollution control devices and On-Board Diagnostic (OBD) systems, On-Board Fuel Consumption Monitoring (OBFCM) devices and battery durability. 1.3. Scope for Level 2; This Regulation applies to the type approval of vehicles of categories M and N with regard to the WLTP Type 1 1 1 test for emissions of gaseous compounds, particulate matter, particle number and to emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range and to the Type 4 test on evaporative emissions. In addition, this Regulation lays down rules for verifying the durability of pollution control devices, On-Board Diagnostic (OBD) systems, On-Board Fuel Consumption Monitoring (OBFCM) devices, battery durability and electric range at low ambient temperatures. 2. Abbreviations 2.1. General abbreviations AC Alternating current APF Assigned permeability factor BMS Battery Management System BWC Butane working capacity CD Charge-Depleting CED Cycle energy demand, considering positive cycle energy CED Cycle energy demand REESS, considering positive and REESS negative cycle energy CFD Computational fluid dynamics CFV Critical flow venturi CFO Critical flow orifice CLA Chemiluminescent analyser CS Charge-Sustaining CVS Constant volume sampler DC Direct current DPR Declared Performance Requirement DR Driving Range DR Driving Range of hydrogen H DR Driving Range of hydrogen and electric H+E EAF Sum of ethanol, acetaldehyde and formaldehyde ECD Electron capture detector ET Evaporation tube ELI: http://data.europa.eu/eli/reg/2026/1130/oj 5/710EN OJ L, 26.6.2026 Extra High Class 2 WLTC extra high speed phase 2 Extra High Class 3 WLTC extra high speed phase 3 FCHV Fuel cell hybrid vehicle FID Flame ionization detector FSD Full scale deflection GC Gas chromatograph GFV Gas Fuelled Vehicle HEPA High efficiency particulate air (filter) HFID Heated flame ionization detector High Class 2 WLTC high speed phase 2 High Class 3a WLTC high speed phase 3a High Class 3b WLTC high speed phase 3b ICE Internal combustion engine K Declared low temperature pure electric range ratio of the low PER,WLTC,LT,dec temperature range family LC Liquid chromatography LoD Limit of detection LoQ Limit of quantification Low Class 1 WLTC low speed phase 1 Low Class 2 WLTC low speed phase 2 Low Class 3 WLTC low speed phase 3 LPG Liquefied petroleum gas Medium Class 1 WLTC medium speed phase 1 Medium Class 2 WLTC medium speed phase 2 Medium Class 3a WLTC medium speed phase 3a Medium Class 3b WLTC medium speed phase 3b MPR Minimum Performance Requirement NDIR Non-dispersive infrared (analyser) NDUV Non-dispersive ultraviolet NG/biomethane Natural gas/biomethane NMC Non-methane cutter NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle NOVC Not off-vehicle charging NOVC-HEV Not off-vehicle charging hybrid electric vehicle OBD On-board Diagnostics OBFCM On-board fuel and/or energy consumption monitoring OTA Over the Air OVC-FCHV Off-vehicle charging fuel cell hybrid vehicle OVC-HEV Off-vehicle charging hybrid electric vehicle 6/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 P Particulate mass collected on the background filter a P Particulate mass collected on the sample filter e PAO Poly-alpha-olefin PCF Particle pre-classifier PCRF Particle concentration reduction factor PDP Positive displacement pump PER Pure electric range PF Permeability factor P Lower limit pressure LL PM Particulate matter emissions PN Particle number emissions PNC Particle number counter PND1 First particle number dilution device PND2 Second particle number dilution device PTS Particle transfer system PTT Particle transfer tube QCL-IR Infrared quantum cascade laser R Charge-depleting actual range CDA RCB REESS charge balance REESS Rechargeable electric energy storage system RRC Rolling resistance coefficient SOC State of Charge SOCE State of Certified Energy SOCR State of Certified Range SHED Sealed housing evaporative determination SPN10 Solid Particle Number 10nm SPN23 Solid Particle Number 23nm SSV Subsonic venturi UAH Usable Amount of Hydrogen UBE Usable Battery (REESS) Energy USFM Ultrasonic flow meter V2G Vehicle to Grid V2H Vehicle to Home V2L Vehicle to Load V2X Vehicle to Everything V Vehicle High H V Vehicle Low L VPR Volatile particle remover WLTC Worldwide light-duty test cycle ELI: http://data.europa.eu/eli/reg/2026/1130/oj 7/710EN OJ L, 26.6.2026 2.2. Chemical symbols and abbreviations C Carbon 1 equivalent hydrocarbon 1 CH Methane 4 C H Ethane 2 6 C H OH Ethanol 2 5 C H Propane 3 8 CH CHO Acetaldehyde 3 CO Carbon monoxide CO Carbon dioxide 2 DOP Di-octylphthalate H O Water 2 HCHO Formaldehyde NH Ammonia 3 NMHC Non-methane hydrocarbons NOx Oxides of nitrogen NO Nitric oxide NO Nitrogen dioxide 2 N O Nitrous oxide 2 THC Total hydrocarbons 3. Definitions For the purposes of this Regulation the following definitions shall apply: 3.0.1. "Vehicle type with regard to emissions" means a group of vehicles which: (a) Do not differ with respect to the criteria constituting an "interpolation family" as defined in paragraph 6.3.2.; (b) Fall in a single "CO interpolation range" within the meaning of paragraph 2.3.2. of Annex B6; 2 (c) Do not differ with respect to any characteristics that have a non-negligible influence on tailpipe emissions, such as, but not limited to, the following: (i) Types and sequence of pollution control devices (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap or combinations thereof in a single unit); (ii) Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high/ combined pressure). 3.0.2. "Engine capacity" means: For reciprocating piston engines, the nominal engine swept volume. For rotary piston engines (Wankel), twice the nominal swept volume of a combustion chamber per piston. 3.0.3. "Engine displacement" means: For reciprocating piston engines, the nominal engine swept volume. For rotary piston engines (Wankel), the nominal swept volume of a combustion chamber per piston. 8/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.0.4. "Approval of a vehicle" means the approval of a vehicle type with regard to the scope of this Regulation. 3.1. Test equipment 3.1.1. "Accuracy" means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result. See Figure 1. 3.1.2. "Calibration" means the process of setting a measurement system's response so that its output agrees with a range of reference signals. 3.1.3. "Calibration gas" means a gas mixture used to calibrate gas analysers. 3.1.4. "Double dilution method" means the process of separating a part of the diluted exhaust flow and mixing it with an appropriate amount of dilution air prior to the particulate sampling filter. 3.1.5. "Full flow exhaust dilution system" means the continuous dilution of the total vehicle exhaust with ambient air in a controlled manner using a Constant Volume Sampler (CVS). 3.1.6. "Linearization" means the application of a range of concentrations or materials to establish a mathematical relationship between concentration and system response. 3.1.7. "Major maintenance" means the adjustment, repair or replacement of a component or module that could affect the accuracy of a measurement. 3.1.8. "Non-Methane Hydrocarbons" (NMHC) are the Total Hydrocarbons (THC) minus the methane (CH ) 4 contribution. 3.1.9. "Precision" means the degree to which repeated measurements under unchanged conditions show the same results (Figure 1) and, in this Regulation, always refers to one standard deviation. 3.1.10. "Reference value" means a value traceable to a national standard. See Figure 1. 3.1.11. "Set point" means the target value a control system aims to reach. 3.1.12. "Span" means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use. 3.1.13. "Total hydrocarbons" (THC) means all volatile compounds measurable by a flame ionization detector (FID). 3.1.14. "Verification" means to evaluate whether or not a measurement system's outputs agrees with applied reference signals within one or more predetermined thresholds for acceptance. 3.1.15. "Zero gas" means a gas containing no analyte which is used to set a zero response on an analyser. 3.1.16. "Response time" means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t ) with the sampling probe being 90 defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and takes place in less than 0.1 second. The system response time consists of the delay time to the system and of the rise time of the system. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 9/710EN OJ L, 26.6.2026 3.1.17. "Delay time" means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t ) with the sampling probe being defined as 10 the reference point. For gaseous components, this is the transport time of the measured component from the sampling probe to the detector. 3.1.18. "Rise time" means the difference in time between the 10 per cent and 90 per cent response of the final reading (t – t ). 90 10 Figure 1 Definition of accuracy, precision and reference value 3.2. Road load and dynamometer setting 3.2.1. "Aerodynamic drag" means the force opposing a vehicle’s forward motion through air. 3.2.2. "Aerodynamic stagnation point" means the point on the surface of a vehicle where wind velocity is equal to zero. 3.2.3. "Anemometer blockage" means the effect on the anemometer measurement due to the presence of the vehicle where the apparent air speed is different than the vehicle speed combined with wind speed relative to the ground. 3.2.4. "Constrained analysis" means the vehicle’s frontal area and aerodynamic drag coefficient have been independently determined and those values shall be used in the equation of motion. 3.2.5. "Mass in running order" means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer’s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools. 3.2.6. "Mass of the driver" means a mass rated at 75 kg located at the driver’s seating reference point. 10/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.7. "Maximum vehicle load" means the technically permissible maximum laden mass minus the mass in running order, 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8. 3.2.8. "Mass of the optional equipment" means maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications. 3.2.9. "Optional equipment" means all the features not included in the standard equipment which are fitted to a vehicle under the responsibility of the manufacturer, and that can be ordered by the customer. 3.2.10. "Reference atmospheric conditions (regarding road load measurements)" means the atmospheric conditions to which these measurement results are corrected: (a) Atmospheric pressure: p = 100 kPa; 0 (b) Atmospheric temperature: T = 20 °C; 0 (c) Dry air density: ρ = 1.189 kg/m3; 0 (d) Wind speed: 0 m/s. 3.2.11. "Reference speed" means the vehicle speed at which road load is determined or chassis dynamometer load is verified. 3.2.12. "Road load" means the force resisting the forward motion of a vehicle as measured with the coastdown method or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain. 3.2.13. "Rolling resistance" means the forces of the tyres opposing the motion of a vehicle. 3.2.14. "Running resistance" means the torque resisting the forward motion of a vehicle measured by torque meters installed at the driven wheels of a vehicle. 3.2.15. "Simulated road load" means the road load experienced by the vehicle on the chassis dynamometer which is intended to reproduce the road load measured on the road, and consists of the force applied by the chassis dynamometer and the forces resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial. 3.2.16. "Simulated running resistance" means the running resistance experienced by the vehicle on the chassis dynamometer which is intended to reproduce the running resistance measured on the road, and consists of the torque applied by the chassis dynamometer and the torque resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial. 3.2.17. "Stationary anemometry" means measurement of wind speed and direction with an anemometer at a location and height above road level alongside the test road where the most representative wind conditions will be experienced. 3.2.18. "Standard equipment" means the basic configuration of a vehicle which is equipped with all the features that are required under the regulatory acts of the Contracting Party including all features that are fitted without giving rise to any further specifications on configuration or equipment level. 3.2.19. "Target road load" means the road load to be reproduced on the chassis dynamometer. 3.2.20. "Target running resistance" means the running resistance to be reproduced. 3.2.21. "Vehicle coastdown mode" means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 11/710EN OJ L, 26.6.2026 3.2.22. "Wind correction" means correction of the effect of wind on road load based on input of the stationary or on-board anemometry. 3.2.23. "Technically permissible maximum laden mass" means the maximum mass allocated to a vehicle on the basis of its construction features and its design performances. 3.2.24. "Actual mass of the vehicle" means the mass in running order plus the mass of the fitted optional equipment to an individual vehicle. 3.2.25. "Test mass of the vehicle" means the sum of the actual mass of the vehicle, 25 kg and the mass representative of the vehicle load. 3.2.26. "Mass representative of the vehicle load" means x per cent of the maximum vehicle load where x is 15 per cent for category M vehicles and 28 per cent for category N vehicles. 3.2.27. "Technically permissible maximum laden mass of the combination" (MC) means the maximum mass allocated to the combination of a motor vehicle and one or more trailers on the basis of its construction features and its design performances or the maximum mass allocated to the combination of a tractor unit and a semi-trailer. 3.2.28. "n/v ratio" means the engine rotational speed divided by vehicle speed. 3.2.29. "Single roller dynamometer" means a dynamometer where each wheel on a vehicle's axle is in contact with one roller. 3.2.30. "Twin-roller dynamometer" means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers. 3.2.31. "Powered axle" means an axle of a vehicle which is able to deliver propulsion energy and/or recuperate energy, independent of whether that is only temporarily or permanently possible and/or selectable by the driver. 3.2.32. "2WD dynamometer" means a dynamometer where only the wheels on one vehicle axle are in contact with the roller(s). 3.2.33. "4WD dynamometer" means a dynamometer where all wheels on both vehicle axles are in contact with the rollers. 3.2.34. "Dynamometer in 2WD operation" means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle and where the rotating wheels on the non- powered axle shall have no influence on the measurement results compared to a situation where the wheels on the non-powered axle are not rotating. 3.2.35. "Dynamometer in 4WD operation" means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle. 3.2.36. "Coasting" means a functionality of either an automatic transmission or a clutch which, when no propulsion or a slow reduction of speed is needed, decouples the engine from the drivetrain automatically and neither a propulsion energy is applied to the wheels nor recuperation energy is taken from the wheels nor friction braking is applied. During application of this function the engine may be idling or switched off. 3.2.37. "Reference mass" means the vehicle’s mass in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg. 12/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3. Pure electric, pure ICE, hybrid electric, fuel cell and alternatively-fuelled vehicles 3.3.1. "All-Electric Range" (AER) means the total distance travelled by an OVC-HEV from the beginning of the charge- depleting test to the point in time during the test when the combustion engine starts to consume fuel. 3.3.2. "Pure Electric Range" (PER) means the total distance travelled by a PEV from the beginning of the charge- depleting test until the break-off criterion is reached. 3.3.3. "Charge-Depleting Actual Range" (R ) means the distance travelled in a series of WLTCs in charge-depleting CDA operating condition until the Rechargeable Electric Energy Storage System (REESS) is depleted. 3.3.4. "Charge-Depleting Cycle Range" (R ) means the distance from the beginning of the charge-depleting test to the CDC end of the last cycle prior to the cycle or cycles satisfying the break-off criterion, including the transition cycle where the vehicle may have operated in both depleting and sustaining conditions. 3.3.5. "Charge-depleting operating condition" means an operating condition in which the energy stored in the REESS may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation. 3.3.6. "Charge-sustaining operating condition" means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven. 3.3.7. "Utility Factors" are ratios based on driving statistics depending on the range achieved in charge-depleting condition and are used to weigh the charge-depleting and charge-sustaining exhaust emission compounds, CO emissions and fuel consumption for OVC-HEVs. 2 3.3.8. "Electric machine" (EM) means an energy converter transforming between electrical and mechanical energy. 3.3.9. "Energy converter" means a system where the form of energy output is different from the form of energy input. 3.3.9.1. "Propulsion energy converter" means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion. 3.3.9.2. "Category of propulsion energy converter" means (i) an internal combustion engine, or (ii) an electric machine, or (iii) a fuel cell. 3.3.10. "Energy storage system" means a system which stores energy and releases it in the same form as was input. 3.3.10.1. "Propulsion energy storage system" means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion. 3.3.10.2. "Category of propulsion energy storage system" means (i) a fuel storage system, or (ii) a rechargeable electric energy storage system, or (iii) a rechargeable mechanical energy storage system. 3.3.10.3. "Form of energy" means (i) electrical energy, or (ii) mechanical energy, or (iii) chemical energy (including fuels). 3.3.10.4. "Fuel storage system" means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 13/710EN OJ L, 26.6.2026 3.3.11. "Equivalent all-electric range" (EAER) means that portion of the total charge-depleting actual range (R ) CDA attributable to the use of electricity from the REESS over the charge-depleting range test. 3.3.12. "Hybrid electric vehicle" (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine. 3.3.13. "Hybrid vehicle" (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems. 3.3.14. "Net energy change" means the ratio of the REESS energy change divided by the cycle energy demand of the test vehicle. 3.3.15. "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source. 3.3.16. "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source. 3.3.17. "Pure electric vehicle" (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems. 3.3.18. "Fuel cell" means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa. 3.3.19. "Fuel cell vehicle" (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s). 3.3.20. "Fuel cell hybrid vehicle" (FCHV) means a fuel cell vehicle equipped with a powertrain containing at least one fuel storage system and at least one rechargeable electric energy storage system as propulsion energy storage systems. 3.3.20.1. "Not off-vehicle charging fuel cell hybrid electric vehicle" (NOVC-FCHV) means a fuel cell hybrid electric vehicle that cannot be charged from an external source. 3.3.20.2. "Off-vehicle charging fuel cell hybrid electric vehicle" (OVC-FCHV) means a fuel cell hybrid electric vehicle that can be charged from an external source. 3.3.21. "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; however, the simultaneous use of both fuels is permitted in limited amount and duration. 3.3.22. "Bi-fuel gas vehicle" means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/ biomethane, or hydrogen. 3.3.23. "Pure ICE vehicle" means a vehicle where all of the propulsion energy converters are internal combustion engines. 3.3.24. "On-board charger" means the electric power converter between the traction REESS and the vehicle's recharging socket. 3.3.25. "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on different mixtures of two or more fuels. 3.3.26. "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85). 14/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3.27. "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one type of fuel. 3.3.28. "Mono-fuel gas vehicle" means a mono-fuel vehicle that is designed primarily for permanent running on LPG or NG/biomethane or hydrogen, but may also have a petrol system for emergency purposes or starting only, where the nominal capacity of the petrol tank does not exceed 15 litres. 3.4. Powertrain 3.4.1. "Powertrain" means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices. 3.4.2. "Auxiliary devices" means energy consuming, converting, storing or supplying non-peripheral devices or systems which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not considered to be part of the powertrain. 3.4.3. "Peripheral devices" means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain and are therefore considered to be part of the powertrain. 3.4.4. "Drivetrain" means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels. 3.4.5. "Manual transmission" means a transmission where gears can only be shifted by action of the driver. 3.5. General 3.5.1. "Criteria emissions" means those emission compounds for which limits are set in this Regulation. 3.5.2. (Reserved) 3.5.3. (Reserved) 3.5.4. (Reserved) 3.5.5. "Cycle energy demand REESS (CED )" means the calculated positive and negative energy required by the REESS vehicle REESS to drive the prescribed cycle. 3.5.6. "Cycle energy demand" means the calculated positive energy required by the vehicle to drive the prescribed cycle. 3.5.7. This paragraph is applicable to Level 1B and Level 2 only "Defeat device" means any element of design which senses temperature, vehicle speed, engine speed (RPM), transmission gear, manifold vacuum or any other parameter for the purpose of activating, modulating, delaying or deactivating the operation of any part of the emission control system, that reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use. 3.5.8. "Driver-selectable mode" means a distinct driver-selectable condition which could affect emissions, or fuel and/or energy consumption. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 15/710EN OJ L, 26.6.2026 3.5.9. "Predominant mode" for the purpose of this Regulation means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, and which cannot be redefined to another mode. After the vehicle is switched on, the predominant mode can only be switched to another driver-selectable mode by an intentional action of the driver. 3.5.10. "Reference conditions (with regards to calculating mass emissions)" means the conditions upon which gas densities are based, namely 101.325 kPa and 273.15 K (0 °C). 3.5.11. "Exhaust emissions" means the emission of gaseous, solid and liquid compounds from the tailpipe. 3.5.12. "Configurable start mode" for the purpose of this Regulation means a driver-selectable mode that can be set by the driver as a mode which is automatically selected when the vehicle is switched on. After the vehicle is switched on, the configurable start mode can only be switched to another mode by an intentional action of the driver. 3.6. PM/PN The term "particle" is conventionally used for the matter being characterised (measured) in the airborne phase (suspended matter), and the term "particulate" for the deposited matter. 3.6.1. "Particle number emissions" (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Regulation. 3.6.2. "Particulate matter emissions" (PM) means the mass of any particulate material from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Regulation. 3.7. WLTC 3.7.1. "Rated engine power" (P ) means maximum net power of the engine or motor in kW as per the requirements rated of UN Regulation No. 85 or system power as per the requirement of UN Regulation No. 177 if applicable. 3.7.2. "Maximum speed" (v ) means the maximum speed of a vehicle as declared by the manufacturer. In the absence max of a declaration, the maximum speed shall be determined according to UN Regulation No. 68. 3.8. Procedure 3.8.1. "Periodically regenerating system" means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodical regeneration. 3.9. Evaporative emissions 3.9.1. "Fuel tank system" means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank. 3.9.2. "Fuel system" means the components which store or transport fuel on board the vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-tank mounted fuel pumps and the activated carbon canister. 3.9.3. "Butane working capacity" (BWC) means the mass of butane which a carbon canister can adsorb. 16/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.9.4. "BWC300" means the butane working capacity after 300 cycles of fuel ageing cycles experienced. 3.9.5. "Permeability Factor" (PF) means the factor determined from hydrocarbon losses over a period of time and used to determine the final evaporative emissions. 3.9.6. "Monolayer non-metal tank" means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials. 3.9.7. "Multilayer tank" means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material. 3.9.8. "Sealed fuel tank system" means a fuel tank system where the fuel vapours do not vent during parking over the 24-hour diurnal cycle defined in paragraph 6.5.9. of Annex C3 when performed with the applicable reference fuel defined in paragraph 7 of Annex B3. 3.9.9. "Evaporative emissions" means in the context of this Regulation the hydrocarbon vapours lost from the fuel system of a motor vehicle during parking and immediately before refuelling of a sealed fuel tank. 3.9.10. "Depressurisation puff loss" means hydrocarbons venting from a sealed fuel tank system pressure relief exclusively through the carbon canister allowed by the system. 3.9.11. "Depressurisation puff loss overflow" are the depressurisation puff loss hydrocarbons that pass through the carbon canister during depressurisation. 3.9.12. "Fuel tank relief pressure" is the minimum pressure value at which the sealed fuel tank system starts venting in response only to pressure inside the tank. 3.9.13. "2 gram breakthrough" shall be considered accomplished when the cumulative quantity of hydrocarbons emitted from the activated carbon canister equals 2 grams. 3.10. On-Board Diagnostics (OBD) 3.10.1. "On-Board Diagnostic (OBD) system" means in context of this Regulation, a system on-board the vehicle which has the capability of detecting malfunctions of the monitored emission control systems, identifying the likely area of a malfunction by means of fault codes stored in computer memory, and illumination of the Malfunction Indicator (MI) to notify the operator of the vehicle. 3.10.2. "OBD family" means a manufacturer's grouping of vehicles which, through their design, are expected to have similar exhaust emission and OBD system characteristics. Each vehicle of this family shall have complied with the requirements of this Regulation as defined in paragraph 6.8.1. 3.10.3. "Emission control system" means in the context of OBD the electronic engine management controller and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an output from this controller. 3.10.4. "Malfunction indicator (MI)" means a visible or audible indicator that clearly informs the driver of the vehicle in the event of a malfunction of any emission-related component connected to the OBD system, or the OBD system itself. 3.10.5. "Malfunction" means the failure of an emission-related component or system that would result in emissions exceeding the OBD thresholds in paragraph 6.8.2. or if the OBD system is unable to fulfil the basic monitoring requirements of Annex C5. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 17/710EN OJ L, 26.6.2026 3.10.6. "Secondary air" refers to air introduced into the exhaust system by means of a pump or aspirator valve or other means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream. 3.10.7. "Engine misfire" means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor fuel metering, poor compression or any other cause. 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 given in paragraph 6.8.2. or that percentage that could lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage. 3.10.8. An "OBD driving cycle" consists of key-on, a driving mode where a malfunction would be detected if present, and key-off. 3.10.9. A "warm-up cycle" means sufficient vehicle operation such that the coolant temperature has risen by at least 22 K from engine starting and reaches a minimum temperature of 343 K (70 °C). 3.10.10. A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short-term trim adjustments. These long-term adjustments compensate for vehicle differences and gradual changes that occur over time. 3.10.11. A "Calculated load value" refers to an indication of the current airflow divided by peak airflow, where peak airflow is corrected for altitude, if available. This definition provides a dimensionless number that is not engine specific and provides the service technician with an indication of the proportion of engine capacity that is being used (with wide open throttle as 100 per cent); Currentairflow AtmosphericpressureðatsealevelÞ CLV¼ × PeakairflowðatsealevelÞ Barometricpressure 3.10.12. "Permanent emission default mode" refers to a case where the engine management controller permanently switches to a setting that does not require an input from a failed component or system where such a failed component or system would result in an increase in emissions from the vehicle to a level above the OBD thresholds given in paragraph 6.8.2. 3.10.12.1. Permanent in this context means that the default mode is not recoverable, i.e. the diagnostic or control strategy that caused the emission default mode cannot run in the next driving cycle and cannot confirm that the conditions that caused the emission default mode is not present anymore. All other emission default modes are considered not to be permanent. 3.10.13. "Power take-off (PTO) unit" means an engine-driven output provision for the purposes of powering auxiliary, vehicle mounted, equipment. 3.10.14. "Access" means the availability of all emission-related OBD data including all fault codes required for the inspection, diagnosis, servicing or repair of emissions-related parts of the vehicle, via the serial interface for the standard diagnostic connection (pursuant to paragraph 6.5.3.5. of Appendix 1 to Annex C5). 3.10.15. "Unrestricted" means: 3.10.15.1. Access not dependent on an access code obtainable only from the manufacturer, or a similar device; or 3.10.15.2. Access allowing evaluation of the data produced without the need for any unique decoding information, unless that information itself is standardised. 18/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.10.16. "Standardised" means that all data stream information, including all fault codes used, shall be produced only in accordance with industry standards which, by virtue of the fact that their format and their permitted options are clearly defined, provide for a maximum level of harmonisation in the motor vehicle industry, and whose use is expressly permitted in this Regulation. 3.10.17. (Reserved) 3.10.18. "Deficiency" means, in respect of vehicle OBD systems, that components or systems that are monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD monitoring of those components or systems or do not meet all of the other detailed requirements for OBD. 3.10.19. "Limp-home routines" means any default mode other than emission default mode. 3.10.20. "Pending fault code" is a diagnostic trouble code stored upon the initial detection of a malfunction prior to illumination of the malfunction indicator. 3.10.21. "Readiness" means a status indicating whether a monitor or a group of monitors have run since the last erasing by an external request or command (for example through an OBD scan-tool). 3.10.22. "Confirmed fault code" is defined as the diagnostic trouble code stored when the OBD system has confirmed that a malfunction exists (e.g., typically on the third driving cycle that the malfunction is detected). 3.10.23. "Cold start" means in the context of In Use Performance Ratio Monitoring (IUPR ), an engine coolant M temperature (or equivalent temperature) at engine start of less than or equal to 35 °C and less than or equal to 7 K higher than ambient temperature (if available) at engine start. 3.10.24. “Emission control components” (also called “emission control system components”, “emission related powertrain components”, “emission control device”, “emission-related component”) means any component of the “emission control system” which has an influence on the emissions for which an OBD thresholds in Table 4A and Table 4B in paragraph 6.8.2. exists. 3.11. Ambient Temperature Correction Test (Annex B6a) This paragraph is applicable to Level 1A and Level 2 only 3.11.1. "Active heat storage device" means a technology that stores heat within any device of a vehicle and releases the heat to a powertrain component over a defined time period at engine start. It is characterised by the stored enthalpy in the system and the time for heat release to the powertrain components. 3.11.2. "Insulation materials" means any material in the engine compartment attached to the engine and/or the chassis with a thermal insulation effect and characterised by a maximum heat conductivity of 0.1 W/(mK). 3.12. Battery Durability (Annex C1) 3.12.1. "Battery" means, a rechargeable electrical energy storage system (REESS) installed in an electrified vehicle and used mainly for traction purposes. 3.12.2. "Originally installed battery" means the battery that is installed in the vehicle at the time of manufacture, or if the vehicle is manufactured without an installed battery, the battery that is installed in the vehicle when it is first operated on the road. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 19/710EN OJ L, 26.6.2026 3.12.3. "Usable battery energy (UBE)" means the energy supplied by the battery from the beginning of the test procedure used for certification until the applicable break-off criterion of the test procedure used for certification is reached. 3.12.4. "Certified usable battery energy" (UBE ) refers to the UBE that was determined during the certification of certified the vehicle, according to Appendix 2 to Annex C1 of this Regulation. 3.12.5. "Measured usable battery energy" (UBE ) means the UBE determined at the present point in the lifetime of measured the vehicle by the test procedure used for certification, according to Appendix 2 to Annex C1 of this Regulation. 3.12.6. "Electric Range" in Annex C1 refers to the range that would be determined by the range test procedure used for certification of the vehicle, if the test was performed at the present point in the lifetime of the vehicle and with the originally installed battery. 3.12.7. "Certified range" (Range ) refers to the electric driving range that was determined during certification of certified the vehicle, according to Appendix 2 to Annex C1 of this Regulation. 3.12.8. "Measured range" (Range ) means the electric range determined at the present point in the lifetime of the measured vehicle by the test procedure used for certification, according to Appendix 2 to Annex C1 of this Regulation. 3.12.9. "State of certified energy" (SOCE) means the durability performance of the battery at a specific point in the lifetime of the vehicle, determined as a measured or estimated usable battery energy divided by the certified usable battery energy, and expressed as a percentage.. 3.12.10. "State of certified range" (SOCR) means the measured or on-board electric range at a specific point in its lifetime, expressed as a percentage of the certified range. 3.12.11. "Minimum Performance Requirement" (MPR) means the minimum durability performance, in terms of SOCE or SOCR at a specific point in the lifetime of the vehicle, that constitutes compliance with the durability provisions of this Regulation. 3.12.12. "Declared Performance Requirement" (DPR) means an SOCE or SOCR value declared by the manufacturer that is greater than that of the corresponding MPR and which then becomes the minimum durability performance that constitutes compliance of that manufacturer with the durability provisions of this Regulation. 3.12.13. "SOCR monitor" means an apparatus installed in the vehicle that maintains an estimate of the state of certified range by means of an algorithm operating on data collected from the vehicle systems. 3.12.14. "SOCE monitor" means an apparatus installed in the vehicle that maintains an estimate of the state of certified energy by means of an algorithm operating on data collected from the vehicle systems. 3.12.15. "On-board SOCR" (SOCR ) means an estimate of state of certified range produced by an SOCR monitor. read 3.12.16. "On-board SOCE" (SOCE ) means an estimate of state of certified energy produced by an SOCE monitor. read 3.12.17. "Measured SOCR" (SOCR ) means the state of certified range as determined by the measured range measured divided by the certified range, according to paragraph 3.1.2. of Annex 5 of UN Regulation No. 83. 20/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.12.18. "Measured SOCE" means the state of certified energy as determined by the measured usable battery energy divided by the certified usable battery energy. 3.12.19. "V2X" means the use of the traction batteries to cover external power and energy demand, such as V2G (Vehicle-to-Grid) for grid stabilization by utilising traction batteries, V2H (Vehicle-to-Home) for utilizing traction batteries as residential storage for local optimisation or emergency power sources in times of power failure, and V2L (Vehicle-to-Load, only connected loads are supplied) for use in times of power failure and/or outdoor activity in normal times. 3.12.20. "Total discharge energy during V2X" means the total amount of discharged energy during V2X which needs to be provided according to Appendix 1 to Annex C1 of this Regulation. 3.12.21. "Maximum charging power" means the highest available charging power for the considered Part B family, as defined in paragraph 6.11.1.2. of this Regulation. 3.12.22. "Energy throughput" means the total amount of energy in kWh discharged from the battery. 3.12.23. "Total discharge energy for non-traction purposes" means the total amount of energy in kWh discharged from the battery for purposes other than traction to support the particular use case of a Category N vehicle and do not include air conditioning/heating for the cabin or other uses already present in category M. 3.12.24. "Odometer" means an instrument which indicates to the driver the total distance recorded by the vehicle since its production. 3.12.25. "State of charge (SOC)" means the indicated value of the residual capacity in a battery available to be discharged expressed as a percentage and as indicated to the vehicle operator. 4. Application for approval 4.1. The application for approval of a vehicle type with regard to the requirements of this Regulation shall be submitted to the Type Approval Authority by the vehicle manufacturer or by their authorized representative, who is any natural or legal person who is duly appointed by the manufacturer to represent him before the approval authority and to act on his behalf in matters covered by this Regulation. 4.1.1. The application referred to in paragraph 4.1. shall be drawn up in accordance with the model of the information document set out in Annex A1 to this Regulation. 4.1.2. In addition, the manufacturer shall submit the following information: (a) In the case of vehicles equipped with positive ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that would either result in emissions exceeding the OBD thresholds given in paragraph 6.8.2., if that percentage of misfire had been present from the start of a Type 1 test as chosen for the demonstration in accordance with Annex C5, or that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; (b) A description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle; (c) For Level 1B and Level 2 only: A description of the provisions taken to prevent tampering with and modification of the emission control computer; (d) For Level 1B and Level 2 only: If applicable, the particulars of the OBD family as referred to in paragraph 6.8.1.; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 21/710EN OJ L, 26.6.2026 (e) For Level 1A and 4-phase WLTP in Level 2 only: Manufacturer’s declarations of compliance covering the following topics, if applicable: (i) Reagent requirements (Annex A2 Appendix 1); (ii) Ambient Temperature Correction Test (ATCT) (Annex A2 Appendix 2); (iii) Regeneration requirements (Annex A2 Appendix 3); (iv) Durability for emissions (Type 5 test) (Annex A2 Appendix 4); (v) OBD requirements (Annex A2 Appendix 5) (vi) Battery durability (Annex A2 Appendix 6) 4.1.3. For Level 1B and Level 2 only: For the tests described in paragraph 3. of Annex C5 to this Regulation, a vehicle representative of the vehicle type or vehicle family fitted with the OBD system to be approved shall be submitted to the Technical Service responsible for the type approval test. If the Technical Service determines that the submitted vehicle does not fully represent the OBD family described in paragraph 6.8.1., an alternative and, if necessary, an additional vehicle shall be submitted for test in accordance with paragraph 3. of Annex C5 to this Regulation. 4.2. A model of the information document relating to exhaust emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range, evaporative emissions, durability and OBD, is given in Annex A1 to this Regulation. 4.2.1. Where appropriate, copies of other type approvals with the relevant data to enable extensions of approvals and establishment of deterioration factors shall be submitted. 4.3. For the tests specified in Table A in paragraph 6. a vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for the approval tests. 4.3.1. Reserved 4.3.2. For the purposes of subparagraphs 4.1.2. (b), Type Approval Authorities shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of paragraph 7. of Appendix 1 to Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of Appendix 1 to Annex C5 to this Regulation shall apply under all reasonably foreseeable driving conditions. For the assessment of the implementation of the requirements set out in the paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5, the Type Approval Authority shall take into account the state of technology. 4.3.3. This paragraph is applicable to Level 1B and Level 2 only For the purposes of paragraph 4.1.2. (c), the provisions taken to prevent tampering with and modification of the emission control computer shall include the facility for updating using a manufacturer-approved programme or calibration. 4.3.4. The application for type approval of flex-fuel, mono fuel, and bi-fuel vehicles shall comply with the additional requirements laid down in paragraphs 5.8. and 5.9. 4.3.5. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected or the battery durability of the vehicle is adversely affected. 4.4. The Type Approval Authority shall verify the existence of satisfactory provisions to ensure an effective check of conformity of production before approval of the vehicle type is granted. 22/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5. This paragraph is applicable for Level 1A only For vehicle types with an existing valid type-approval issued in accordance with the series of amendments 02 or 03 this Regulation and for which a manufacturer requests an emission type-approval in order to designate new vehicles to be compliant to the emission standards, as specified in Tables 1A and 1B of paragraph 6.3.10. to this Regulation, new type-approval testing shall not be required if: (a) the manufacturer declares to the granting type-approval authority that compliance with the requirements of this Regulation is ensured; and (b) the technical service responsible for the testing agrees that the previous type-approved test results can be used for the preparation of a new emission test report to demonstrate compliance to the requirements oof this series of amendments. 5. Approval 5.1. If the vehicle type submitted for approval meets all the relevant requirements of paragraph 6., approval of that vehicle type shall be granted. 5.2. An approval number shall be assigned to each type approved. 5.2.1. The type approval number shall consist of four sections. Each section shall be separated by the '*' character. Section 1: The capital letter 'E' followed by the distinguishing number of the Contracting Party which has granted the type approval2F(1). Section 2: The number 154, followed by the letter 'R', successively followed by: (a) Two digits (with leading zeros as applicable) indicating the series of amendments incorporating the technical provisions of the UN Regulation applied to the approval (00 for the UN Regulation in its original form); (b) A slash (/) and two digits (with leading zeros as applicable) indicating the number of supplement to the series of amendments applied to the approval (00 for the series of amendments in its original form); (c) A slash (/) and two character(s) indicating the implementing stage/level (e.g. 1A, 1B, 1C, 02). Section 3: A four-digit sequential number (with leading zeros as applicable). The sequence shall start from 0001. Section 4: A two-digit sequential number (with leading zeros if applicable) to denote the extension. The sequence shall start from 00. All digits shall be Arabic digits. 5.2.2. Example of an Approval Number to this Regulation: E11*154R04/01/02*0123*01 The first extension of the Approval numbered 0123, issued by the United Kingdom to Series of Amendments 04, Supplement 01, which is a Level 2 Approval. 5.2.3. The same Contracting Party shall not assign the same number to another vehicle type. (1) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.7, https://unece.org/transport/vehicle- regulations/wp29/resolutions. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 23/710EN OJ L, 26.6.2026 5.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Contracting Parties to the 1958 Agreement which apply this Regulation by means of a form conforming to the model in Annex A2 to this Regulation. 5.3.1. In the event of amendment to the present text, for example, if new limit values are prescribed, the Contracting Parties to the 1958 Agreement shall be informed which vehicle types already approved comply with the new provisions. 5.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of: 5.4.1. A circle surrounding the letter "E" followed by the distinguishing number of the Contracting Party that has granted approval. 5.4.2. The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle described in paragraph 5.4.1. 5.4.3. The approval mark shall contain an additional code after the type approval number, the purpose of which is to distinguish the level (Level 1A, 1B or 2) for which the approval has been granted. This code should be chosen according to the Table A3/1 of Annex A3 to this Regulation. 5.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the 1958 Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 5.4.1. need not be repeated; in such a case, the Regulation, approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 5.4.1. (see Annex A3). 5.6. The approval mark shall be clearly legible and be indelible. 5.7. The approval mark shall be placed close to or on the vehicle data plate. 5.7.1. Annex A3 to this Regulation gives examples of arrangements of the approval mark. 5.8. Additional requirements for approval of flex fuel vehicles This paragraph is applicable to Level 1A and Level 2 only 5.8.1. For the type approval of a flex fuel ethanol vehicle, the vehicle manufacturer shall describe the capability of the vehicle to adapt to any mixture of petrol and ethanol fuel (up to an 85 per cent ethanol blend). 5.9. Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles. 5.9.1. For LPG or NG, the fuel to be used shall be specified in the information document set out in Annex A1 to this Regulation. 5.10. Requirements for approval regarding the OBD system 5.10.1. The manufacturer shall ensure that all vehicles are equipped with an OBD system. 5.10.2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. 5.10.3. The OBD system shall comply with the requirements of this Regulation during conditions of normal use. 24/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.10.4. When tested with a defective component in accordance with Appendix 1 to Annex C5 to this Regulation, the OBD system malfunction indicator shall be activated. The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds specified in paragraph 6.8. 5.10.5. This paragraph is applicable to Level 1A and Level 2 only: The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out in paragraph 7. of Appendix 1 to Annex C5 to this Regulation under all reasonably foreseeable driving conditions. 5.10.6. This paragraph is applicable to Level 1A and Level 2 only: In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of paragraph 7.6. of Appendix 1 to Annex C5 to this Regulation shall be made readily available by the manufacturer to national authorities and independent operators without any encryption. 5.11. Requirements for type-approval regarding devices for monitoring the consumption of fuel and/or electric energy 5.11.1. The manufacturer shall ensure that the following vehicles are equipped with a device for determining, storing and making available data on the quantity of fuel and/or electric energy used for the operation of the vehicle: (a) pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles (NOVC-HEVs) powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of these fuels; (b) Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) powered by electricity and any of the fuels mentioned in point (a). (c) Pure Electric Vehicles (PEVs). For Level 1B and Level 2 only: (d) Not Off-Vehicle Charging Fuel Cell Hybrid Vehicles (NOVC-FCHV), Off-Vehicle Charging Fuel Cell Hybrid Vehicles (OVC-FCHV) and Mono-fuel gas (except Hydrogen) vehicles. 5.11.2. The device for monitoring the consumption of fuel and/or electric energy shall comply with the requirements laid down in Appendix 5. 6. Specifications and tests 6.1. General 6.1.1. The vehicle and its components liable to affect CO and fuel consumption or electric energy consumption and 2 the emissions of gaseous compounds, including evaporative emissions, particulate matter, particle number, in-vehicle battery durability and range of Pure Electric Vehicles at low temperatures, shall be so designed, constructed and assembled as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Regulation during its useful life. This shall include the security of all hoses, joints and connections used within the emission control systems and the evaporative emission control systems. For exhaust emissions, CO and fuel consumption or electric energy consumption these provisions are deemed 2 to be met if the provisions of paragraph 6.3. and paragraph 8.2. are complied with. For evaporative emissions, these conditions are deemed to be met if the provisions of paragraph 6.6. and paragraph 8.3. are complied with. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 25/710EN OJ L, 26.6.2026 For in-vehicle battery durability, these conditions are deemed to be met if the provisions of paragraph 6.11. are complied with. For range of Pure Electric Vehicles at low temperatures, these conditions are deemed to be met if the provisions of paragraph 6.10. are complied with. 6.1.2. The test vehicle shall be representative in terms of its emissions-related components and functionality of the intended production series to be covered by the approval. The manufacturer and the responsible authority shall agree which vehicle test model is representative. 6.1.3. With respect to evaporative emissions, for vehicles with a sealed fuel tank system, this shall also include having a system which, just before refuelling, releases the tank pressure exclusively through a carbon canister which has the sole function of storing fuel vapour. This ventilation route shall also be the only one used when the tank pressure exceeds its safe working pressure. 6.1.4. Vehicle testing condition 6.1.4.1. The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle operation by the manufacturer. 6.1.4.2. The type of fuel for emissions testing shall be as specified in Annex B3 to this Regulation. 6.1.4.3. All emissions controlling systems, including evaporative emissions controlling systems shall be in working order. 6.1.4.4. The engine shall be designed to avoid crankcase emissions. 6.1.4.5. The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Annex B6 to this Regulation. 6.1.5. Fuel tank inlet orifices 6.1.5.1. For Level 1A and Level 2; Subject to paragraph 6.1.5.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle which has an external diameter of 23.6 mm or greater. For Level 1B; No requirement for fuel tank inlet orifices. 6.1.5.2. Paragraph 6.1.5.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied: 6.1.5.2.1. The vehicle is so designed and constructed that no device designed to control the emissions shall be adversely affected by leaded petrol; and 6.1.5.2.2. The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:2010 "Road vehicles -- Symbols for controls, indicators and tell-tales", in a position immediately visible to a person filling the petrol tank. Additional markings are permitted. 6.1.6. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following: 6.1.6.1. An automatically opening and closing, non-removable fuel filler cap; 6.1.6.2. Design features which avoid excess evaporative emissions in the case of a missing fuel filler cap; or 26/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.1.6.3. Any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle's ignition. In this case, the key shall be removable from the filler cap only in the locked condition. 6.1.7. This paragraph is applicable to Level 1B and Level 2 only Provisions for electronic system security 6.1.7.1. Any vehicle with an emission control computer, including an evaporative emission control computer, including when integrated in an exhaust emissions control computer, shall include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if those modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO 15031-7: 2013. Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialized tools and procedures. 6.1.7.1.1. Only features directly associated with emissions calibration or prevention of vehicle theft may be protected in accordance with paragraph 6.1.7.1. 6.1.7.2. Computer-coded engine operating parameters shall not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures). 6.1.7.3. Manufacturers may seek approval from the responsible authority for an exemption to one of these requirements for those vehicles that are unlikely to require protection. The criteria that the responsible authority shall evaluate in considering an exemption shall include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle. 6.1.7.4. Manufacturers using programmable computer code systems shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protection strategies and write-protect features requiring electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of tamper protection shall be approved by the responsible authority. 6.1.8. Rounding Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2. provide rules for rounding to fulfil the requirements of this Regulation. 6.1.8.1. When the digit immediately to the right of the last place to be retained is less than 5, that last digit retained shall remain unchanged. Example: If a result is 1.234 grams but only two places of decimal are to be retained, the final result shall be 1.23 grams. With reference to Annex C1, if a result is 1.2344 kWh but only three places of decimal are to be retained, the final result shall be 1.234 kWh. 6.1.8.2. When the digit immediately to the right of the last place to be retained is greater than or equal to 5, that last digit retained shall be increased by 1. Example: If a result is 1.236 grams but only two places of decimal are to be retained, and because 6 is greater than 5, the final result shall be 1.24 grams. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 27/710EN OJ L, 26.6.2026 With reference to Annex C1, if a result is 1.2346 kWh but only three places of decimal are to be retained, and because 6 is greater than 5, the final result shall be 1.235 kWh. 6.1.9. This paragraph is applicable to Level 1B and Level 2 only The use of defeat devices that reduce the effectiveness of emission control systems shall be prohibited. The prohibition shall not apply where: (a) The need for the device is justified in terms of protecting the engine against damage or accident and for safe operation of the vehicle; (b) The device does not function beyond the requirements of engine starting; or (c) The conditions are substantially included in the test procedures for verifying evaporative emissions and average tailpipe emissions. 6.1.10. Division by zero In the case that the data input to a formula in this regulation justifiably leads to division by zero, e.g. when an OVC-HEV consumes zero fuel under charge-depleting conditions, good engineering judgement shall be applied. 6.2. Test procedure Table A specifies the various test requirements for type approval of a vehicle. 28/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojTable A Application of test requirements for type-approval and extensions Vehicles with compression Pure electric Hydrogen fuel Vehicle category Vehicles with positive ignition engines including hybrids ignition engines vehicles cell vehicles including hybrids Flex- Mono fuel Bi-fuel(3) Mono fuel fuel(3) Petrol Petrol Petrol Petrol NG/ Hydrogen Hydrogen (Fuel Reference fuel Petrol LPG Diesel Petrol — Biomethane (ICE) NG/ Hydrogen Ethanol Cell) LPG Biomethane (ICE)(4) (E85) Type 1 test criteria Yes Yes(5) Yes(5) Yes(4) Yes Yes Yes Yes Yes Yes — — emissions (for applicability (both (both fuels) (both fuels) (both of measured components to fuels) fuels) fuels and vehicle technology and therefore measurement procedures, see Table 1A and Table 1B) (limits) ATCT(1),(9) Yes Yes Yes Yes(4) Yes Yes Yes Yes Yes Yes — — (14°C test) (both (both fuels) (both fuels) (both fuels) fuels) Evaporative emissions Yes Yes(6) Yes(6) — Yes Yes Yes Yes — Yes — — (Type 4 test) (petrol (petrol only) (petrol only) (petrol only) only) Durability(1) Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes — — (Type 5 test) (petrol (petrol only) (petrol only) (petrol only) only) OBD(1) Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes — — OBFCM (not applicable for Yes Yes(7) Yes(7) — — — — Yes Yes Yes Yes Yes(7) Level 1C)(10) (both fuels) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 29/710 OJ L, 26.6.2026 ENVehicles with compression Pure electric Hydrogen fuel Vehicle category Vehicles with positive ignition engines including hybrids ignition engines vehicles cell vehicles including hybrids Flex- Mono fuel Bi-fuel(3) Mono fuel fuel(3) Petrol Petrol Petrol Petrol NG/ Hydrogen Hydrogen (Fuel Reference fuel Petrol LPG Diesel Petrol — Biomethane (ICE) NG/ Hydrogen Ethanol Cell) LPG Biomethane (ICE)(4) (E85) Type 1 test CO emissions, Yes Yes Yes Yes(2) Yes Yes Yes (petrol), Yes Yes Yes Yes(8) Yes(8) 2 fuel consumption, electric (both (both fuels) Yes(2) (both energy consumption and fuels) (hydrogen) fuels) electric range Low temperature electric — — — — — — — — — — Yes — range test (1) For Level 1A and 4-phase WLTP in Level 2 only - Declaration of compliance by the vehicle manufacturer at type-approval. (2) Only fuel consumption shall be determined when the vehicle is running on hydrogen. (3) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable. (4) Only NOx emissions shall be determined when the vehicle is running on hydrogen. (5) For Level 1A and Level 2 only - Particulate mass and particle number limits and respective measurement procedures shall not apply. For Level 1B only - In the case that a mono-fuel gas vehicle has a petrol tank it shall also be tested using the applicable petrol reference fuel (6) For Level 1B, if the mono-fuel gas vehicle does have a petrol tank “Yes”, if the mono-fuel gas vehicle does not have a petrol tank “—“, For Level 1A and Level 2 “—“ (7) For Level 1B and Level 2 only (8) CO emissions do not need to be measured 2 (9) The approval authority may require a test to be performed (10) See transitional provisions in paragraph 11 for Level 1A and Level 2 only 30/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 6.2.1. Each of the vehicle families specified below shall be attributed a unique identifier of the following format: FT-nnnnnnnnnnnnnnn-WMI Where: FT is an identifier of the family type: (a) IP = Interpolation family as defined in paragraph 6.3.2. with or without using the interpolation method (b) RL = Road load family as defined in paragraph 6.3.3. (c) RM = Road load matrix family as defined in paragraph 6.3.4. (d) PR = Periodically regenerating systems (K) family as defined in paragraph 6.3.5. i (e) AT = ATCT family as defined in paragraph 2. of Annex B6a. (f) EV = Evaporative emissions family, as defined in paragraph 6.6.3. (g) DF = Durability family, as defined in paragraph 6.7.5. (h) OB = OBD family identifier, as defined paragraph 6.8.1. (i) ER = Exhaust after-treatment system using reagent (ER) family identifier, as defined in paragraph 6.9.2. (j) GV = Gas Fuelled Vehicle (GFV) family identifier, as defined in paragraph 6.3.6.3. (k) KC = K correction factor family identifier, as defined in paragraph 6.3.11. CO2 (l) RT = Low temperature range family identifier, as defined in paragraph 6.10.1. (m) MF = Monitor family as defined in paragraph 6.11.1.1. (n) BD = Battery Durability family as defined in paragraph 6.11.1.2. (o) VD = virtual distance family as defined in paragraph 6.11.1.3. (p) LP = Lower limit pressure family for OVC-FCHVs and NOVC-FCHVs as defined in paragraph 6.3.12. nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character '_'. WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009. It is the responsibility of the owner of the WMI to ensure that the combination of the string nnnnnnnnnnnnnnn and the WMI is unique to the family and that the string nnnnnnnnnnnnnnn is unique within that WMI to the approval tests performed to obtain the approval. 6.3. Description of Type 1 test (WLTP) The Type 1 test shall be carried out on all vehicles referred to in paragraph 1. The test procedures and requirements of this paragraph and Annexes Part B shall be followed (as applicable). 6.3.1. The Type 1 test shall be performed according to: (a) The WLTCs as described in Annex B1; (b) The gear selection and shift point determination as described in Annex B2; (c) The appropriate fuel(s) as specified in Annex B3; (d) The road load and dynamometer settings as described in Annex B4; (e) The test equipment as described in Annex B5; (f) The test procedures as described in Annexes B6 and B8; (g) The methods of calculation as described in Annexes B7 and B8. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 31/710EN OJ L, 26.6.2026 6.3.2. Interpolation family 6.3.2.1. Interpolation family for pure ICE vehicles 6.3.2.1.1. Vehicles may be part of the same interpolation family in any of the following cases including combinations of these cases: (a) They belong to different vehicle classes as described in paragraph 2. of Annex B1; (b) They have different levels of downscaling as described in paragraph 8. of Annex B1; (c) They have different capped speeds as described in paragraph 9. of Annex B1. 6.3.2.1.2. Only vehicles that are identical with respect to the following vehicle/powertrain/transmission characteristics may be part of the same interpolation family: (a) Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine capacity, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO 2 emission under WLTP conditions; (b) Operation strategy of all CO emission influencing components within the powertrain; 2 (c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.); (d) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to n/v ratios of the most commonly installed transmission type is within 8 per cent; (e) Number of powered axles. 6.3.2.1.3. If an alternative parameter such as a higher n , as specified in paragraph 2.(k) of Annex B2, or ASM, as min_drive defined in paragraph 3.4. of Annex B2 is used, this parameter shall be the same within an interpolation family. 6.3.2.2. Interpolation family for NOVC-HEVs and OVC-HEVs In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and NOVC-HEVs that are identical with respect to the following characteristics may be part of the same interpolation family: (a) Type and number of electric machines: construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on CO emission and 2 electric energy consumption under WLTP conditions; (b) Type of traction REESS (type of cell, capacity, nominal voltage, nominal power, type of coolant (air, liquid)); (c) Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO emission and electric energy 2 consumption under WLTP conditions. At the request of the manufacturer and with the approval of the approval authority, electric energy converters between recharge-plug-in and traction REESS with lower recharge losses may be included in the family; For Level 1A and 4-phase WLTP test in Level 2 only (d) The difference between the number of charge-depleting cycles from the beginning of the test up to and including the transition cycle shall not be more than one. 32/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.3.2.3. Interpolation family for PEVs 6.3.2.3.1. This paragraph is applicable to Level 1B and 3-phase WLTP test in Level 2 only Vehicles may be part of the same interpolation family in any of the following cases including combinations of these cases: (a) They belong to different vehicle classes as described in paragraph 2. of Annex B1; (b) They have different levels of downscaling as described in paragraph 8. of Annex B1 ; (c) They have different capped speeds as described in paragraph 9. of Annex B1. 6.3.2.3.2. Only PEVs that are identical with respect to the following electric powertrain/transmission characteristics may be part of the same interpolation family: (a) Type and number of electric machines: construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions; (b) Type of traction REESS (type of cell, capacity, nominal voltage, nominal power, type of coolant (air, liquid)); (c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, numbers of clutches, etc.); (d) Number of powered axles; (e) Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions. At the request of the manufacturer and with the approval of the approval authority, electric energy converters between recharge-plug-in and traction REESS with lower recharge losses may be included in the family; (f) Operation strategy of all components influencing the electric energy consumption within the powertrain; (g) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent. 6.3.2.4. Interpolation family for OVC-FCHVs and NOVC-FCHVs Only OVC-FCHVs and NOVC-FCHVs that are identical with respect to the following electric powertrain/fuel cell/transmission characteristics may be part of the same interpolation family: (a) Type and number of electric machines: construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on fuel consumption (or fuel efficiency) and electric energy consumption under WLTP conditions; (b) Type of fuel cell (type of cell, nominal voltage, type of coolant (air, liquid)), and also other fuel cell subsystems or characteristics that have a non-negligible influence on fuel consumption (or fuel efficiency) under WLTP conditions; (c) Type of traction REESS (type of cell, capacity, nominal voltage, nominal power, type of coolant (air, liquid)); (d) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, numbers of clutches, etc.); (e) Number of powered axles; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 33/710EN OJ L, 26.6.2026 (f) Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on fuel consumption (or fuel efficiency) and electric energy consumption under WLTP conditions. At the request of the manufacturer and with the approval of the approval authority, electric energy converters between recharge-plug-in and traction REESS with lower recharge losses may be included in the family; (g) Operation strategy of all components influencing the fuel consumption (or fuel efficiency) and electric energy consumption within the powertrain; (h) n/v ratios. This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent. 6.3.3. Road load family Only vehicles that are identical with respect to the following characteristics may be part of the same road load family: (a) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.). At the request of the manufacturer and with approval of the responsible authority, a transmission with lower power losses may be included in the family; (b) Number of powered axles. If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped with a coastdown mode (paragraph 4.2.1.8.5. of Annex B4) such that the electric machine has no influence on the road load, the criteria in paragraph 6.3.2.2. (a) and paragraph 6.3.2.3. (a) shall apply. If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the responsible authority. 6.3.4. Road load matrix family The road load matrix family may be applied for vehicles with a technically permissible maximum laden mass ≥ 3,000 kg. Vehicles with a technically permissible maximum laden mass ≥ 2,500 kg may be part of the road load matrix family provided the driver seat R-point height is above 850 mm from the ground. “R-point” means “R” point or “seating reference point” as defined in paragraph 2.4. of Annex 1 to the Consolidated Resolution on the Construction of Vehicles (R.E.3.). Only vehicles which are identical with respect to the following characteristics may be part of the same road load matrix family: (a) Transmission type (e.g. manual, automatic, CVT); (b) Number of powered axles. 6.3.5. Periodically regenerating systems (Ki) family Only vehicles that are identical with respect to the following characteristics may be part of the same periodically regenerating systems family: (a) Type of internal combustion engine: fuel type, combustion process; (b) Periodically regenerating system (i.e. catalyst, particulate trap); (i) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density); (ii) Type and working principle; 34/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (iii) Volume ±10 per cent; (iv) Location (temperature ±100 °C at second highest reference speed). (c) The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the Ki demonstration test plus 250 kg. 6.3.6. Gas Fuelled Vehicles (GFV) Family 6.3.6.1. GFVs may be grouped into a family of vehicle types fuelled by LPG or NG/biomethane which are then identified by a parent vehicle. For vehicles which can also be fuelled by liquid fuels, this grouping only applies when the vehicle is operated in a gas fuelled mode. 6.3.6.2. A GFV parent vehicle is a vehicle that is selected to act as the vehicle on which the self-adaptability of a fuelling system is going to be demonstrated, and to which the members of a GFV family refer. It is possible to have more than one parent vehicle in a GFV family. 6.3.6.3. Member of the GFV family 6.3.6.3.1. Only vehicles which share the following essential characteristics with its GFV parent(s) may be grouped in a GFV family: (a) It is produced by the same manufacturer; (b) It is subject to the same emission limits; (c) If the gas fuelling system has a central metering for the whole engine: It has a certified power output between 0.7 and 1.15 times that of the GFV parent vehicle; (d) If the gas fuelling system has an individual metering per cylinder: It has a certified power output per cylinder between 0.7 and 1.15 times that of the GFV parent vehicle; (e) If fitted with a catalyst, it has the same type of catalyst i.e. three-way, oxidation, de-NOx; (f) It has a gas fuelling system (including the pressure regulator) from the same system manufacturer and of the same type: induction, vapour injection (single point, multipoint), liquid injection (single point, multipoint); (g) This gas fuelling system is controlled by an ECU of the same type and technical specification, containing the same software principles and control strategy. The vehicle may have a second ECU compared to the GFV parent vehicle, provided that the ECU is only used to control the injectors, additional shut-off valves and the data acquisition from additional sensors. 6.3.6.3.2. With regard to requirements of paragraph 6.3.6.3.1. (c) and (d): In the case where a demonstration shows that two gas-fuelled vehicles could be members of the same family with the exception of their certified power output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent vehicles the family relation will be considered valid for any vehicle with a certified power output between 0.7 P1 and 1.15 P2. 6.3.7. Additional requirements for vehicles fuelled by LPG or NG/biomethane 6.3.7.1. The additional requirements for vehicles fuelled by LPG or NG/biomethane are provided in Annex B6. 6.3.7.2. For the Type 1 test set out in Annexes Part B, mono-fuel gas vehicles shall be tested in the Type 1 test for variation in the composition of either LPG or NG/biomethane, as set out in Annex B6 for criteria emissions, with the fuel used for the measurement of the net power in accordance with UN Regulation No. 85. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 35/710EN OJ L, 26.6.2026 6.3.7.3. Bi-fuel gas vehicles shall be tested with petrol and either LPG or NG/biomethane. The tests on LPG or NG/ biomethane shall be performed for variation in the composition of LPG or NG/biomethane, as set out in Annex B6 for criteria emissions, and with the fuel used for the measurement of the net power in accordance with UN Regulation No. 85. 6.3.7.4. This paragraph applies to Level 1A only. Notwithstanding the requirement of paragraph 6.3.7.2., mono-fuel gas vehicles will be regarded for the Type 1 test as vehicles that can only run on a gaseous fuel. 6.3.8. Additional requirements for flex fuel vehicles 6.3.8.1. For flex fuel vehicles, the transition from one reference fuel to another between the tests shall take place without manual adjustment of the engine settings. 6.3.9. OBFCM (not applicable for Level 1C) The OBFCM device shall determine the parameters and store the lifetime values on board the vehicle in accordance with Appendix 5. 6.3.10. Limits for gaseous emissions and the mass of particulates and number of particles The resulting masses of gaseous emissions and the mass of particulates and number of particles obtained shall be less than the limits shown in Table 1A (for Level 1A) or Table 1B (for Level 1B) or in Table 1A and Table 1B as applicable to the driven test cycle (for Level 2). For Level 1A and Level 2: Compliance with the particle number limits shall be measured according to the requirements for “SPN10”; For Level 1B: Compliance with the particle number limits shall be measured according to the requirements for “SPN23”. At the request of the manufacturer, compliance with the particle number limits when measured according to the requirements for “SPN10” shall be accepted 36/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojTable 1A This table is applicable to Level 1A and for Level 2 in the case of a 4-phase WLTC only / Emissions limits for the Type 1 test which apply to the emissions from the 4 phases of a WLTP test Emissions limits for the Type 1 test Limit values Combined mass Mass of non- Mass in Mass of total Mass of oxides of of hydrocarbons Mass of particulate Mass of carbon methane Particle Number running hydrocarbons nitrogen and oxides of matter monoxide (CO) hydrocarbons (PN ) order (THC) (NOx) nitrogen (PM) 10 (NMHC) (MRO) (kg) (THC + NOx) L L L L L + L L L 1 2 3 4 2 4 5 6 (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#/km) Category Class PI CI PI CI PI CI PI CI PI CI PI CI PI, CI M — All 1,000 500 100 — 68 — 60 80 — 170 4.5 4.5 6.0 × 1011 6.0 × 1011 1 I MRO ≤ 1,280 1,000 500 100 — 68 — 60 80 — 170 4.5 4.5 6.0 × 1011 6.0 × 1011 N II 1,280 < MRO ≤ 1,735 1,810 630 130 — 90 — 75 105 — 195 4.5 4.5 6.0 × 1011 6.0 × 1011 1 III 1,735 < MRO 2,270 740 160 — 108 — 82 125 — 215 4.5 4.5 6.0 × 1011 6.0 × 1011 PI Positive Ignition CI Compression Ignition ELI: http://data.europa.eu/eli/reg/2026/1130/oj 37/710 OJ L, 26.6.2026 ENTable 1B This table is applicable to Level 1B and for Level 2 in the case of the first 3-phases of a WLTC test only Emissions limits for the Type 1 test Limit values Mass of non-methane Mass of particulate Technically permissible Mass of carbon Mass of oxides of nitrogen Particle Number hydrocarbons matter maximum laden mass monoxide (CO) (NOx) (PN ) (NMHC) (PM) 23 (GVW) (kg) L L L L L 1 3 4 5 6 (mg/km) (mg/km) (mg/km) (mg/km) (#/km) Category Class G, O D G,O D G D O G*1, O D G*1, O D M — All 1,150 630 100 24 50 150 150 5 5 6.0 × 1011 6.0 × 1011 N —*2 GVW≤ 1,700 1,150 630 100 24 50 150 150 5 5 6.0 × 1011 6.0 × 1011 1 — 1,700 < GVW ≤ 3,500 2,550 630 150 24 70 240 240 7 7 6.0 × 1011 6.0 × 1011 —*3 All 4,020 — 100 — 50 — 150 5 — 6.0 × 1011 — G Petrol, LPG D Diesel O Other fuel *1 For petrol or LPG, particulate mass limits shall apply only to vehicles with direct injection engines. *2 Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg. *3 Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg. 38/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 6.3.11. K correction factor family for OVC-HEVs and NOVC-HEVs CO2 It is allowed to merge two or more interpolation families into the same K correction factor family if newly CO2 merged interpolation families meet at least one of the following criteria defined in (a) to (e) of this paragraph. The representative K shall be determined with preferably highest energy demand vehicle H within a family. CO2 At the request of the responsible authority, the manufacturer shall provide evidence on the justification and technical criteria for merging these interpolation families in the following cases: Two or more interpolation families are merged: (a) Which were split because the maximum interpolation range of 20 g/km CO is exceeded (in case vehicle 2 M measured: 30 g/km); (b) Which were split due to different engine power ratings of the same physical combustion engine (different power only related to software); (c) Which were split because the n/v ratios are just outside the tolerance of 8 per cent; (d) Which were split, but still fulfil all the family criteria of a single IP family; (e) Which were split because there is a different number of powered axles. Different electric energy converters between recharge-plug-in and traction REESS shall not be considered as a criterion in the context of the correction factor family. 6.3.12. This paragraph is applicable to Level 1B and 3-phase WLTP in Level 2 only Lower limit pressure family for OVC-FCHVs and NOVC-FCHVs Only OVC-FCHVs and NOVC-FCHVs that are identical with respect to the following specifications may be part of the same family of: (a) Operation strategy of all components determining the lower limit pressure of on-board hydrogen tank (pressure value set to initiate shutdown of fuel supply system etc.). (b) If no specific operation strategy determining the lower limit pressure of on-board hydrogen tank, all items of interpolation family listed in paragraph 6.3.2.4. 6.4. (Reserved) 6.5. (Reserved) 6.6. Type 4 test (Determination of evaporative emissions) 6.6.1. The Type 4 test shall be carried out on all vehicles with a petrol tank in accordance with the requirements of paragraphs 6.6.2. to 6.6.4. and Annex C3. For Level 1A only; Mono-fuel gas vehicles are exempted. 6.6.2. When tested in accordance with Annex C3 to this Regulation, evaporative emissions shall be less than that specified in Table 2. Table 2 Emission limit for evaporative emissions test Level concerned Limit Value for Mass of Evaporative Emission (g/test) Level 1A and Level 2 1.5 Level 1B 2.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 39/710EN OJ L, 26.6.2026 6.6.3. Evaporative emission family 6.6.3.1. Only vehicles that are identical with respect to the characteristics listed in (a), (d) and (e), technically equivalent with respect to the characteristics listed in (b) and (c) and similar or, where applicable, within the stated tolerance regarding the characteristics listed in (f) and (g) may be part of the same evaporative emission family: (a) Fuel tank system material and construction; (b) Vapour hose material; (c) Fuel line material and connection technique; (d) Sealed tank or non-sealed tank system; (e) Fuel tank relief valve setting (air ingestion and relief); (f) Carbon canister butane working capacity (BWC300) within a 10 per cent range of the highest value (for carbon canisters with the same type of charcoal, the volume of charcoal shall be within 10 per cent of that for which the BWC300 was determined); (g) Purge control system (for example, type of valve, purge control strategy). The manufacturer shall demonstrate the technical equivalence of points (b) and (c) to the responsible authority. 6.6.3.2. The vehicle shall be considered to produce worst-case evaporative emissions and shall be used for testing if it has the largest ratio of fuel tank capacity to BWC300 within the family. The vehicle selection shall be agreed in advance with the responsible authority. 6.6.3.3. The use of any innovative system calibration, configuration, or hardware related to the evaporative control system shall place the vehicle model in a different family. 6.6.4. The responsible authority shall not grant type approval if the information provided is insufficient to demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle. 6.7. Type 5 test (Description of the endurance test for verifying the durability of pollution control devices) 6.7.1. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the emission durability requirements of the emission control systems. This declaration of compliance replaces the requirements for testing in accordance with Annex C4 of this Regulation at type-approval. The declaration of compliance shall also include the applicable deterioration factors determined in accordance with the procedures given in Annex C4 or any other appropriate means at the choice of the manufacturer. A template for the manufacturer's declaration of compliance with the emission durability requirements of the emission control systems is laid down in Appendix 4 of Annex A2. For Level 1B and Level 2: This test shall be carried out on all vehicles referred to in paragraph 1. to which the test specified in paragraph 6.3. applies. The test represents an ageing test up to the target useful life driven in accordance with the programme described in Annex C4 to this Regulation on a test track, on the road or on a chassis dynamometer. For Level 1A and Level 2; The target useful life is 160,000 km. 40/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 1B; The target useful life is 80,000 km. For vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg the target useful life is 60,000 km. 6.7.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type 5 test on petrol only. In that case the deterioration factor found with unleaded petrol will also be taken for LPG or NG. 6.7.1.2. Special requirements for hybrid vehicles are provided in Appendix 4 to Annex C4. 6.7.2. Notwithstanding the requirement of paragraph 6.7.1., a manufacturer may choose to have the deterioration factors from Tables 3a or 3b (as applicable) used as an alternative to testing to paragraph 6.7.1. Table 3a Multiplicative Deterioration factors (for emissions measurements to be compared against the limits in Table 1A) Assigned multiplicative deterioration factors Engine Category HC + Particulate CO THC NMHC NOx Particles (PN) NOx Matter (PM) Positive ignition 1.5 1.3 1.3 1.6 - 1.0 1.0 Compression- As there are no assigned deterioration factors for compression ignition vehicles, the ignition declaration of compliance shall include the applicable deterioration factors determined in accordance with the procedures given in Annex C4 of this Regulation or any other appropriate means at the choice of the manufacturer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 41/710Table 3b Additive Deterioration factors (for emissions measurements to be compared against the limits in Table 1B) Assigned additive deterioration factors Mass of non-methane Mass of oxides of Technically Permissible Mass of carbon Mass of particulate matter Particle Number hydrocarbons nitrogen Maximum Laden Mass monoxide (CO) (PM) (PN) (NMHC) (NOx) (GVW) (kg) L L L L L 1 3 4 5 6 (mg/km) (mg/km) (mg/km) (mg/km) (#/km) Category Class G D O G D O G D O G*1 D O G*1 D O M — All 127 76 12 3,1 11 11 0 0 0 0 —*2 GVW≤ 1,700 127 76 *4 12 3,1 *4 11 11 0 0 *4 0 0 *4 *4 N — 1,700 < GVW ≤ 3,500 281 76 18 3,1 15 17 0 0 0 0 1 —*3 All 327 — — 9 — — 8 — 0 — — 0 — — G Petrol, LPG D Diesel O Other fuel *1 For petrol or LPG, particulate mass and particle number limits shall apply only to vehicles with direct injection engines. *2 Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg. *3 Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg. *4 As there are no assigned deterioration factors for compression ignition vehicles using other fuels, manufacturers shall use the whole vehicle ageing durability test procedures to establish deterioration factors. 42/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 6.7.2.1. This paragraph is applicable for emissions measurements to be compared against the limits in Table 1B only In the case that the limit value is different from the value defined in Table 1B, the assigned additive deterioration factor shall be calculated using the following equation and shall be rounded according to approval authority instruction: the assigned additive deterioration factor = Limit value * A * (Useful life – 3,000)/(80,000 – 3,000) where : A 0.11 for CO, 0.12 for NMHC, 0.21 for NOx and 0.00 for PM and PN. 6.7.3. Reserved 6.7.4. This paragraph is applicable to Level 1B and Level 2 only Deterioration factors are determined using one of the procedures specified in paragraph 1.1. of Annex C4 (as applicable). The factors are used to establish compliance with the requirements of paragraphs 6.3. and 8.2. 6.7.5. Durability family Only vehicles whose engine or pollution control system parameters are identical or remain within the prescribed tolerances with reference to the vehicle used for the determination of the Deterioration Factor may be part of the same Durability family: (a) Engine (i) Ratio between engine cylinder capacity and the volume of each catalytic component and/or filter (-10 to +5 per cent); (ii) Difference in engine capacity within either ±15 per cent of the capacity of the tested vehicle or ± 820 cm3whichever value presents the least difference; (iii) Cylinder configuration (number of cylinders, shape, distance between bores and other configurations); (iv) Number of valves, control of valves, and camshaft driven method; (v) Fuel type and fuel system, (vi) Combustion process. (b) Pollution control system parameters: (i) Catalytic converters and particulate filters: number and layout of catalytic converters, filters and elements, type of catalytic activity (oxidizing, three-way, lean NOx trap, SCR, lean NOx catalyst or other), and filtering characteristics; precious metal load (identical or higher), precious metal type and ratio (± 15 per cent), substrate (structure and material), cell density. (ii) Air injection: with or without type (pulsair, air pumps, other(s)) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 43/710EN OJ L, 26.6.2026 (iii) EGR: with or without type (cooled or non-cooled, active or passive control, high pressure/low pressure/combined pressure). (iv) other devices having an influence on durability. 6.8. On-board diagnostics OBD – Test This test, if required, shall be carried out on vehicle types as indicated in Table A. The test procedure described in paragraph 3. of Annex C5 to this Regulation shall be followed. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the OBD requirements. This declaration of compliance replaces the requirements for testing in accordance with Annex C5 of this Regulation at type-approval. A template for the manufacturer's declaration of compliance with the OBD requirements is laid down in Appendix 5 of Annex A2. 6.8.1. OBD family 6.8.1.1. Parameters defining the OBD family The OBD family means a manufacturer's grouping of vehicles which, through their design, are expected to have similar exhaust emission and OBD system characteristics. Each engine of this family shall comply with the requirements of this Regulation. The OBD family may be defined by basic design parameters which shall be common to vehicles within the family. In some cases there may be interaction of parameters. These effects shall also be taken into consideration to ensure that only vehicles with similar exhaust emission characteristics are included within an OBD family. 6.8.1.2. To this end, those vehicles whose parameters described below are identical may be considered to belong to the same OBD family. Engine: (a) Combustion process (i.e. positive ignition, compression-ignition, two-stroke, four-stroke/rotary); (b) Method of engine fuelling (i.e. single or multi-point fuel injection); and (c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/ biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi fuel petrol/LPG). Emission control system: (a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst, SCR, other); (b) Type of particulate trap; (c) Secondary air injection (i.e. with or without); and (d) Exhaust gas recirculation (i.e. with or without); OBD parts and functioning: The methods of OBD functional monitoring malfunction detection and malfunction indication to the vehicle driver. 44/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.8.2. OBD thresholds The OBD thresholds referred to in Annex C5 are specified in Table 4A and Table 4B. Table 4A This table is applicable to Level 1A and 4-phase WLTP test in Level 2 only OBD thresholds for the Type 1 test which apply to the emissions from the 4 phases of a WLTP test Mass of non- Mass of Mass of carbon Mass of oxides methane particulate Reference mass monoxide of nitrogen hydrocarbons matter(1) (RM) (kg) (CO) (NMHC) (NOx) (PM) (mg/km) (mg/km) (mg/km) (mg/km) Category Class PI CI PI CI PI CI CI PI M — All 1,900 1,750 170 290 90 140 12 12 N I RM ≤ 1305 1,900 1,750 170 290 90 140 12 12 1 II 1305 < RM 3,400 2,200 225 320 110 180 12 12 ≤ 1760 III 1760 < RM 4,300 2,500 270 350 120 220 12 12 N — All 4,300 2,500 270 350 120 220 12 12 2 PI Positive Ignition CI Compression Ignition. (1) Positive ignition particulate mass OBD thresholds apply only to vehicles with direct injection engines Table 4B This table is applicable to Level 1B and the first 3-phases of a WLTP test in Level 2 only OBD thresholds for the Type 1 test Mass of non- Mass of Mass of Mass of carbon Reference methane oxides of particulate monoxide mass hydrocarbons nitrogen matter1 (RM) (kg) (CO) (NMHC) (NOx) (PM) (mg/km) (mg/km) (mg/km) (mg/km) Category Class G D G D G D G D M — All 4,060 — 320 — 300 — — — —*1 GVW≤ 4,060 — 320 — 300 — — — 1,700 — 1,700 < 8,960 — 460 — 410 — — — N 1 GVW ≤ 3,500 —*2 All 14,120 — 320 — 300 — — — G Petrol, LPG D Diesel *1 Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg *2 Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg ELI: http://data.europa.eu/eli/reg/2026/1130/oj 45/710EN OJ L, 26.6.2026 6.9. Vehicles that use a reagent for the exhaust after-treatment system 6.9.1. Vehicles that use a reagent for the exhaust after-treatment system shall meet the requirements specified in Appendix 6 to this Regulation. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the reagent requirements. This declaration of compliance replaces the requirements for testing in accordance with Appendix 6 of this Regulation at type-approval. A template for the manufacturer's declaration of compliance with the reagent requirements is laid down in Appendix 1 of Annex A2. 6.9.2. Exhaust after-treatment system using reagent (ER) family definition Only vehicles that are identical with respect to the following characteristics may be part of the same ER family: (a) Reagent injector (principle, construction); (b) Reagent injector location; (c) Detection strategies (for reagent level, dosing and quality or for reagent level and monitoring NOx emissions); (d) Warning display: messages, tell-tales lighting sequences and audible component sequences, if any; (e) Inducement option; (f) NOx sensor (application of option described in paragraph 6 of Appendix 6) or reagent quality sensor (application of option described in paragraphs 4 and 5 of Appendix 6). The manufacturer and the approval authority shall agree which vehicle model is representative for the ER family. 6.10. Laboratory test for electric range at low temperature This test shall be carried out on vehicle types as indicated in Table A (PEVs only). The test procedures and requirements of this paragraph and Annex B10 shall be followed. 6.10.1. Low temperature range family for the pure electric range of PEVs Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same low temperature range family for PEVs: (a) Type of traction REESS (type of cell, type of coolant (e.g. air, liquid)); (b) Battery management system (BMS), in terms of operation strategy of the battery influencing the electric range within the powertrain under low temperature conditions; (c) Pre-heating of the REESS (yes/no); 46/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (d) Type of interior heating system(e.g. heat pump, Positive Temperature Coefficient (PTC), manual or auto, rear thermal comfort systems cut-off availability, at the option of the manufacturer and with approval from the authority the worst case can be used)); (e) REESS insulation (yes/no); 6.11. Battery durability The requirements relating to battery durability are provided in Annex C1. 6.11.1. Battery durability families Vehicles having the same characteristics with respect to their evaluation under Part A, Part B, or Part C below shall be grouped into vehicle families for the purpose of compliance verification. Families under Part A shall have the same characteristics with respect to verification of the SOCR/SOCE monitors. Families under Part B shall have the same characteristics with respect to verification of battery durability. Families under Part C shall have the same characteristics with respect to verification of reported virtual distance. Families with the same characteristics with respect to compliance verification shall be defined as follows: 6.11.1.1. For Part A: Verification of Monitors Only vehicles that are substantially similar with respect to the following elements may be part of the same monitor family: (a) Algorithm for estimating on-board SOCR and on-board SOCE; (b) Sensor configuration (for sensors used in determination of SOCR and SOCE estimates); (c) Characteristics of battery cell which have a non-negligible influence on accuracy of monitor; (d) Type of vehicle (PEVs or OVC-HEVs). At the request of the manufacturer, with the approval of the responsible authority and with appropriate technical justification, the manufacturer may deviate from the above criteria for families. 6.11.1.2. For Part B: Verification of Battery Durability Only vehicles that are substantially similar with respect to the following elements may be part of the same battery durability family: (a) Type and number of electric machines, including net power, construction type (asynchronous/ synchronous, etc.), and any other characteristics having a non-negligible influence on battery durability; (b) Type of battery (dimensions, type of cell, including format and chemistry, capacity (Ampere-hour), nominal voltage, nominal power); (c) Battery management system (BMS) (with regards to battery durability monitoring and estimations); (d) Passive and active thermal management of the battery; (e) Type of electric energy converter between the electric machine and battery, between the recharge-plug-in and battery, and any other characteristics having a non-negligible influence on battery durability; (f) Operation strategy of all components influencing the battery durability; (g) Declared maximum charging power. At the request of the manufacturer, with the approval of the responsible authority and with appropriate technical justification, the manufacturer may deviate from the above criteria for families. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 47/710EN OJ L, 26.6.2026 6.11.1.3. For Part C: Verification of reported virtual distance Only vehicles that are substantially similar with respect to the following elements may be part of the same monitor family: (a) Algorithm for reported virtual distance; (b) Sensor configuration (for sensors used in determination of virtual distance); (c) Characteristics of battery cell which have a non-negligible influence on accuracy of monitor; (d) Type of vehicle (PEVs or OVC-HEVs). At the request of the manufacturer, with the approval of the responsible authority and with appropriate technical justification, the manufacturer may deviate from the above criteria for families. 7. Modification and extension of the type approval 7.1. Every modification of the vehicle type shall be notified to the Type Approval Authority that approved the vehicle type. The Type Approval Authority may then either: 7.1.1. Consider that the modifications made are contained within the families covered by the approval or are unlikely to have an appreciable adverse effect on the values of CO and fuel consumption or electric energy 2 consumption and that, in this case, the original approval will be valid for the modified vehicle type; or 7.1.2. Require a further test report from the Technical Service responsible for conducting the tests. 7.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3. to the Contracting Parties to the Agreement which apply this Regulation. 7.3. The Type Approval Authority issuing the extension of approval shall assign a series number to the extension and inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex A2 to this Regulation. 7.4. Extensions for tailpipe emissions (Type 1 test) and OBFCM 7.4.1. The type-approval shall be extended without the need for further testing to vehicles if they conform to the criteria of paragraph 3.0.1. (a) and (c). Additionally to the criteria above, in the cases when the Interpolation Family Vehicle High and/ or Vehicle Low are changed, the new Vehicle High and/or Vehicle Low shall be tested and the CO emission values of the tested 2 vehicle resulting from the table below shall be less than or equal to the CO emission which lies on a straight 2 line through the CO values of the original Vehicles Low and High when plotted against cycle energy and 2 corresponding to the cycle energy demand of the tested vehicle. For Level 1A and 4-phase WLTP test For Level 1B and 3-phase WLTP test in in Level 2 Level 2 Vehicles tested according to the step 9 of Table A7/1 of Annex B7 step 6 of Table A7/1 of Annex B7 Annex B6 Vehicles tested according to the step 8 of Table A8/5 in Annex B8 step 6 of Table A8/5 in Annex B8 Annex B8 48/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The measured criteria emissions shall respect the limits set out in paragraph 6.3.10. The accuracy of the OBFCM shall be calculated for any Type 1 tests performed in order to gain an extension and shall respect the criteria set out in paragraph 4.2 of Appendix 5 (not applicable for Level 1C). 7.4.1.1. If the type-approval has been granted only in relation to Vehicle High, it shall only be extended under the circumstances (a), (b) or (c) below: (a) To include additional vehicles which conform to the criteria of paragraph 3.0.1. (a) and (c) and have a cycle energy lower than that of Vehicle High. (b) To create an interpolation family by testing Vehicle Low (preferably using the vehicle which was tested as Vehicle High for the original approval). In this case all vehicles covered by the extended approval shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c). (c) To create an interpolation family by renaming Vehicle High as Vehicle Low and testing Vehicle High (preferably using the vehicle which was tested as Vehicle High for the original approval). In this case all vehicles covered by the extended approval shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c). 7.4.2. Vehicles with periodically regenerating systems This paragraph is applicable to Level 1B and Level 2 only For Ki tests undertaken under Appendix 1 to Annex B6, the type-approval shall be extended to vehicles if they conform to the criteria of paragraph 6.3.5. 7.5. Extensions for evaporative emissions (Type 4 test) 7.5.1. For tests performed in accordance with Annex C3 the type-approval shall be extended to vehicles belonging to an approved evaporative emission family as defined in paragraph 6.6.3. 7.6. Extensions for durability of pollution control devices (Type 5 test) This paragraph is applicable to Level 1B and Level 2 only 7.6.1. For tests performed in accordance with Annex C4 the deterioration factors shall be extended to different vehicles and vehicle types, provided that both of the following conditions apply: (a) The vehicles belong to the same Durability family, as defined in the paragraph 6.7.5.; (b) The worst case Deterioration Factor (DF) derived within the Durability Family is applied. If vehicles with a cycle energy demand higher than that of the vehicle for which the DFs were established are to be included by extension, the worst case DF is determined on the vehicle with the highest temperature at the inlet of the pollution control system, measured as prescribed in paragraph 7.6.2. 7.6.2. The temperature at the inlet of the pollution control device shall be lower than the temperature of the vehicle tested for DF determination plus 50°C. It shall be checked under following stabilized conditions. A vehicle meeting the requirements of paragraph 1.2. of Annex C4 for the extended durability family shall be brought to a speed of 120 km/h or the maximum vehicle speed minus 10km/h, whichever is lower, and kept at that constant speed for at least 15 minutes at the load setting of the Type 1 test. At any time after this period, the temperature at catalyst inlet shall be measured for at least 2 continued minutes while the vehicle is kept at that constant speed and the average temperature value shall be taken as representative value. 7.7. Extension for OBD This paragraph is applicable to Level 1B and Level 2 only For OBD the type approval can be extended to vehicles belonging to an approved OBD family as defined in paragraph 6.8.1. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 49/710EN OJ L, 26.6.2026 8. Conformity of production (COP) 8.1. Every vehicle produced under a type approval according to this Regulation shall conform with regard to the vehicle type approved. The conformity of production procedures shall comply with those set out in the 1958 Agreement, Schedule 1 (E/ECE/TRANS/505/Rev.3), with the following requirements: 8.1.1. The manufacturer shall implement adequate arrangements and documented control plans and carry-out, at intervals specified in this Regulation, the necessary tests to verify continued conformity with the approved type. The manufacturer shall obtain agreement for these arrangements and control plans from the responsible authority. The responsible authority shall perform audits at specific intervals. This audit shall include production and test facilities as part of the product conformity and continued verification arrangements. Where necessary the responsible authority may require additional tests to be conducted. 8.1.2. The manufacturer shall check the conformity of production by conducting the appropriate tests in accordance with Table 8/1 and Table 8/2 and with the OBD requirements, where applicable according to Table A in paragraph 6. The specific procedures for conformity of production are set out in paragraphs 8.2. to 8.4. and Appendices 1 to 4. This paragraph is applicable to Level 1B and Level 2 only; In addition, the manufacturer shall check the accessibility of the parameters listed in paragraph 3. of Appendix 5 to this Regulation and listed in Appendix 1 of Annex C1 in accordance with paragraph 5.1. of Appendix 5. Table 8/1 Type 1 Applicable Type-1 CoP requirements for the different types of vehicle OBFCM accuracy Criteria Electric energy Type of vehicle CO emissions Fuel Efficiency (not applicable for emissions 2 consumption Level 1C) Pure ICE yes Level 1A and Level 1B and Not Applicable yes Level 2 as Level 2 as applicable applicable NOVC-HEV yes Level 1A and Level 1B and Not Applicable yes Level 2 as Level 2 as applicable applicable OVC-HEV yes: CD(1) Level 1A and Level 1B and yes: Yes; CS only(2) and CS Level 2 as Level 2 as CD only applicable: CS applicable: CS only only PEV Not Not Applicable Not Applicable Yes Level 1A and Level Applicable 2 NOVC-FCHV Not Not Applicable Exempted Not Applicable Not Applicable Applicable OVC-FCHV Not Not Applicable Exempted Exempted Not Applicable Applicable (1) Only if there is combustion engine operation during a valid CD Type 1 test for CoP verification (2) For Level 1A and Level 2 only: in addition to assessing the fuel consumption during CS, the accuracy of the vehicle energy charged is assessed in accordance with paragraph 3.4. of Appendix 2 50/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table 8/2 Type 4 Applicable Type 4 CoP requirements for the different vehicle types Vehicle type Evaporative emissions ICE Level 1A(1) Level 1B and Level 2(2) NOVC-HEV Level 1A(1) Level 1B and Level 2(2) OVC-HEV Level 1A(1) Level 1B and Level 2(2) PEV Not Applicable NOVC-FCHV Not Applicable OVC-FCHV Not Applicable (1) Only for vehicles fuelled by petrol with the exemption of mono-fuel gas vehicles (2) Only for vehicles fuelled by petrol 8.1.3. CoP family The manufacturer is allowed to split the CoP family into smaller CoP families. If the vehicle production takes place in different production facilities, different CoP families shall be created for each facility. An interpolation family can be represented in one or more CoP families. For Level 1A: The manufacturer may request to merge these CoP families. The responsible authority shall evaluate on the basis of the supplied evidence by the manufacturer whether such a merge is justified. For Level 1B: At the request of the manufacturer, CoP families from different production facilities may be merged. For Type 1 testing this is only permitted if the planned annual production volume of each production plant is less than 1,000. For Level 2: The manufacturer may request to merge these CoP families. At the request of the manufacturer, CoP families from different production facilities may be merged. For Type 1 3 phase testing this is only permitted if the planned annual production volume of each production plant is less than 1,000. The responsible authority shall evaluate on the basis of the supplied evidence by the manufacturer whether such a merge is justified. 8.1.3.1. CoP family for Type 1 test For the purposes of the manufacturer's conformity of production check on the Type 1 test, including, where applicable and if required, the check of the OBFCM device accuracy, the family means the conformity of production (CoP) family as specified in paragraphs 8.1.3.1.1 and 8.1.3.1.2. 8.1.3.1.1. For interpolation families as described in paragraph 6.3.2. with a planned vehicle production volume of more than 1,000 vehicles per 12 months, the CoP family for the Type 1 test shall be identical to the interpolation family. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 51/710EN OJ L, 26.6.2026 8.1.3.1.2. For interpolation families as described in paragraph 6.3.2. with a planned production volume of 1,000 vehicles or less per 12 months, it is allowed to include other interpolation families into the same CoP family, up to a combined maximum production volume of 5,000 vehicles per 12 months. At the request of the responsible authority the manufacturer shall provide evidence on the justification and technical criteria for merging these interpolation families, ensuring that there is a large similarity between those families, for example in the following cases: (a) Two or more interpolation families are merged that were split because the maximum interpolation range of 30 g/km CO is exceeded; 2 (b) Interpolation families that were split because there are different engine power ratings of the same combustion engine; (c) Interpolation families that were split because the n/v ratios are just outside the tolerance of 8%; (d) Interpolation families that were split, but still fulfil all the family criteria of a single IP family. 8.1.3.1.3. The 12 months period mentioned in paragraphs 8.1.3.1.1. and 8.1.3.1.2. starts with the production of the first vehicle of the interpolation family to be covered by the approval and is a rolling 12 month period thereafter. 8.1.3.2. CoP family for Type 4 test For the purposes of the manufacturer's conformity of production check on the Type 4 test, the family means the conformity of production (CoP) family, which shall be identical to the evaporative emissions family, as described in paragraph 6.6.3. 8.1.3.3. CoP family for OBD This paragraph is applicable to Level 1B and 3-phase WLTP Level 2 only For the purposes of the manufacturer's conformity of production check on OBD, the family means the conformity of production (CoP) family, which shall be identical to the OBD family, as described in paragraph 6.8.1. 8.1.4. Test frequency for the Type 1 test 8.1.4.1. For Level 1A and Level 2: The frequency for product verification on the Type 1 test performed by the manufacturer shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines, and shall have a minimum frequency per CoP family of one verification per 12 months. For Level 1B: The frequency for product verification on the Type 1 test performed by the manufacturer shall have a minimum frequency per CoP family of one verification per 12 months. 8.1.4.2. If the number of vehicles produced within the CoP family exceeds 7,500 vehicles per 12 months, the minimum verification frequency per CoP family shall be determined by dividing the planned production volume per 12 months by 5,000 and mathematically rounding this number to the nearest integer. 8.1.4.3. For Level 1A: If the number of vehicles produced within the CoP family exceeds 17,500 vehicles per 12 months, the frequency per CoP family shall be at least one verification per 3 months. For Level 1B and Level 2: If the number of vehicles produced within the CoP family exceeds 5,000 vehicles per month, the frequency per CoP family shall be at least one verification per month. 52/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 8.1.4.4. The product verifications shall be evenly distributed over the period of 12 months or over the production period in the case that this is less than 12 months. The last product verification shall reach a decision within 12 months unless the manufacturer can justify that an extension of a maximum of one month is necessary. 8.1.4.5. The planned production volume of the CoP family per 12-month period shall be monitored by the manufacturer on a monthly basis, and the responsible authority shall be informed if any change in the planned production volume causes changes to either the size of the CoP family or the Type 1 test frequency. 8.1.5. Test frequency for the Type 4 test Once per 12-month period a vehicle shall be randomly taken from the CoP family described in paragraph 8.1.3.2. and subjected to the test described in Annex C3 or as an alternative at least the three tests described in Appendix 4. 8.1.6. Audits by the responsible authority The responsible authority shall perform audits for verifying the manufacturer’s arrangements and documented control plans at the facility of the manufacturer, in all cases, with a minimum frequency of one audit per 12 months. Where the interpolation method is used, verification of the interpolation calculation may be carried out by, or at the request of, the responsible authority as part of the audit process. If the responsible authority is not satisfied with the audit results, physical tests shall directly be carried out on production vehicles as described in paragraphs 8.2. to 8.4. to verify the conformity of the vehicle production. For Level 1A and Level 2 only: The manufacturers arrangements and documented control plans shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines. 8.1.7. Physical test verifications by the responsible authority For Level 1A: The normal frequency of physical test verifications by the responsible authority shall be based on the results of the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum frequency of one verification test per three years. The responsible authority shall conduct these physical emission tests on production vehicles as described in paragraphs 8.2. to 8.4. In the case that the manufacturer is conducting the physical tests, the responsible authority shall witness these tests at the manufacturer's facility. For Level 1B: The normal frequency of physical test verifications by the responsible authority shall be a minimum frequency of one verification test per three years. The responsible authority shall conduct these physical emission tests on production vehicles as described in paragraphs 8.2. to 8.4. In the case that the manufacturer is conducting the physical tests, the responsible authority shall witness these tests at the manufacturer's facility. For Level 2: The normal frequency of physical test verifications by the responsible authority shall be based on the results of the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum frequency of one verification test per three years. The responsible authority shall conduct these physical emission tests on production vehicles as described in paragraphs 8.2. to 8.4. In the case that the manufacturer is conducting the physical tests, the responsible authority shall witness these tests at the manufacturer's facility. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 53/710EN OJ L, 26.6.2026 8.1.8. Reporting The responsible authority shall report the results of all audit checks and physical tests performed on verifying conformity of the manufacturers and file it for a period of a minimum of 10 years. These reports should be available for other responsible authorities. 8.1.9. Non-conformity In the case that a non-conformity is observed, Article 4 of the 1958 Agreement shall apply. 8.2. Checking the conformity for a Type 1 test 8.2.1. The Type 1 test shall be carried out on a minimum of three production vehicles, which shall be valid members of the CoP family as described in paragraph 8.1.3.1. 8.2.2. Vehicles shall be selected at random in the CoP family. The manufacturer shall not undertake any adjustment to the vehicles selected. In the case that vehicles in the CoP family are assembled in different production facilities, at the request of the responsible authority the manufacturer shall randomly select vehicles from specified different production facilities. In the case that multiple IP families are included in the CoP family, at the request of the responsible authority the manufacturer shall randomly select vehicles from specified different interpolation families. 8.2.3. Type 1 test procedure 8.2.3.1. Where applicable, in accordance with Table 8/1, the verification of the criteria emissions, CO emissions, fuel 2 efficiency, electric energy consumption and OBFCM device accuracy, shall be carried out in accordance with the specific requirements and procedures in Appendix 1. 8.2.3.2. The statistical procedure for calculating the test criteria and to arrive at a pass or fail decision is described in Appendix 2 and in the flowchart of Figure 8/1. Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to not conform when a fail decision is reached in accordance with the test criteria in Appendix 2 for one or more of the criteria emissions, CO emissions, fuel efficiency or electric energy consumption. 2 Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to conform once a pass decision is reached in accordance with the test criteria in Appendix 2 for all the criteria emissions, CO emissions, fuel efficiency or electric energy consumption. 2 Where applicable, in accordance with Table 8/1, when a pass decision has been reached for one criteria emission, that decision shall not be changed by any additional tests carried out to reach a decision for the other criteria emissions, CO emissions, fuel efficiency or electric energy consumption. 2 Where applicable, in accordance with Table 8/1, if a pass decision is not reached for all the criteria emissions, CO emissions, fuel efficiency or electric energy consumption, another vehicle is added to the sample by 2 selecting this according to paragraph 8.2.2. and performing the Type 1 test. The statistical procedure described in Appendix 2 shall be repeated until a pass decision is reached for all the criteria emissions, CO emissions, 2 fuel efficiency or electric energy consumption. The maximum sample size shall be: For Level 1A: 16 vehicles For Level 1B: 32 vehicles for criteria emissions, 11 for fuel efficiency and electric energy consumption. 54/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 2: 16 vehicles for CO emissions, fuel efficiency and electric energy consumption, 32 vehicles for 2 criteria emissions Figure 8/1 Flowchart of the CoP test procedure for the Type 1 test 8.2.4. Run-in factors 8.2.4.1. At the request of the manufacturer and with the acceptance of the responsible authority, a run-in test procedure may be carried out on a vehicle of the CoP family to establish derived run-in factors for criteria emissions, CO 2 emissions, fuel efficiency and/or electric energy consumption according to the test procedure in Appendix 3. 8.2.4.2. For the application of derived run-in factors, the system odometer of the CoP test vehicle D shall preferably be j within -10 km of the mileage at the start of the 1sttest and +10 km of the mileage at the start of the 2ndtest on the run-in test vehicle D, prior to when it was run in. i ELI: http://data.europa.eu/eli/reg/2026/1130/oj 55/710EN OJ L, 26.6.2026 8.2.4.3. At the option of the manufacturer; — for CO emissions, in g/km an assigned run-in factor of 0.98 may be applied if the system odometer 2 setting at the start of the CoP test is less than or equal to 80 km. — for fuel efficiency, in km/l, an assigned run-in factor of 1.02 may be applied if the system odometer setting at the start of the CoP test is less than or equal to 80 km. If the assigned run-in factor for CO emissions is applied, no run-in factors shall be applied for criteria 2 emissions and electric energy consumption. 8.2.4.4. (Reserved) 8.2.4.5. Test cell correction This paragraph is applicable to Level 1B only: In the case that a clear technical difference is observed, it is allowed to apply a test cell correction between the test equipment used for the type approval and the test equipment used for CoP. The test cell correction shall be recorded in the test report. 8.2.5. Test fuel 8.2.5.1. For the Type 4 test, the reference fuel shall be used in accordance with the specifications in paragraph 7. of Annex B3. For Level 1A: All remaining tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference fuels in accordance with the specifications in Annex B3 may be used for the Type 1 test. In the case that a fail decision for the accuracy of OBFCM is concluded based on tests conducted using commercial fuel, the tests shall be repeated using reference fuel and only the decision from the repeated tests shall be valid (not applicable for Level 1C). For Level 1B and Level 2: All remaining tests shall be conducted with reference fuels in accordance with the specifications in Annex B3 for the Type 1 test. However, at the request of the manufacturer the mileage accumulation for the run-in in paragraph 1.7. of Appendix 3 may be conducted with commercial fuel. 8.2.5.2. Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to the responsible authority. 8.2.6. Criteria for validity of speed trace tolerances and drive trace indices of the Type 1 CoP test The speed trace tolerances and drive trace indices shall fulfil the criteria specified in paragraph 2.6.8.3. of Annex B6. 8.3. Checking the conformity for a Type 4 test 8.3.1. The production shall be deemed to conform if the vehicle selected and tested according to paragraph 8.1.5. meets the requirements of paragraph 6.6.2., or the requirements of Appendix 4 as applicable. 56/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 8.3.2. If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a further random sample of four vehicles shall be taken from the same family without unjustified delay and subjected to the Type 4 test described in Annex C3 or as an alternative at least the tests described in Appendix 4. The production shall be deemed to conform if the requirements are met for at least three of these vehicles within 6 months after the initial failed test has been detected. 8.3.3. If the vehicles tested do not satisfy the requirements of paragraph 8.3.2., a further random sample shall be taken from the same family without unjustified delay and subjected to the Type 4 test described in Annex C3. If the vehicle tested does not satisfy the requirements of Annex C3, a further random sample of four vehicles shall be taken from the same family and also subjected without unjustified delay to the Type 4 test described in Annex C3. On request of the manufacturer, for CoP tests described in Annex C3 the Permeability Factor (PF) derived at Type Approval or the Assigned Permeability Factor (APF) may be applied. The production shall be deemed to conform if the requirements are met for at least three of these vehicles within 24 months after the initial failed test has been detected. 8.3.4. For CoP tests described in Annex C3 which are performed on a vehicle which has completed a mileage of less than 20,000 km a canister which has been aged according to paragraph 5.1. of Annex C3 shall be used. This can be the original canister from the test vehicle or another canister of identical specification. On request of the manufacturer, for these tests either the Permeability Factor (PF), as defined in the paragraph 5.2. of Annex C3 which was established at Type Approval for the evaporative family, or the Assigned Permeability Factor (APF) also defined in the paragraph 5.2. of Annex C3 shall be applied. 8.3.5. On request of the manufacturer, CoP tests described in Annex C3 may be carried out on a vehicle which has completed a minimum mileage of 20,000 km up to a maximum of 30,000 km with no modifications to the vehicle other than those described in the test procedure. When the test is carried out on a vehicle which has completed a mileage of between 20,000 km and 30,000 km, the canister aging shall be omitted and the Permeability Factor or Assigned Permeability Factor shall not be applied. Independent of the accumulated mileage of the vehicle, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) can be eliminated according to paragraph 6.1. of Annex C3. 8.4. Checking the conformity of the vehicle for On-board Diagnostics (OBD) This paragraph is applicable to Level 1B and 3-phase WLTP Level 2 only 8.4.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Appendix 1 to Annex C5. 8.4.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Appendix 1 to Annex C5. 8.4.3. If the vehicle tested does not satisfy the requirements of paragraph 8.4.1., a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex C5. The tests may be carried out on vehicles which have completed a maximum of 15,000 km with no modifications. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 57/710EN OJ L, 26.6.2026 8.4.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Appendix 1 to Annex C5. 9. Penalties for non-conformity of production 9.1. The approval granted in respect of a vehicle type pursuant to this Regulation, may be withdrawn if the requirements laid down in paragraph 8.1. are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8.1.2. 9.2. If a Contracting Party to the 1958 Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex A2 to this Regulation. 10. Production definitively discontinued If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, they shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of copies of the communication form conforming to the model in Annex A2 to this Regulation. 11. Transitional and special provisions 11.1. General provisions 11.1.1. As from the official date of entry into force of the 04 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 04 series of amendments. 11.1.2. This paragraph is applicable for Level 1A only As from the official date of entry into force of the 04 series of amendments to this Regulation, and by way of derogation to the obligations of Contracting Parties, the Contracting Parties applying this Regulation and also applying UN Regulation No. 83 may refuse to accept type approvals granted on the basis of this Regulation which are not accompanied by an approval to the 09 or a later series of amendments to UN Regulation No. 83. 11.1.3. As from the official date of entry into force of the 04 series of amendments Contracting Parties applying this Regulation shall not be obliged to accept a type-approval which has not been granted in accordance with the 04 series of amendments to this Regulation. 11.1.4. Until 31 December 2029 Contracting Parties shall not refuse to grant approvals to new types of vehicles which comply with the 04 series of amendments to this Regulation and do not comply with the following requirements:: For Level 1A and Level 2 only: a. The lifetime value retention status requirements defined in paragraphs 3.1., 3.2., 3.3., 3.4., 3.5. and 3.6. of Appendix 5 to this Regulation. b. For PEVs, the requirements for OBFCM devices regarding the determination, storage and making available of lifetime values for the parameters defined in paragraphs 3.3 (j) and (k) of Appendix 5 to this Regulation. 58/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 c. For OVC-HEVs the requirements for OBFCM devices regarding the determination, storage and making available of lifetime values for the parameters defined in paragraphs 3.2 (p) and (q) of Appendix 5 to this Regulation. d. The accuracy requirements regarding the vehicle energy charged for OVC-HEVs and PEVs according to paragraph 4 of Appendix 5 and according to paragraph 3.4 of Appendix 2, and Type 1 test requirements according to paragraph 3.4.4.4 of Annex B8. For Level 1A only: e. For PEVs, the requirements for OBFCM devices defined in point (c) of paragraph 5.11.1. 11.1.5. This paragraph is applicable for Level 1A and Level 2 only As of 1 January 2030, Contracting Parties applying this Regulation shall not be obliged to accept type approvals for vehicles that do not comply with the provisions of paragraph 11.1.4. 11.2. Provisions for special purpose vehicles 11.2.1. Provisions for armoured vehicles For Level 1A only: The responsible authority may grant type-approvals including exemption(s) to requirements of this regulation to armoured vehicles in accordance with point 2.5.2. of the Consolidated Resolution on the Construction of Vehicles (R.E.3), if the manufacturer demonstrates that the vehicle cannot meet the requirements due to its special purpose. The type of special purpose vehicle and the exemptions granted are to be described in point 1.0. of section I of the type-approval certificate in accordance with Annex A2 to this regulation. 12. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities The Contracting Parties to the 1958 Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 59/710EN OJ L, 26.6.2026 Appendix 1 Type 1 test CoP verification for specific vehicle types 1. General requirement 1.1. For Level 1A and Level 2: Each vehicle shall be tested on the chassis dynamometer set with the specific mass inertia setting and road load parameters of the individual vehicle. The chassis dynamometer shall be set to the target road load for the test vehicle according to the procedure specified in paragraph 7. of Annex B4. For Level 1B: When the derived run-in factor is developed according to the paragraph 1.5.2. of Appendix 3 the same dynamometer setting values shall be applied as during type approval. In all other cases the vehicle manufacturer may choose between the road load setting procedure specified in paragraph 7. of Annex B4 and the one specified in paragraph 1.5.2. of Appendix 3. 1.2. The applicable test cycle for the tested vehicle shall, in terms of cycle class, downscaling and capped speed, correspond to the test cycle used to derive cycle energy demand of that individual vehicle according to paragraph 5 of Annex B7. In the case that the alternative provision according to paragraph 10 of Annex B1 is applied (i.e. to test a vehicle on a numerically higher cycle class during type approval tests), the applicable test cycle for the tested vehicle shall also correspond to that used during type approval. 2. Verification of CoP on the criteria emissions for pure ICE vehicles, NOVC-HEVs and OVC-HEVs 2.1. The vehicle shall be tested according to the Type 1 test procedure described in Annex B6 or Annex B8. 2.2. Test value of criteria emissions (x) i The criteria emissions test results (x) shall be determined according to: i (a) Step 5 of Table A7/1 of Annex B7 for pure ICE vehicles; (b) Step 5 of Table A8/5 of Annex B8 for NOVC-HEVs and charge-sustaining condition of OVC-HEVs; (c) Step 5 of Table A8/8 of Annex B8 for the charge-depleting condition of OVC-HEVs. and, if available, applying a run-in factor and/or test cell correction as defined in paragraph 8.2.4. of this Regulation. Conformity against the applicable criteria emission limits shall be checked using the pass/fail criteria as defined in Appendix 2 of this Regulation. For Level 1B only The criteria emissions of each applicable test cycle during the charge-depleting test for OVC-HEV shall comply with the limits defined in Table 1B in paragraph 6.3.10. of this Regulation, but shall not be checked against the pass/fail criteria as defined in Appendix 2 of this Regulation. 3. Verification of CoP on CO emissions/ fuel efficiency of pure ICE vehicles 2 3.1. The vehicle shall be tested according to the Type 1 test procedure described in Annex B6. 60/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2. Test values of CO emission (CO ) / Fuel efficiency (FE ) 2 2 test-i test-i For Level 1A and Level 2: The CO emission M shall be determined according to step 5 of Table A7/1 of Annex B7 and, if available, 2 CO2,c,5 applying a run-in factor in paragraph 8.2.4. of this Regulation. For Level 1B and Level 2: The fuel efficiency FE shall be determined according to step 5 of Table A7/1 of Annex B7 and, if available, c,5 applying a run-in factor and/or test cell correction as defined in paragraph 8.2.4. of this Regulation. 3.3. Reference values of CO emission (CO ) / Fuel efficiency (FE ) 2 2 declared-i declared-i For Level 1A and Level 2: In the case the interpolation method is not applied, the CO emission value M according to step 7 of 2 CO2,c,7 Table A7/1 of Annex B7 shall be used for verifying the conformity of production. In the case the interpolation method is applied, the CO emission value M for the individual vehicle 2 CO2,c,ind according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production. For Level 1B and Level 2: In the case the interpolation method is not applied, the fuel efficiency value FE according to step 8 of c,8 Table A7/1 of Annex B7 shall be used for verifying the conformity of production. In the case the interpolation method is applied, the fuel efficiency value FE for the individual vehicle c,ind according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production. 4. Verification of CoP on CO emissions/ fuel efficiency of NOVC-HEVs and OVC-HEVs charge-sustaining 2 condition 4.1. The vehicle shall be tested as described in paragraph 3.3. of Annex B8 for NOVC-HEV and in paragraph 3.2.5. of Annex B8 for OVC-HEVs. 4.2. Test values of CO emission (CO ) / Fuel efficiency (FE ) 2 2 test-i test-i For Level 1A and Level 2: The CO emission M of the NOVC-HEV and the charge-sustaining OVC-HEV shall be determined 2 CO2,CS,c,5 according to step 5 of Table A8/5 of Annex B8 and, if available, applying a run-in factor as defined in paragraph 8.2.4. of this Regulation. For Level 1B: The fuel efficiency FE of the NOVC-HEV and the charge-sustaining OVC-HEV shall be determined according CS,c,5 to step 5 of Table A8/5 of Annex B8 and, if available, applying a run-in factor and/or test cell correction as defined in paragraph 8.2.4. of this Regulation. 4.3. Reference values of CO emission (CO ) / Fuel efficiency (FE ) 2 2 declared-i declared-i For Level 1A and Level 2: In the case the interpolation method is not applied, the charge-sustaining CO emission value M 2 CO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8 shall be used for verifying the conformity of production. In the case the interpolation method is applied, the charge-sustaining CO emission value M for the 2 CO2,CS,c,ind individual vehicle according to step 9 of Table A8/5 of Annex B8 shall be used for verifying the conformity of production. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 61/710EN OJ L, 26.6.2026 For Level 1B and Level 2: In the case the interpolation method is not applied, the charge-sustaining fuel efficiency value FE according CS,c,1 to step 2 of Table A8/6 of Annex B8 shall be used for verifying the conformity of production. In the case the interpolation method is applied, the charge-sustaining fuel efficiency value FE for the CS,c,ind individual vehicle according to step 3 of Table A8/6 of Annex B8 shall be used for verifying the conformity of production. 5. Verification of CoP on electric energy consumption of PEVs 5.1. The vehicle shall be prepared according to the procedures in paragraph 3.1.2. of Appendix 4 to Annex B8, then shall be tested as described in either paragraph 3.4.4.1. or paragraph 3.4.4.2. of Annex B8, whilst the break-off criterion for the Type 1 test procedure shall be considered to have been reached when having finished the first applicable WLTP test cycle. 5.2. Test values of electric energy consumption (EC ) test-i The DC electric energy consumption from the REESS(s) EC shall be determined according to step 4 of DC,first,i Table A8/10 and according to step 3 of Table A8/11 of Annex B8 and, if available, applying a run-in factor and/or test cell correction as defined in paragraph 8.2.4. of this Regulation. 5.3. Reference value (EC ) of electric energy consumption COP-i 5.3.1. Consecutive cycle Type 1 test procedure values In the case the interpolation method is not applied, the electric energy consumption value EC DC,COP,final according to step 9 of Table A8/10 of Annex B8 shall be used for verifying the conformity of production. In the case that the interpolation method is applied, the electric energy consumption value EC for the DC,COP,ind individual vehicle according to step 10 of Table A8/10 of Annex B8 shall be used for verifying the conformity of production. 5.3.2. Shortened Type 1 Test Procedure values In the case the interpolation method is not applied, the electric energy consumption value EC DC,COP,final according to step 8 of Table A8/11 of Annex B8 shall be used for verifying the conformity of production. In the case the interpolation method is applied, the electric energy consumption value EC for the DC,COP,ind individual vehicle according to step 9 of Table A8/11 of Annex B8 shall be used for verifying the conformity of production. 6. Verification of CoP on charge-depleting electric energy consumption of OVC-HEVs 6.1. At the request of the manufacturer it is allowed to use different test vehicles for the charge-sustaining test and charge-depleting test. 6.2. For Level 1A and 4-phase WLTP test in Level 2 The vehicle shall be tested during conformity of production according to paragraph 6.2.1. If there is no engine start during the first cycle of the type approval procedure of this vehicle, at the option of the manufacturer the vehicle may be tested according to paragraph 6.2.2. For Level 1B and 3-phase WLTP test in Level 2 If there is no engine start during the first cycle of the type approval procedure of this vehicle, the vehicle shall be tested according to paragraph 6.2.2. If there is an engine start during the first cycle of the type approval procedure of this vehicle, verification of electric energy consumption is exempted. 62/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.2.1. For Level 1A and 4-phase WLTP test in Level 2 only Charge-Depleting Type 1 test procedure The vehicle shall be tested according to the charge-depleting Type 1 test procedure as described in paragraph 3.2.4. of Annex B8. If deemed necessary, the manufacturer shall demonstrate that preconditioning of the traction REESS in advance of the CoP procedure is required. In such a case, at the request of the manufacturer and with approval of the approval authority, preconditioning of the traction REESS shall be done in advance of the CoP procedure according to manufacturer’s recommendation. 6.2.1.1. Test values of electric energy consumption (EC ) test-i The electric energy consumption EC shall be determined according to step 9 of Table A8/8 of Annex B8 AC,CD and, if available, applying a run-in factor as defined in paragraph 8.2.4. of this Regulation. 6.2.2. First cycle of the Charge-Depleting Type 1 Test 6.2.2.1. The vehicle shall be tested according to the charge-depleting Type 1 test as described in paragraph 3.2.4. of Annex B8, whilst the break-off criterion of the charge-depleting Type 1 test procedure shall be considered to have been reached when having finished the first applicable WLTP test cycle. 6.2.2.2. Test values of electric energy consumption (EC ) test-i The DC electric energy consumption from the REESS(s) EC shall be determined according to step 12 of DC,CD,first,i Table A8/8 of Annex B8 and, if available, applying a run-in factor and/or test cell correction as defined in paragraph 8.2.4. of this Regulation. 6.2.2.3. In this cycle, there is no engine operation allowed. If there is engine operation, the test during conformity of production shall be considered as void. 6.3. Reference values (EC ) of electric energy consumption COP-i 6.3.1. For Level 1A and 4-phase WLTP test in Level 2 only Conformity of production for a test according to paragraph 6.2.1. In the case that the interpolation method is not applied, the charge-depleting electric energy consumption value EC according to step 16 of Table A8/8 of Annex B8 shall be used for verifying the conformity of AC,CD,final production. In the case the interpolation method is applied, the charge-depleting electric energy consumption value EC AC,CD, for the individual vehicle according to step 17 of Table A8/8 of Annex B8 shall be used for verifying the ind conformity of production. 6.3.2. Conformity of production for a test according to paragraph 6.2.2. In the case the interpolation method is not applied, the charge-depleting electric energy consumption value EC according to step 16 of Table A8/8 of Annex B8 shall be used for verifying the conformity of DC,CD,COP,final production. In the case the interpolation method is applied, the charge-depleting electric energy consumption value EC DC,CD, for the individual vehicle according to step 17 of Table A8/8 of Annex B8 shall be used for verifying the COP,ind conformity of production. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 63/710EN OJ L, 26.6.2026 7. The procedure for the final COP test results is shown in Table App1/1. Table App1/1 Procedure for calculating final COP test results (CO applicable for Level 1A and 4-phase WLTP test in Level 2 only and FE applicable for Level 1B and 3-phase 2 WLTP test in Level 2 only) Source Input Process Output For criteria emissions, CO emission and fuel efficiency 2 Annex B7 Table A7/1 Step 5 M , g/km; The criteria emissions, CO emission and X , g/km; i,c,5 2 N for pure ICE vehicles; M , g/km; the fuel efficiency shall be multiplied with CO , g/km; CO2,c,5 2test-i FE , km/l; the run-in factor determined according to FE , km/l; c,5 test-i paragraph 8.2.4. of this Regulation: Annex B8 Table A8/5 Step 5 M , g/km; i,CS,c,5 X = RI (j) × M or M or M for NOVC-HEVs and charge- M , g/km; N C i,c,5 i,CS,c,5 i,CD,c,5 CO2,CS,c,5 CO = RI (j) x M or M sustaining condition of OVC- FE , km/l; 2 test-i CO2 CO2,c,5 CO2,CS,c,5 c,5 FE = RI (j) x FE HEVs; test-i FE c,5 In the case that the run-in factor is not used: Annex B8 Table A8/8 Step 5 M , g/km; i,CD,c,5 X = M or M or M for the charge-depleting N i,c,5 i,CS, c,5 i,CD,c,5 CO = M or M condition of OVC-HEVs 2 test-i CO2,c,5 CO2,CS,c,5 FE = FE test-i c,5 For Level 1B only The criteria emission, CO emission and 2 the fuel efficiency shall be corrected by the test cell correction factor determined according to paragraph 8.2.4.5. of this Regulation, if the factor is available. For electric energy consumption Annex B8 Table A8/10 Step EC , Wh/ The electric energy consumption shall be EC , Wh/km; DC,first test-i 4 and Table A8/11 Step 3 km; multiplied with the run-in factor for PEVs determined according to paragraph 8.2.4. of this Regulation: For Level 1A and 4-phase EC , Wh/km; AC,CD EC = RI (j) x EC or EC or WLTP test in Level 2 only test-i EC DC,first AC,CD EC Annex B8 Table A8/8 Step 9 DC,CD,first In the case that the run-in factor is not for the charge-depleting used: condition of OVC-HEVs EC = EC or EC or EC tested according to paragraph test-i DC,first AC,CD DC,CD,first For Level 1B only 6.2.1. The electric energy consumption shall be corrected by the test cell correction factor For Level 1A and Level 1B EC , Wh/ DC,CD,first determined according to paragraph and 3-phase and 4-phase km; 8.2.4.5. of this Regulation, if the factor is WLTP tests in Level 2 available. Annex B8 Table A8/8 Step 12 for the charge-depleting condition of OVC-HEVs tested according to paragraph 6.2.2. 64/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Appendix 2 Verification of conformity of production for Type 1 test — statistical method 1. This Appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test for criteria emissions, CO emissions, fuel efficiency and electric energy consumption, as applicable 2 and in accordance with Table 8/1 of this Regulation, for pure ICE, NOVC-HEV, PEV and OVC-HEV and, where applicable, to determine the OBFCM device accuracy. Measurements of the criteria emissions, CO emissions, fuel efficiency and electric energy consumption, as 2 applicable and in accordance with Table 8/1 of this Regulation, shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision is reached. Where applicable, the OBFCM device accuracy shall be determined for each of the N tests. 2. Criteria emissions 2.1. Statistical procedure and pass/fail criteria 2.1.1. For Level 1A and the criteria emissions from the 4 phases of a WLTP test in Level 2: For the total number of tests (N) and the measurement results of the tested vehicles, x , x , … x , the average 1 2 N X and the variance VAR shall be determined: tests ðx + x + x + ::: + x Þ X ¼ 1 2 3 N tests N and VAR¼ðx1 – X testsÞ2 + ðx2 – X testsÞ2 + ::: + ðx N – X testsÞ2 N – 1 For OVC-HEV, in case of complete charge-depleting Type 1 test, the average emissions over the complete test of an individual vehicle shall be considered as a single value x. i For each total number of tests, one of the three following decisions can be reached for criteria emissions, based on the criteria emission limit value L according to Table 1A in paragraph 6.3.10. of this Regulation: (i) Pass the family if X <A · L – VAR tests L � � (ii) Fail the family if X >A · L – N – 3 · VAR tests 13 L (iii) Take another measurement if: � � VAR N – 3 VAR A · L – ≤ X ≤ A · L – · L tests 13 L For the measurement of criteria emissions the factor A is set at 1.05. 2.1.2. For Level 1B and the criteria emissions from the first 3 phases of a WLTP test in Level 2: Case A: the manufacturer's production standard deviation is satisfactory. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0.1 (consumer's risk = 10 per cent). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 65/710EN OJ L, 26.6.2026 For each of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation, the following procedure is used (see Figure 8/1 in paragraph 8.2.3.2. of this Regulation) where: L = the natural logarithm of the limit value for the criteria emission, x = the natural logarithm of the measurement for the i-th vehicle of the sample, i s = an estimate of the production standard deviation (after taking the natural logarithm of the measurements), n = the current sample number. Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined as: If the test statistic is greater than the pass decision number for the sample size given in Table A2/1, the criteria emission is passed; If the test statistic is less than the fail decision number for the sample size given in Table A2/1, the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater. Table A2/1 Pass/fail decision criteria for the sample size Cumulative numberof tested vehicles Pass decision threshold Fail decision threshold (current sample size) 3 3.327 -4.724 4 3.261 -4.79 5 3.195 -4.856 6 3.129 -4.922 7 3.063 -4.988 8 2.997 -5.054 9 2.931 -5.12 10 2.865 -5.185 11 2.799 -5.251 12 2.733 -5.317 13 2.667 -5.383 14 2.601 -5.449 15 2.535 -5.515 16 2.469 -5.581 17 2.403 -5.647 18 2.337 -5.713 19 2.271 -5.779 20 2.205 -5.845 66/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Cumulative numberof tested vehicles Pass decision threshold Fail decision threshold (current sample size) 21 2.139 -5.911 22 2.073 -5.977 23 2.007 -6.043 24 1.941 -6.109 25 1.875 -6.175 26 1.809 -6.241 27 1.743 -6.307 28 1.677 -6.373 29 1.611 -6.439 30 1.545 -6.505 31 1.479 -6.571 32 -2.112 -2.112 Case B: the manufacturer's evidence of production standard deviation is either not satisfactory or not available. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0.1 (consumer's risk = 10 per cent). The measurements of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation are considered to be log normally distributed and shall first be transformed by taking their natural logarithms. Let m and m denote the minimum and maximum sample sizes respectively (m = 3 and m = 32) and let n denote 0 0 the current sample number. If the natural logarithms of the measurements in the series are x , x ..., x and L is the natural logarithm of the 1 2 i limit value for the pollutant, then define: d = x – L 1 1 and V2 ¼1∑n ðd – d Þ2 n n i¼1 i n Table A2/2 Minimum sample size = 3 Sample size (n) Pass decision threshold (An) Fail decision threshold (Bn) 3 -0.80381 16.64743 4 -0.76339 7.68627 5 -0.72982 4.67136 6 -0.69962 3.25573 7 -0.67129 2.45431 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 67/710EN OJ L, 26.6.2026 Sample size (n) Pass decision threshold (An) Fail decision threshold (Bn) 8 -0.64406 1.94369 9 -0.61750 1.59105 10 -0.59135 1.33295 11 -0.56542 1.13566 12 -0.53960 0.97970 13 -0.51379 0.85307 14 -0.48791 0.74801 15 -0.46191 0.65928 16 -0.43573 0.58321 17 -0.40933 0.51718 18 -0.38266 0.45922 19 -0.35570 0.40788 20 -0.32840 0.36203 21 -0.30072 0.32078 22 -0.27263 0.28343 23 -0.24410 0.24943 24 -0.21509 0.21831 25 -0.18557 0.18970 26 -0.15550 0.16328 27 -0.12483 0.13880 28 -0.09354 0.11603 29 -0.06159 0.09480 30 -0.02892 0.07493 31 0.00449 0.05629 32 0.03876 0.03876 Table A2/2 shows values of the pass (A ) and fail (B ) decision numbers against current sample number. The test n n statistic is the ratio d /V and shall be used to determine whether the series has passed or failed as follows: n n For m ≤ n ≤ m: o d (i) Pass the series if n ≤ A n V n d (ii) Fail the series if n ≥ B n V n d (iii) Take another measurement if A < n <B n n V n 68/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Remarks: The following recursive formulae are useful for computing successive values of the test statistic: � � 1 1 d ¼ 1 – d + d n n n – 1 n n � � 2 V2 ¼ 1 – 1 V2 + ðd n – d nÞ n n n – 1 n – 1 ðn¼2; 3; …; d ¼d ; V ¼0Þ 1 1 1 2.1.3. A pass is reached only if a pass decision has been reached both for the requirements of paragraph 2.1.1. and 2.1.2. If a pass decision has been reached only for the requirements in paragraph 2.1.1., the testing and statistical evaluation shall only continue for the requirements in paragraph 2.1.2. until a pass decision has been reached. If a pass decision has been reached only for the requirements in paragraph 2.1.2., the testing and statistical evaluation shall only continue for the requirements in paragraph 2.1.1. until a pass decision has been reached. 3. CO emissions, fuel efficiency and electric energy consumption 2 3.1. Statistical procedure 3.1.1. For Level 1A and the CO emissions and electric energy consumption from the 4 phases of a WLTP test in 2 Level 2: For the total number of tests (N) and the measurement results of the tested vehicles, x , x , … x , the average 1 2 N X and the standard deviation s shall be determined: tests ðx + x + x + … + x Þ X ¼ 1 2 3 N tests N and sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ðx – X Þ2 + ðx – X Þ2 + ::: + ðx – X Þ2 s¼ 1 tests 2 tests N tests N – 1 3.1.2. For Level 1B and the fuel efficiency and electric energy consumption from the first 3 phases of a WLTP test in Level 2: For the total number of tests (N) and the measurement results of the tested vehicles, x , x , … x , the average 1 2 N X and the standard deviation σ shall be determined: tests ðx + x + x + … + x Þ X ¼ 1 2 3 N testsN N and sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi σ¼ ðx1 – X testsÞ2 + ðx2 – X testsÞ2 + ::: + ðx10 – X testsÞ2 10 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 69/710EN OJ L, 26.6.2026 3.2. Statistical evaluation 3.2.1. For Level 1A and the CO emissions and electric energy consumption from the 4 phases of a WLTP test in 2 Level 2: For the evaluation of CO emissions the normalised values shall be calculated as follows: 2 x ¼ CO2test – i i CO 2declared – i where: CO is the CO emission test value for the individual vehicle i determined according to Appendix 2 test-i 2 1 of this Regulation CO is the reference CO value as declared for the individual vehicle i 2 declared-i 2 The normalised x values shall be used to determine the parameters X and s according to paragraph 3.1. i tests 3.2.2. For Level 1B and the fuel efficiency and electric energy consumption from the first 3 phases of a WLTP test in Level 2: For the evaluation of fuel efficiency the normalised values shall be calculated as follows: FE x ¼ test – i i FE declared – i where: FE is the fuel efficiency test value for individual vehicle i determined according to Appendix 1 of test-i this Regulation FE is the reference fuel efficiency value as declared for the individual vehicle declared-i 3.2.3. For Level 1A and Level 1B and for 3-phase and 4-phase WLTP tests in Level 2 For the evaluation of electric energy consumption (EC) the normalised values shall be calculated as follows: EC x ¼ test – i i EC COP – i where: EC is the electric energy consumption test value for individual vehicle i determined according to test-i Appendix 1 of this Regulation. EC is the reference electric energy consumption as declared for the individual vehicle i determined COP-i according to Appendix 1 of this Regulation. The normalised x values shall be used to determine the parameters X and s according to paragraph 3.1. i tests 70/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3. Pass/fail criteria 3.3.1. Evaluation of CO emissions and electric energy consumption 2 For Level 1A and 4-phase WLTP test in Level 2 only: For each total number of tests, one of the three following decisions can be reached, where the factor A shall be set at 1.01: (i) Pass the family if X ≤ A – ðt + t Þ · s tests P1;i P2;i (ii) Fail the family if X >A + ðt – t Þ · s tests F1;i F2 (iii) Take another measurement if: A – ðt + t Þ · s<X ≤ A + ðt – t Þ · s P1;i P2;i tests F1;i F2 where: parameters t , t t and t are taken from the Table A2/3. P1,i P2,i, F1,i, F2 Table A2/3 Pass/fail decision criteria for the sample size PASS FAIL Tests (i) tP1,i tP2,i tF1,i tF2 3 1.686 0.438 1.686 0.438 4 1.125 0.425 1.177 0.438 5 0.850 0.401 0.953 0.438 6 0.673 0.370 0.823 0.438 7 0.544 0.335 0.734 0.438 8 0.443 0.299 0.670 0.438 9 0.361 0.263 0.620 0.438 10 0.292 0.226 0.580 0.438 11 0.232 0.190 0.546 0.438 12 0.178 0.153 0.518 0.438 13 0.129 0.116 0.494 0.438 14 0.083 0.078 0.473 0.438 15 0.040 0.038 0.455 0.438 16 0.000 0.000 0.438 0.438 3.3.2. Evaluation of fuel efficiency and electric energy consumption For Level 1B and the first 3 phases of a WLTP test in Level 2 only: 3.3.2.1. For the evaluation of FE (Fuel Efficiency in km/L) the following provisions apply: (a) If 3 ≤ N_Evaluation ≤ 10 (i) Pass the family if X ≥ 1:000 testsNEvaluation (ii) Take another measurement if X <1:000 testsNEvaluation ELI: http://data.europa.eu/eli/reg/2026/1130/oj 71/710EN OJ L, 26.6.2026 (b) If N = 11 (i) Pass the family if all the following decisions can be reached 3 ∗ σ a. X ≥ 1:000 – pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNEvaluation N Evaluation 3 ∗ σ b. X ≥ 1:000 – pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNCoPfamily N CoP family c. x ≥ 1:000 – 3�σ i (ii) Fail the family if one of the following decisions can be reached 3 ∗ σ a. X <1:000 – pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNEvaluation N Evaluation 3 ∗ σ b. X <1:000 – pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNCoPfamily N CoP family c. x <1:000 – 3 ∗ σ i where: N_Evaluation is the total number of vehicles tested during the applicable evaluation N_CoP family is the total number of vehicles tested in the CoP family during the year (e.g. If the total number of vehicles tested for the first evaluation is 11 and the total number of vehicles tested for the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15) In any case, if N_CoP family > 10, x ≥ 1:000 – 3 ∗ σshall be satisfied. i 3.3.2.2. For the evaluation of EC (Electric consumption in Wh/km) the following provisions apply: (a) If 3 ≤ N_Evaluation ≤ 10 (i) Pass the family if X ≤ 1:000 testsNEvaluation (ii) Take another measurement if X >1:000 testsNEvaluation (b) If N = 11 (i) Pass the family if all the following decisions can be reached 3 ∗ σ a. X ≤ 1:000 + pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNEvaluation N Evaluation 3 ∗ σ b. X ≤ 1:000 + pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNCoPfamily N CoP family c. x ≤ 1:000 + 3 ∗ σ i (ii) Fail the family if one of the following decisions can be reached 3 ∗ σ a. X >1:000 + pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNEvaluation N Evaluation 3 ∗ σ b. X >1:000 + pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi testsNCoPfamily N CoP family c. x > 1:000 + 3 ∗ σ i where: N_Evaluation is the total number of vehicles tested during the applicable evaluation N_CoP family is the total number of vehicles tested in the CoP family during the year (e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15) In any case, if N_CoP family > 10, x ≤ 1:000 + 3 ∗ σshall be satisfied. i 72/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3.2.3. If the number of vehicles produced within the CoP family exceeds 7,500 vehicles per 12 months, for the second or later evaluation, “a. If 3 ≤ N_Evaluation ≤ 10” may be replaced by “a. If N_Evaluation = 3” and “b. If N_Evaluation = 11” may be replaced by “b. If N_Evaluation = 4”. For the second or later year, this provision shall not be used for the first evaluation for the CoP family in the year. σ shall be determined from the test result of first 10 tested vehicles after start of production for each CoP family. σ shall not be changed once σ is determined for the CoP family even for the second or later years. At the request of the manufacturer and with the approval of the responsible authority, and with reasonable evidence and appropriate data, σ may be changed. 3.3.3. A pass is reached only if a pass decision has been reached both for the requirements of paragraph 3.3.1. and paragraph 3.3.2. If a pass decision has been reached only for the requirements in paragraph 3.3.1., the testing and statistical evaluation shall only continue for the requirements in paragraph 3.3.2. until a pass decision has been reached. If a pass decision has been reached only for the requirements in paragraph 3.3.2., the testing and statistical evaluation shall only continue for the requirements in paragraph 3.3.1. until a pass decision has been reached. 3.4. Accuracy of the OBFCM device (not applicable for Level 1C) The conformity of production of OBFCM devices as defined in paragraph 4.2. of Appendix 5 shall be evaluated as follows: (1) Applicable vehicles Vehicles referred in paragraph 5.11.1. to Level 1A Level 1B Level 2 this Regulation (a) yes yes yes (b) yes NA yes (c) yes NA yes (d) NA LPG only LPG only (2) For each single test i performed for the purposes of paragraph 3. of this appendix the value xi shall be set equal to: 1 / (1 - Accuracy) where the Accuracy of the OBFCM device shall be determined in accordance with paragraph 4.2. of Appendix 5. For Level 1A and Level 2 only For PEVs and OVC-HEVs the accuracy regarding the vehicle energy charged shall be calculated using Vehicle_energy_charged , measured at the mains during the application of a normal charge of REESS_charging the preconditioning as defined in paragraph 2.2.3 and 3.1.2 of Appendix 4 to Annex B8, and Vehicle_energy_charged , determined for the same normal charge using the differentials of the OBFCM parameter "Total grid energy into the vehicle (lifetime) (kWh). (3) This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; The conformity of production of the OBFCM devices shall be evaluated according to the requirements of paragraph 3.3.1., but applying a factor A value of 1.0526. If for the last test N performed for the purposes of paragraph 3. the decision (iii) of paragraph 3.3.1. with regard to the conformity of production of the OBFCM devices is reached, the sequence of tests shall be continued until a final decision (i) or (ii) of paragraph 3.3.1. is reached. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 73/710EN OJ L, 26.6.2026 The Type Approval authority shall keep a record of the determined accuracies of OBFCM device at each test as well as the decision according to paragraph 3.3.1. after each test. (4) This paragraph is applicable to Level 1B and 3-phase WLTP test in Level 2 only; The conformity of production of the OBFCM devices shall be evaluated according to the requirements of paragraph 3.3.1. adding a partial expression to the original formula (i),(ii),(iii), but applying a factor A value of 1.0526 and B value of 0.9524. (i) Pass the family if X ≤ A – ðt + t Þ · s tests P1;i P2;i and B + ðt + t Þ · s ≤ X P1;i P2;i tests (ii) Fail the family if X >A + ðt – t Þ · s tests F1;i F2 or B – ðt – t Þ · s>X F1;i F2 tests (iii) Take another measurement if: A – ðt + t Þ · s<X ≤ A + ðt – t Þ · s P1;i P2;i tests F1;i F2 or B – ðt – t Þ · s ≤ X <B + ðt + t Þ · s F1;i F2 tests P1;i P2;i If for the last test N performed for the purposes of paragraph 3.3.2.1. the decision (iii) of paragraph 3.4.(4) with regard to the conformity of production of the OBFCM devices is reached, the sequence of tests shall be continued until a final decision (i) or (ii) of paragraph 3.4.(4). is reached. The Type Approval authority shall keep a record of the determined accuracies of OBFCM device at each test as well as the decision according to paragraph 3.3.1. after each test. 74/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Appendix 3 Run-in test procedure to determine run-in factors 1. Description of test procedure for the determination of the run-in factors 1.1. The run-in test procedure shall be conducted by the manufacturer, who shall not make any adjustments to the test vehicles that have an impact on the criteria emissions, CO emissions, fuel efficiency and electric energy 2 consumption. The hardware and relevant ECU calibration of the test vehicle shall conform to the type approval vehicle. All the relevant hardware that has an impact on the criteria emissions, CO emissions, fuel 2 efficiency and electric energy consumption shall have had no operation prior to the run-in test procedure. 1.2. The test vehicle shall be configured as vehicle H within the CoP family. If the CoP family has multiple interpolation families, the test vehicle shall be configured as vehicle H of the interpolation family with the highest expected production volume within the CoP family. At the request of the manufacturer, and with approval of the responsible authority a different test vehicle may be selected. 1.2.1. Extension of run-in factor At the request of the vehicle manufacturer and with approval by the responsible authority, the derived run-in factor for CO emissions, criteria emissions, fuel efficiency and electric energy consumption can be extended 2 to other CoP families. The vehicle manufacturer shall provide evidence on the justification and technical criteria for merging these COP families, ensuring that there is a large similarity between those families. 1.3. The test vehicle shall be a new vehicle, or a used test vehicle for which at least all of the following components are newly installed simultaneously: (a) Internal combustion engine; (b) Driveline components (at least, but not limited to, transmission, tyre, axles, etc.); (c) Brake components; (d) For Level 1A and Level 2 only: REESSs for EVs; (e) For Level 1A and Level 2 only: Exhaust system; and any other component that has a non-negligible influence on criteria emissions, CO emissions, fuel 2 efficiency and electric energy consumption. For the new vehicle, or the used vehicle for which the above mentioned components have been replaced, the system odometer of the test vehicle D in km shall be recorded. s 1.4. At the request of the manufacturer and with approval by the responsible authority, it is allowed to perform the run-in procedure on multiple test vehicles. In this case, the valid test results of all tested vehicles shall be considered for the determination of the run-in factors. 1.5. Chassis dynamometer setting 1.5.1. The chassis dynamometer shall be set to the target road load for the test vehicle, according to the procedure specified in paragraph 7. of Annex B4. The chassis dynamometer shall be set independently prior to each test before the run-in mileage accumulation and shall be set once for the post-run-in tests after the run-in mileage accumulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 75/710EN OJ L, 26.6.2026 1.5.2. For Level 1B only: It is allowed to apply the same dynamometer setting value which was generated during type approval testing for all testing. 1.6. Before the run-in, the test vehicle shall be tested according to the Type 1 test procedure specified in Annex B6 or Annex B8. The test shall be repeated until three valid test results have been obtained. Drive trace indexes shall be calculated according to paragraph 7. of Annex B7 and these shall fulfil the criteria specified in paragraph 2.6.8.3.1.4. of Annex B6. The system odometer setting Di shall be recorded prior to each test. For Level 1A and Level 2 only: The signal of the acceleration control position shall be recorded during all tests at a sampling frequency of 10 Hz. It is allowed to use the OBD acceleration control position signal for this purpose. The responsible authority may request the manufacturer to evaluate this signal to ensure that the test result is performed correctly. 1.7. After the initial tests, the test vehicle shall be run-in under normal driving conditions. OVC-HEVs shall be driven predominantly in charge-sustaining operating conditions. The driving pattern, test conditions and fuel during the run-in shall be in accordance with the manufacturer’s engineering judgement. The run-in distance shall be less than or equivalent to the distance driven during the run-in of the vehicle which was tested for the type approval of the interpolation family, in accordance with paragraph 2.3.3. of Annex B6 or paragraph 2. of Annex B8. 1.8. After the run-in, the test vehicle shall be tested according to the Type 1 test procedure specified in Annex B6 or Annex B8. The test shall be repeated until the following number of valid test results have been obtained: For Level 1A, Level 1B and Level 2 criteria emissions: three tests For Level 1B fuel efficiency and/or electric energy consumption: two tests Drive trace indexes shall be calculated according to paragraph 7. of Annex B7 and these shall fulfil the criteria specified in paragraph 2.6.8.3.1.4. of Annex B6. These tests shall be performed in the same test cell as used for the tests prior to the run-in and by applying the same chassis dynamometer setting method. If this is not possible, the manufacturer shall justify the reason for using a different test cell. The system odometer setting D in km shall be recorded prior to each test. i 1.9. For Level 1A and Level 2 only: For the determination of the run-in factor for the CO emissions, the coefficients C and C in the following 2 RI const equation shall be calculated by a least squares regression analysis to four significant digits on all valid tests before and after the run-in: M ¼C · lnðD – DÞ + C CO2;i RI i s const where: M is the measured CO emission for test i, g/km CO2,i 2 C is the slope of the logarithmic regression line RI C is the constant value of the logarithmic regression line const In the case that multiple vehicles have been tested, the C shall be calculated for each vehicle, and the resulting RI values shall be averaged. The manufacturer will provide statistical evidence to the responsible authority that the fit is sufficiently statistically justified. 76/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.9.1. For Level 1A and Level 2 only: Based on the deviation of the measurements from the fit, the slope C should be corrected downward with the RI standard errors of the slope: sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi σ ¼ ∑ðM CO2;i – M CO2;i – fitÞ2 fit N – 2 and σ SEðC Þ¼qffiffiffiffiffiffiffiffifffiiffitffiffiffiffiffiffiffiffiffiffiffi RI ∑ðx – xÞ2 i where: M is the result of the applying the equation for each of the distances D. CO2,i-fit i x ¼lnðD – DÞ i i s x ¼ mean value lnðD – DÞ i s The slope C shall be corrected for the uncertainty in the fit by: RI C ¼C + SEðC Þ RI – fit RI RI 1.10. For Level 1A and Level 2 only: The run-in factor RI (j) for CO emissions of CoP test vehicle j shall be determined by the following equation: CO2 2 0 � �1 ln D Þ – lnðD RI ðjÞ¼1 + C · @ k j A CO2 RI – fit M CO2;j where: D is the average distance of the valid tests after the run-in, km k D is the system odometer setting of the CoP test vehicle, km j M is the mass CO emission measured on the CoP test vehicle, g/km CO2,j 2 In the case that D is lower than the minimum D, D shall be replaced by the minimum D. j i j i 1.11. For the determination of the run-in factor for all applicable criteria emissions after 4 phases, the coefficients C and C shall be calculated with a least squares regression analysis to four significant digits on all valid RI,c const,c tests before and after the run-in: M ¼C · ðD – DÞ + C C;i RI;c i s const;c where: M is the measured mass criteria emission component C C,i C is the slope of the linear regression line, g/km2 RI,c C is the constant value of the linear regression line, g/km const,c The manufacturer will provide statistical evidence to the responsible authority that the fit is sufficiently statistically justified and the uncertainty margin based on the variation in the data should be taken into account to avoid an overestimation of the run-in effect. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 77/710EN OJ L, 26.6.2026 1.12. The run-in factor RI (j) for criteria emission component C of CoP test vehicle j shall be determined by the C following equation: � � D – D RI ðjÞ¼1 + C · k j C RI;c M C;j where: D is the average distance of the valid tests after the run-in, km k D is the system odometer setting of the CoP test vehicle, km j M is the mass emission of component C on the CoP test vehicle, g/km C,j In the case that D is lower than the minimum D, D shall be replaced by the minimum D. j i j i 1.13. For Level 1A and 4-phase WLTP test in Level 2 only: The run-in factor RI (j) for electric energy consumption shall be determined according to the procedure EC specified in paragraphs 1.9., 1.9.1. and 1.10. of this appendix, where CO in the formulae is replaced by EC. 2 For Level 1B and the first 3 phases of a WLTP test in Level 2 only: The run-in factor RI (j) for fuel efficiency and RI (j) for electric energy consumption shall be determined FE EC according to the procedure specified in paragraphs 1.9. (excluding paragraph 1.9.1.) and 1.10. of this appendix, where CO in the formulae is replaced by FE and EC respectively. 2 2. For Level 1B and the first 3 phases of a WLTP test in Level 2 only Prior to the application of the derived run-in factor for fuel efficiency, the manufacturer shall provide the following information to the responsible authority: (a) evidence of the derived run-in factor including the existence of statistical significance regarding the fit of the slope; (b) an explanation of the validation method to be used after the start of production, e.g. by measuring the run-in factor from selected vehicle(s) from the plant and then evaluating whether the run-in factor is appropriate or not. 78/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Appendix 4 Conformity of production for Type 4 test 1. For routine end-of-production-line testing, as an alternative to conducting the Type 4 test as described in Annex C3 the holder of the approval may demonstrate compliance by sampling vehicles which shall meet the requirements in paragraphs 2. to 4. of this appendix. 1.1. In case of vehicles with a sealed fuel tank system, at the request of the manufacturer and in agreement with the responsible authority, alternative procedures to paragraphs 2. to 4. of this appendix can be applied. 1.2. When the manufacturer chooses to use any alternative procedure, all the details of the conformity test procedure shall be recorded in the type approval documentation. 2. Test for leakage 2.1. Vents to the atmosphere from the emission control system shall be isolated. 2.2. A pressure of 3.70 kPa ± 0.10 kPa shall be applied to the fuel system. At the request of manufacturer and with approval of the responsible authority, an alternative pressure can also be applied, taking into account the design pressures of the fuel system. 2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source. 2.4. Following isolation of the fuel system, the pressure shall not drop by more than 0.50 kPa in five minutes. 2.5. At the request of the manufacturer and in agreement with the responsible authority the function for leakage can be demonstrated by an equivalent alternative procedure. 3. Test for venting 3.1. Vents to the atmosphere from the emission control shall be isolated. 3.2. A pressure of 3.70 kPa ± 0.10 kPa shall be applied to the fuel system. At the request of manufacturer and with approval of the responsible authority, an alternative pressure can also be applied, taking into account the pressure range in use of the fuel system. 3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source. 3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated to the production condition. 3.5. The pressure of the fuel system shall drop to below a pressure less than 2.5 kPa above ambient pressure within one minute. 3.6. At the request of the manufacturer and in agreement with the responsible authority the functional capacity for venting can be demonstrated, when applicable, by an equivalent alternative procedure. In this case the pressures and times stated in paragraphs 3.2. and 3.5. may be adapted to take into account the design parameters of the fuel system. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 79/710EN OJ L, 26.6.2026 4. Purge test 4.1. Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be attached to the purge inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected via a switching valve to the purge inlet, or alternatively. 4.2. The manufacturer may use a flow meter of his own choosing, if acceptable to the responsible authority. 4.3. The vehicle shall be operated in such a manner that any design feature of the purge system that could restrict purge operation is detected and the circumstances noted. 4.4. Whilst the engine is operating within the bounds noted in paragraph 4.3. of this appendix, the air flow shall be determined by either: 4.4.1. The device indicated in paragraph 4.1. of this appendix being switched in. A pressure drop from atmospheric to a level indicating that a volume of 1.0 litre of air has flowed into the evaporative emission control system within one minute shall be observed; or 4.4.2. If an alternative flow measuring device is used, a reading of no less than 1.0 litre per minute shall be detectable. 4.4.3. At the request of the manufacturer and in agreement with the responsible authority an equivalent alternative purge test procedure can be used. 80/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Appendix 5 Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy This appendix is not applicable for Level 1C 1. Introduction This appendix sets out the definitions and requirements applicable to the devices for monitoring on board the vehicle the consumption of fuel and/or electric energy. 2. Definitions In addition to the definitions in Paragraph 3 of this Regulation, the following definitions apply. 2.1. "On-board Fuel and/or Energy Consumption Monitoring Device" ("OBFCM device") means any element of design, either software and/or hardware, which senses and uses vehicle, engine, fuel and/or electric energy parameters to determine and make available at least the information laid down in paragraph 3 of this appendix, and store the lifetime values on board the vehicle. 2.2. "Lifetime" value of a certain quantity determined and stored at a time t shall be the values of this quantity accumulated since the completion of production of the vehicle until time t. 2.3. "Engine fuel rate" means the amount of fuel injected into the engine per unit of time. It does not include fuel injected directly into the pollution control device. 2.4. "Vehicle fuel rate" means the amount of fuel injected into the engine and directly into the pollution control device per unit of time. It does not include the fuel used by a fuel operated heater. 2.5. "Total Fuel Consumed (lifetime)" means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device. It does not include the fuel used by a fuel operated heater. 2.6. "Total Distance Travelled (lifetime)" means the accumulation of the distance travelled using the same data source that the vehicle odometer uses. 2.7 "Total grid energy into the battery (lifetime)" means the accumulation of the calculated amount of electric energy flowing into the battery when the vehicle is connected to an external power supply and the engine is turned off. It shall not include electrical losses between the external power source and the battery. 2.8. "Charge-sustaining operation" means, for OVC-HEVs, the state of vehicle operation when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control system is to maintain, on average, the current state of charge. 2.9. "Charge-depleting operation" means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is higher than the charge-sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge-sustaining target SOC value. 2.10. "Driver-selectable charge-increasing operation" means, for OVC-HEVs, the operating condition in which the driver has selected a mode of operation, with the intention to increase the REESS SOC. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 81/710EN OJ L, 26.6.2026 2.11. "Total grid energy into the vehicle (lifetime)" means the accumulation of the electric energy flowing into the vehicle from an external power supply connected via any charging interface the vehicle is equipped with. 2.12. “Total grid energy into the vehicle from off-board AC charging (lifetime)” means the accumulation of the electric energy flowing into the vehicle from an AC external power supply connected via any charging interface the vehicle is equipped with. 2.13. "Full charging event" means a full charge of the battery after break-off criterion is reached until the end-of-charge criterion is reached, as set out in the Type 1 test procedure. 2.14. "Total gaseous fuel consumed (lifetime)" means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device, in kilograms. It does not include the fuel used by a fuel operated heater. 2.15. "Total Fuel Cell Fuel Consumed (lifetime)" means the accumulation of the calculated amount of fuel injected into the fuel cell in kilograms. 2.16. "Energy consumption rate" means the amount of energy consumed for vehicle propulsion per unit of time. 2.17. "Vehicle Identification Number" means Vehicle identification number (VIN) prescribed in ISO 3779, chassis number or those equivalent to these 2.18. "Lifetime value retention status" means the status "0" in which Lifetime values are preserved as specified in paragraph 5.2. and the status "1" in which Lifetime values are no longer preserved as specified in paragraph 5.5. 3. Information to be determined, stored and made available The OBFCM device shall determine at least the following parameters and store the lifetime values on board the vehicle. The parameters shall be calculated and scaled according to the standards referred to in paragraph 6.5.3.2. (a) or (e) or (f) or (g) of Appendix 1 to Annex C5 and shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2. (c) of Appendix 1 to Annex C5. 3.1. For pure ICE and NOVC-HEVs powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of those fuels, and for Level 1B and Level 2 only LPG: (a) Total fuel consumed (lifetime) (litres); (b) Total distance travelled (lifetime) (kilometres); (c) Engine fuel rate (grams/second); (d) Engine fuel rate (litres/hour); (e) Vehicle fuel rate (grams/second); (f) Vehicle speed (kilometres/hour); (g) Lifetime value retention status; For Level 1B and Level 2 only: (h) Vehicle Identification Number. 3.2. For OVC-HEVs: (a) Total fuel consumed (lifetime) (litres); (b) Total fuel consumed in charge-depleting operation (lifetime) (litres); 82/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (c) Total fuel consumed in driver-selectable charge-increasing operation (lifetime) (litres); (d) Total distance travelled (lifetime) (kilometres); (e) Total distance travelled in charge-depleting operation with engine off (lifetime) (kilometres); (f) Total distance travelled in charge-depleting operation with engine running (lifetime) (kilometres); (g) Total distance travelled in driver-selectable charge-increasing operation (lifetime) (kilometres); (h) Engine fuel rate (grams/second); (i) Engine fuel rate (litres/hour); (j) Vehicle fuel rate (grams/second); (k) Vehicle speed (kilometres/hour); (l) Total grid energy into the battery (lifetime) (kWh); (m) Total discharge energy in V2X (lifetime) (kWh), (if applicable); (n) Total discharge energy for non-traction purposes (lifetime) (kWh), if applicable; (o) Lifetime value retention status; For Level 1A and Level 2 only: (p) Total grid energy into the vehicle (lifetime) (kWh); (q) Total grid energy into the vehicle from off-board AC charging (lifetime) (kWh); For Level 1B and Level 2 only: (r) Energy consumption rate per second (Wh/second); (s) Vehicle Identification Number. 3.3. For PEVs: (a) Total distance travelled (lifetime) (kilometres); (b) Total grid energy into the battery (lifetime) (kWh); (c) Vehicle speed (kilometres/hour); (d) REESS Current (A); (e) REESS Voltage (V); (f) REESS state of charge (%). (g) Total discharge energy in V2X (lifetime) (kWh)(, if applicable); (h) Total discharge energy for non-traction purposes (lifetime) (kWh), if applicable; (i) Lifetime value retention status; For Level 1A and Level 2 only: (j) Total grid energy into the vehicle (lifetime) (kWh); (k) Total grid energy into the vehicle from off-board AC charging (lifetime) (kWh); For Level 1B and Level 2 only: (l) Energy consumption rate per second (Wh/second); (m) Vehicle Identification Number. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 83/710EN OJ L, 26.6.2026 3.4. This paragraph is applicable to Level 1B and Level 2 only For NOVC-FCHVs: (a) Total fuel consumed (lifetime) (kilograms); (b) Total distance travelled (lifetime) (kilometres); (c) Vehicle fuel rate (grams/second); (d) Vehicle speed (kilometres/hour); (e) Vehicle Identification Number; (f) Lifetime value retention status. 3.5. This paragraph is applicable to Level 1B and Level 2 only For OVC-FCHVs: (a) Total fuel consumed (lifetime) (kilograms); (b) Total distance travelled (lifetime) (kilometres); (c) Total grid energy into the battery (lifetime) (kWh); (d) Vehicle fuel rate (grams/second); (e) Vehicle speed (kilometres/hour); (f) Energy consumption rate per second (Wh/second); (g) Energy throughput (lifetime) (kWh); (h) Total discharge energy in V2X (lifetime) (kWh); (i) Vehicle Identification Number; (j) Lifetime value retention status. 3.6. This paragraph is applicable to Level 1B and Level 2 only For mono-fuel gas (except LPG and Hydrogen) vehicles: (a) Total gaseous fuel consumed (lifetime) (kilograms); (b) Total distance travelled (lifetime) (kilometres); (c) Engine fuel rate (grams/second); (d) Vehicle fuel rate (grams/second); (e) Vehicle speed (kilometres/hour); (f) Vehicle Identification Number; (g) Lifetime value retention status. 4. Accuracy 4.1. With regard to the information specified in paragraph 3., the manufacturer shall ensure that the OBFCM device provides the most accurate values that can be achieved by the measurement and calculation system of the engine control unit. 84/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2. Notwithstanding paragraph 4.1., the manufacturer shall ensure that the accuracy is higher than - 0.05 and lower than 0.05 calculated with three decimals using the following formula: For pure ICEs and NOVC-HEVs powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of those fuels, for OVC-HEVs, and for LPG: (LPG is applicable to Level 1B and Level 2 only): Fuel Consumed – Fuel Consumed Accuracy¼ WLTP OBFCM Fuel Consumed WLTP Where: Fuel_Consumed (litres) is the fuel consumption determined at the first test carried out in accordance WLTP with paragraph 1.2. of Annex B6, calculated in accordance with paragraph 6. of Annex B7, using emission results over the total cycle before applying corrections (output of step 2 in Table A7/1 of Annex B7), multiplied by the actual distance driven and divided by 100. For OVC-HEVs the charge- sustaining Type 1 test shall be used. Fuel_Consumed (litres) is the fuel consumption determined for the same test using the differentials of OBFCM the parameter ‘Total fuel consumed (lifetime)’ as provided by the OBFCM device. For OVC-HEVs the charge-sustaining Type 1 test shall be used. For PEVs, and OVC-HEVs: (PEV and OVC-HEV are applicable to Level 1A and Level 2 only) Vehicle energy charged – Vehicle energy charged Accuracy¼ REESScharging OBFCM Vehicle energy charged REESScharging Where: Vehicle_energy_charged (kWh) is total energy obtained from measuring the full charging event REESS_charging in type-1 test according to paragraph 3.4.4.3. of Annex B8. Vehicle_energy_charged (kWh) is the total energy as the differential in the "Total electric en­ OBFCM ergy into the vehicle (lifetime) (kWh)" for the same full char­ ging event. 4.2.1. If the accuracy requirements set out in paragraph 4.2. are not met, the accuracy shall be recalculated for subsequent Type 1 tests performed in accordance with paragraph 1.2. of Annex B6, in accordance with the formulae in paragraph 4.2., using: — For Level 1B: the fuel consumed, determined and accumulated over all performed tests — For Level 1A and Level 2: the fuel consumed and/or the vehicle energy charged (as applicable) determined and accumulated over all performed tests The accuracy requirement shall be deemed to be fulfilled once the accuracy is higher than - 0.05 and lower than 0.05. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 85/710EN OJ L, 26.6.2026 4.2.2. If the accuracy requirements set out in paragraph 4.2.1. are not met following the subsequent tests pursuant to this point, additional tests may be performed for the purpose of determining the accuracy, however, the total number of tests shall not exceed three tests for a vehicle tested without using the interpolation method (vehicle H), and six tests for a vehicle tested using the interpolation method (three tests for vehicle H and three tests for vehicle L). The accuracy shall be recalculated for the additional subsequent Type 1 tests in accordance with the formulae in paragraph 4.2., using: — For Level 1B: the fuel consumed, determined and accumulated over all performed tests. — For Level 1A and Level 2: the fuel consumed and/or the vehicle energy charged (as applicable), determined and accumulated over all performed tests. The requirement shall be deemed to be fulfilled once the accuracy is higher than - 0.05 and lower than 0.05. Where the tests have been performed only for the purpose of determining the accuracy of the OBFCM device, the results of the additional tests shall not be taken into account for any other purposes. 5. Access to the information provided by the OBFCM device 5.1. The OBFCM device shall provide for standardised and unrestricted access of the information specified in paragraph 3. and shall conform to the standards referred to in paragraphs 6.5.3.1. (a) and 6.5.3.2. (a) or (e) or (f) or (g) of Appendix 1 to Annex C5. 5.2. By way of exemption from the reset conditions specified in the standards referred to in paragraph 5.1. and notwithstanding the requirements of paragraph 5.4., once the vehicle has entered into service the values of the lifetime counters shall be preserved. 5.3. The values of the lifetime counters may be reset only for those vehicles for which the memory type of the engine control unit is unable to preserve data when not powered by electricity. For those vehicles the values may be reset simultaneously only in the case the battery is disconnected from the vehicle. 5.4. In the case of malfunctioning affecting the values of the lifetime counters, or replacement of the engine control unit, the counters may be reset simultaneously to ensure that the values remain fully synchronised. 5.5. In cases where the lifetime values are no longer preserved notwithstanding the provisions of paragraph 5.2., the fact that they are no longer preserved shall be recorded in the relevant control unit and the record concerned shall not be deleted easily. 5.6. This paragraph is applicable to Level 1B and Level 2 only: Manufacturers shall provide functions to deter modifications to on-board fuel and power consumption measurement devices other than modifications approved by the manufacturer. Manufacturers shall permit modifications when such modifications are necessary for vehicle diagnosis, maintenance, inspection, retrofitting or repair. Removable calibration memory chips shall be embedded, contained in a sealed container or protected by an electronic algorithm and shall not be altered without specialized tools or procedures. Vehicle manufacturers that use programmable computer code systems, such as electrically erasable and programmable read-only memory, EEPROMs, etc., shall deter unauthorized reprogramming. Automobile manufacturers shall employ robust tamper-resistant measures and write-protection features that require electronic access to an off-site computer maintained by the automobile manufacturer. 86/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Appendix 6 Requirements for vehicles that use a reagent for the exhaust after-treatment system 1. This appendix sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order to reduce emissions. Every reference in this appendix to 'reagent tank' shall be understood as also applying to other containers in which a reagent is stored. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the reagent requirements. This declaration of compliance replaces the requirements for testing in accordance with this Appendix at type-approval. A template for the manufacturer's declaration of compliance with the reagent requirements is laid down in Appendix 1 of Annex A2. 1.1. The capacity of the reagent tank shall be such that a full reagent tank does not need to be replenished over an average driving range of 5 full fuel tanks providing the reagent tank can be easily replenished (e.g. without the use of tools and without removing vehicle interior trim. The opening of an interior flap, in order to gain access for the purpose of reagent replenishment, shall not be understood as the removal of interior trim). If the reagent tank is not considered to be easy to replenish as described above, the minimum reagent tank capacity shall be at least equivalent to an average driving distance of 15 full fuel tanks. However, in the case of the option in paragraph 3.5., where the manufacturer chooses to start the warning system at a distance which may not be less than 2,400 km before the reagent tank becomes empty, the above restrictions on a minimum reagent tank capacity shall not apply. 1.2. In the context of this appendix, the term "average driving distance" shall be taken to be derived from the fuel or reagent consumption during a Type 1 test for the driving distance of a fuel tank and the driving distance of a reagent tank respectively. 2. Reagent indication 2.1. The vehicle shall include a specific indicator on the dashboard that informs the driver when reagent levels are below the threshold values specified in paragraph 3.5. 3. Driver warning system 3.1. The vehicle shall include a warning system consisting of visual alarms that informs the driver when an abnormality is detected in the reagent dosing, e.g. when emissions are too high, the reagent level is low, reagent dosing is interrupted, or the reagent is not of a quality specified by the manufacturer. The warning system may also include an audible component to alert the driver. 3.2. The warning system shall escalate in intensity as the reagent approaches empty. It shall culminate in a driver notification that cannot be easily defeated or ignored. It shall not be possible to turn off the system until the reagent has been replenished. 3.3. The visual warning shall display a message indicating a low level of reagent. The warning shall not be the same as the warning used for the purposes of OBD or other engine maintenance. The warning shall be sufficiently clear for the driver to understand that the reagent level is low (e.g. "urea level low", "AdBlue level low", or "reagent low"). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 87/710EN OJ L, 26.6.2026 3.4. The warning system does not initially need to be continuously activated, however the warning shall escalate so that it becomes continuous as the level of the reagent approaches the point where the driver inducement system in paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. "fill up urea"', "fill up AdBlue", or "fill up reagent"). The continuous warning system may be temporarily interrupted by other warning signals providing that they are important safety related messages. 3.5. The warning system shall activate at a distance equivalent to a driving range of at least 2,400 km in advance of the reagent tank becoming empty, or at the choice of the manufacturer at the latest when the level of reagent in the tank reaches one of the following levels: (a) A level expected to be sufficient for driving 150 per cent of an average driving range with a complete tank of fuel; or (b) 10 per cent of the capacity of the reagent tank, whichever occurs earlier. 4. Identification of incorrect reagent 4.1. The vehicle shall include a means of determining that a reagent corresponding to the characteristics declared by the manufacturer and recorded in Annex A1 is present on the vehicle. 4.2. If the reagent in the storage tank does not correspond to the minimum requirements declared by the manufacturer the driver warning system in paragraph 3. shall be activated and shall display a message indicating an appropriate warning (e.g. "incorrect urea detected", "incorrect AdBlue detected", or "incorrect reagent detected"). If the reagent quality is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. 5. Reagent consumption monitoring 5.1. The vehicle shall include a means of determining reagent consumption and providing off-board access to consumption information. 5.2. Average reagent consumption and average demanded reagent consumption by the engine system shall be available via the serial port of the standard diagnostic connector. Data shall be available over the previous complete 2,400 km period of vehicle operation. 5.3. In order to monitor reagent consumption, at least the following parameters within the vehicle shall be monitored: (a) The level of reagent in the on-vehicle storage tank; and (b) The flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust after-treatment system. 5.4. A deviation of more than 50 per cent between the average reagent consumption and the average demanded reagent consumption by the engine system over a period of 30 minutes of vehicle operation shall result in the activation of the driver warning system in paragraph 3., which shall display a message indicating an appropriate warning (e.g. "urea dosing malfunction", "AdBlue dosing malfunction", or "reagent dosing malfunction"). If the reagent consumption is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. 88/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.5. In the case of interruption in reagent dosing activity the driver warning system as referred to in paragraph 3. shall be activated, which shall display a message indicating an appropriate warning. Where the reagent dosing interruption is initiated by the engine system because the vehicle operating conditions are such that the vehicle's emission performance does not require reagent dosing, the activation of the driver warning system as referred to in paragraph 3. may be omitted, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply. If the reagent dosing is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. 6. Monitoring NOx emissions 6.1. As an alternative to the monitoring requirements referred to in paragraphs 4. and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx levels in the exhaust. 6.2. The manufacturer shall demonstrate that use of the sensors referred to in paragraph 6.1. and any other sensors on the vehicle, results in the activation of the driver warning system as referred to in paragraph 3., the display of a message indicating an appropriate warning (e.g. “emissions too high — check urea”, “emissions too high — check AdBlue”, “emissions too high — check reagent”), and the activation of the driver inducement system as referred to in paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5. occur. For the purposes of this paragraph these situations are presumed to occur if the applicable NOx OBD threshold set out in Table 4 of paragraph 6.8.2. is exceeded. NOx emissions during the test to demonstrate compliance with these requirements shall be no more than 20 per cent higher than the OBD threshold limits. 7. Storage of failure information 7.1. Where reference is made to this paragraph, non-erasable Parameter Identifiers (PID) shall be stored identifying the reason for and the distance travelled by the vehicle during the inducement system activation. The vehicle shall retain a record of the PID for at least 800 days or 30,000 km of vehicle operation. The PID shall be made available via the serial port of a standard diagnostic connector upon request of a generic scan tool in accordance with the provisions of paragraph 6.5.3.1. of Appendix 1 to Annex C5. The information stored in the PID shall be linked to the period of cumulated vehicle operation, during which it has occurred, with an accuracy of not less than 300 days or 10,000 km. 7.2. Malfunctions in the reagent dosing system attributed to technical failures (e.g. mechanical or electrical faults) shall also be subject to the OBD requirements in paragraph 6.8. of this Regulation and Annex C5. 8. Driver inducement system 8.1. The vehicle shall include a driver inducement system to ensure that the vehicle operates with a functioning emission control system at all times. The inducement system shall be designed so as to ensure that the vehicle cannot operate with an empty reagent tank. 8.1.1. The requirement for a driver inducement system shall not apply to vehicles designed and constructed for use by the rescue services, armed services, civil defence, fire services and forces responsible for maintaining public order. Permanent deactivation of the driver inducement system for these vehicles shall only be done by the vehicle manufacturer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 89/710EN OJ L, 26.6.2026 8.2. The inducement system shall activate at the latest when the level of reagent in the tank reaches: (a) In the case that the warning system was activated at least 2,400 km before the reagent tank was expected to become empty, a level expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel; (b) In the case that the warning system was activated at the level described in paragraph 3.5.(a), a level expected to be sufficient for driving 75 per cent of the average driving range of the vehicle with a complete tank of fuel; (c) In the case that the warning system was activated at the level described in paragraph 3.5.(b), 5 per cent of the capacity of the reagent tank; (d) In the case that the warning system was activated ahead of the levels described in both paragraph 3.5.(a) and 3.5.(b) but less than 2,400 km in advance of the reagent tank becoming empty, whichever level described in (b) or (c) of this paragraph occurs earlier. Where the alternative described in paragraph 6.1. is utilised, the system shall activate when the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred. The detection of an empty reagent tank and the irregularities mentioned in paragraphs 4., 5., or 6. shall result in the failure information storage requirements of paragraph 7. taking effect. 8.3. The manufacturer shall select which type of inducement system to install. The options for a system are described in paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4. (as applicable). 8.3.1. A "no engine restart after countdown" approach allows a countdown of restarts or distance remaining once the inducement system activates. Engine starts initiated by the vehicle control system, such as start-stop systems, are not included in this countdown. 8.3.1.1. In the case that the warning system was activated at least 2,400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. 8.3.1.2. In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 per cent of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. 8.3.1.3. In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 per cent of the capacity of the reagent tank, since the activation of the inducement system. 8.3.1.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.1.1., 8.3.1.2., or 8.3.1.3. 8.3.2. A "no start after refuelling" system results in a vehicle being unable to start after re-fuelling if the inducement system has activated. 8.3.3. A "fuel-lockout" approach prevents the vehicle from being refuelled by locking the fuel filler system after the inducement system activates. The lockout system shall be robust to prevent it being tampered with. 90/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 8.3.4. This paragraph and sub-paragraphs are applicable to Level 1A only A "performance restriction" approach restricts the speed of the vehicle after the inducement system activates. The level of speed limitation shall be noticeable to the driver and significantly reduce the maximum speed of the vehicle. Such limitation shall enter into operation gradually or after an engine start. Shortly before engine restarts are prevented, the speed of the vehicle shall not exceed 50 km/h. 8.3.4.1. In the case that the warning system was activated at least 2,400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. 8.3.4.2. In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 per cent of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. 8.3.4.3. In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 per cent of the capacity of the reagent tank, since the activation of the inducement system. 8.3.4.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3. 8.4. Once the inducement system has prevented engine restarts, the inducement system shall only be deactivated if the irregularities specified in paragraphs 4., 5., or 6. have been rectified or if the quantity of reagent added to the vehicle meets at least one of the following criteria: (a) Expected to be sufficient for driving 150 per cent of an average driving range with a complete tank of fuel; or (b) At least 10 per cent of the capacity of the reagent tank. After a repair has been carried out to correct a fault where the OBD system has been triggered under paragraph 7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be restarted for self-diagnosis purposes. The vehicle shall operate for a maximum of 50 km to enable the success of the repair to be validated. The inducement system shall be fully reactivated if the fault persists after this validation. 8.5. The driver warning system referred to in paragraph 3. shall display a message indicating clearly: (a) The number of remaining restarts and/or the remaining distance; and (b) The conditions under which the vehicle can be restarted. 8.6. Detailed written information fully describing the functional operation characteristics of the driver inducement system shall be provided to the Type Approval Authority at the time of approval. 8.7. As part of the application for type approval under this Regulation, the manufacturer shall demonstrate the operation of the driver warning and inducement systems. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 91/710EN OJ L, 26.6.2026 9. Information requirements 9.1. The manufacturer shall provide all owners of new vehicles with clear written information about any exhaust aftertreatment system which uses a reagent. This information shall state that if such an exhaust aftertreatment system is not functioning correctly, the driver shall be informed of a problem by the driver warning system and that the driver inducement system shall consequentially result in the vehicle being unable to start. 9.2. The instructions shall indicate requirements for the proper use and maintenance of vehicles, including the proper use of consumable reagents. 9.3. The instructions shall specify if consumable reagents have to be replenished by the vehicle driver between normal maintenance intervals. They shall indicate how the vehicle driver should replenish the reagent tank. The information shall also indicate a likely rate of reagent consumption for that type of vehicle and how often it should be replenished. 9.4. The instructions shall specify that use of, and replenishing of, a required reagent of the correct specifications is mandatory for the vehicle to comply with its certificate of conformity. 9.5. The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of emissions. 9.6. The instructions shall explain how the warning system and driver inducement systems work. In addition, the consequences of ignoring the warning system and not replenishing the reagent shall be explained. 10. Operating conditions of the after-treatment system Manufacturers shall ensure that any exhaust aftertreatment system which uses a reagent retains its emission control function during all ambient conditions, especially at low ambient temperatures. This includes taking measures to prevent the complete freezing of the reagent during parking times of up to 7 days at 258 K (-15 °C) with the reagent tank 50 per cent full. If the reagent is frozen, the manufacturer shall ensure that the reagent shall be liquefied and ready for use within 20 minutes of the vehicle being started at 258 K (-15 °C) measured inside the reagent tank. 92/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annexes Part A The Type Approval requirements and documentation included in Annexes Part A cover the requirements for Level 1A, Level 1B, Level 1C and Level 2. This means that certain elements may not be required for the level of approval being sought. In such an instance the element may be omitted. Where relevant, the Type Approval requirements and documentation included in Annexes Part A provide separate reporting tables/fields for the results after 3-phases and the results after 4-phases. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 93/710EN OJ L, 26.6.2026 ANNEX A1 Engine and vehicle characteristics and information concerning the conduct of tests (‘information document’) The following information, when applicable, shall be supplied in triplicate and include a list of contents. If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be presented in A4 format or folded to that format. Photographs, if any, shall show sufficient detail. If the systems, components or separate technical units have electronic controls, information concerning their performance shall be supplied. Note: the numbering of the paragraphs in this annex are deliberately non-sequential in places. Level of approval being applied for (L1A, L1B, L1C, L2): ..................................................................... 0 GENERAL 0.1. Make (trade name of manufacturer): ................................................... 0.2. Type: ................................................................................... 0.2.1. Commercial name(s) (if available): ...................................................... 0.2.3. Family identifiers (where applicable): ................................................... 0.2.3.1. Interpolation family: ................................................................... 0.2.3.2. ATCT family(s): ......................................................................... 0.2.3.4. Roadload family 0.2.3.4.1. Roadload family of VH: ................................................................. 0.2.3.4.2. Roadload family of VL: ................................................................. 0.2.3.4.3. Roadload families applicable in the interpolation family: .............................. 0.2.3.5. Roadload Matrix family(s): ............................................................. 0.2.3.6. Periodic regeneration family(s): ......................................................... 0.2.3.7. Evaporative test family(s): .............................................................. 0.2.3.8. OBD family(s): .......................................................................... 0.2.3.9. Durability family(s): .................................................................... 0.2.3.10. ER family(s): ............................................................................ 0.2.3.11. Gas Fuelled Vehicle family(s): ........................................................... 0.2.3.12. (Reserved) 0.2.3.13. K correction factor family: .......................................................... CO2 0.2.3.14. Low temperature range family: ......................................................... 0.2.3.15. Battery durability family(s): ............................................................. 0.2.3.15.1. Monitor family(s): ...................................................................... 0.2.3.16. Virtual distance family: ................................................................. 0.2.3.17. Lower limit pressure family for OVC-FCHVs and NOVC-FCHVs 94/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 0.2.4. other family(s): ......................................................................... 0.4. Category of vehicle (c): .................................................................. 0.5. Name and address of manufacturer: .................................................... 0.8. Name(s) and address(es) of assembly plant(s): .......................................... 0.9. Name and address of the manufacturer's representative (if any): ....................... 1. GENERAL CONSTRUCTION CHARACTERISTICS 1.1. Photographs and/or drawings of a representative vehicle/component/separate technical unit (1): 1.3.3. Powered axles (number, position, interconnection): .................................... 2. MASSES AND DIMENSIONS (f) (g) (7) (in kg and mm) (Refer to drawing where applicable) 2.6. Mass in running order (h) (a) maximum and minimum for each variant: ........................................ 2.6.3. Rotational mass: 3 % of the sum of mass in running order and 25 kg or value, per axle (kg): ................................................................................ 2.8. Technically permissible maximum laden mass stated by the manufacturer (i) (3): ...................................................................................... 3. PROPULSION ENERGY CONVERTER (k) 3.1. Manufacturer of the propulsion energy converter(s): ................................... 3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): ....................................................................... 3.2. Internal combustion engine 3.2.1.1. Working principle: positive ignition/compression ignition/dual fuel (1) Cycle: four stroke/two stroke/rotary (1) 3.2.1.2. Number and arrangement of cylinders: ................................................ 3.2.1.2.1. Bore (1): ............................................................................mm 3.2.1.2.2. Stroke (1): ..........................................................................mm 3.2.1.2.3. Firing order: ............................................................................ 3.2.1.3. Engine capacity (m): .................................................................cm3 3.2.1.4. Volumetric compression ratio (2): ...................................................... 3.2.1.5. Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings: ................................................................... 3.2.1.6. Normal engine idling speed (2): ...................................................min–1 3.2.1.6.1. High engine idling speed (2): ......................................................min–1 3.2.1.8. Rated engine power (n): .........kW at .........min–1(manufacturer's declared value) 3.2.1.9. Maximum permitted engine speed as prescribed by the manufacturer: ..........min–1 3.2.1.10. Maximum net torque (n): ........Nm at ........min–1(manufacturer's declared value) 3.2.2. Fuel 3.2.2.1. Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen (1), ELI: http://data.europa.eu/eli/reg/2026/1130/oj 95/710EN OJ L, 26.6.2026 3.2.2.1.1. RON, unleaded: ......................................................................... 3.2.2.4. Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (1) 3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): ....................................................................% by volume 3.2.4. Fuel feed 3.2.4.1. By carburettor(s): yes/no (1) 3.2.4.2. By fuel injection (compression ignition or dual fuel only): yes/no (1) 3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): .............. 3.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber (1) 3.2.4.2.3. Injection/Delivery pump 3.2.4.2.3.1. Make(s): ................................................................................ 3.2.4.2.3.2. Type(s): ................................................................................. 3.2.4.2.3.3. Maximum fuel delivery (1) (2): .................mm3/stroke or cycle at an engine speed of: ...........min–1or, alternatively, a characteristic diagram: ...........(When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed) 3.2.4.2.4. Engine speed limitation control 3.2.4.2.4.2.1. Speed at which cut-off starts under load: .........................................min–1 3.2.4.2.4.2.2. Maximum no-load speed: ........................................................min–1 3.2.4.2.6. Injector(s) 3.2.4.2.6.1. Make(s): ................................................................................ 3.2.4.2.6.2. Type(s): ................................................................................. 3.2.4.2.8. Auxiliary starting aid 3.2.4.2.8.1. Make(s): ................................................................................ 3.2.4.2.8.2. Type(s): ................................................................................. 3.2.4.2.8.3. System description: ..................................................................... 3.2.4.2.9. Electronic controlled injection: yes/no (1) 3.2.4.2.9.1. Make(s): ................................................................................ 3.2.4.2.9.2. Type(s):.................................................................................. 3.2.4.2.9.3 Description of the system: .............................................................. 3.2.4.2.9.3.1. Make and type of the control unit (ECU): ............................................... 3.2.4.2.9.3.1.1. Software version of the ECU: ........................................................... 3.2.4.2.9.3.2. Make and type of the fuel regulator: .................................................... 3.2.4.2.9.3.3. Make and type of the air-flow sensor: .................................................. 3.2.4.2.9.3.4. Make and type of fuel distributor: ...................................................... 3.2.4.2.9.3.5. Make and type of the throttle housing: ................................................. 3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ..................... 3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: ........................ 96/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ............................ 3.2.4.3. By fuel injection (positive ignition only): yes/no (1) 3.2.4.3.1. Working principle: single-/multi-point/direct injection/other (specify) (1): .............. 3.2.4.3.2. Make(s): ................................................................................ 3.2.4.3.3. Type(s): ................................................................................. 3.2.4.3.4. System description (In the case of systems other than continuous injection give equivalent details): ...................................................................... 3.2.4.3.4.1. Make and type of the control unit (ECU): ............................................... 3.2.4.3.4.1.1. Software version of the ECU: ........................................................... 3.2.4.3.4.3. Make and type or working principle of air-flow sensor: ................................ 3.2.4.3.4.8. Make and type of throttle housing: ..................................................... 3.2.4.3.4.9. Make and type or working principle of water temperature sensor: ..................... 3.2.4.3.4.10. Make and type or working principle of air temperature sensor: ........................ 3.2.4.3.4.11. Make and type or working principle of air pressure sensor: ............................ 3.2.4.3.5. Injectors 3.2.4.3.5.1. Make: ................................................................................... 3.2.4.3.5.2. Type: ................................................................................... 3.2.4.3.7. Cold start system 3.2.4.3.7.1. Operating principle(s): ................................................................. 3.2.4.3.7.2. Operating limits/settings (1) (2): ......................................................... 3.2.4.4. Feed pump 3.2.4.4.1. Pressure (2): .....................kPa or characteristic diagram (2): ..................... 3.2.4.4.2. Make(s): ................................................................................ 3.2.4.4.3. Type(s): ................................................................................. 3.2.5. Electrical system 3.2.5.1. Rated voltage: ..........................................V, positive/negative ground (1) 3.2.5.2. Generator 3.2.5.2.1. Type: ................................................................................... 3.2.5.2.2. Nominal output: ...................................................................VA 3.2.6. Ignition system (spark ignition engines only) 3.2.6.1. Make(s): ................................................................................ 3.2.6.2. Type(s): ................................................................................. 3.2.6.3. Working principle: ..................................................................... 3.2.6.6. Spark plugs 3.2.6.6.1. Make: ................................................................................... 3.2.6.6.2. Type: ................................................................................... ELI: http://data.europa.eu/eli/reg/2026/1130/oj 97/710EN OJ L, 26.6.2026 3.2.6.6.3. Gap setting: .......................................................................mm 3.2.6.7. Ignition coil(s) 3.2.6.7.1. Make: ................................................................................... 3.2.6.7.2. Type: ................................................................................... 3.2.7. Cooling system: liquid/air (1) 3.2.7.1. Nominal setting of the engine temperature control mechanism: ....................... 3.2.7.2. Liquid 3.2.7.2.1. Nature of liquid: ........................................................................ 3.2.7.2.2. Circulating pump(s): yes/no (1) 3.2.7.2.3. Characteristics: ......................................................................or 3.2.7.2.3.1. Make(s): ................................................................................ 3.2.7.2.3.2. Type(s): ................................................................................. 3.2.7.2.4. Drive ratio(s): ........................................................................... 3.2.7.2.5. Description of the fan and its drive mechanism: ....................................... 3.2.7.3. Air 3.2.7.3.1. Fan: yes/no (1) 3.2.7.3.2. Characteristics: ......................................................................or 3.2.7.3.2.1. Make(s): ................................................................................ 3.2.7.3.2.2. Type(s): ................................................................................. 3.2.7.3.3. Drive ratio(s): ........................................................................... 3.2.8. Intake system 3.2.8.1. Pressure charger: yes/no (1) 3.2.8.1.1. Make(s): ................................................................................ 3.2.8.1.2. Type(s): ................................................................................. 3.2.8.1.3. Description of the system (e.g. maximum charge pressure: .......... kPa; wastegate if applicable): ............................................................................. 3.2.8.2. Intercooler: yes/no (1) 3.2.8.2.1. Type: air-air/air-water (1) 3.2.8.3. Intake depression at rated engine speed and at 100 % load (compression ignition engines only) 3.2.8.4. Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.): ............................................. 3.2.8.4.1. Intake manifold description (include drawings and/or photos): ........................ 3.2.8.4.2. Air filter, drawings: ..................................................................or 3.2.8.4.2.1. Make(s): ................................................................................ 3.2.8.4.2.2. Type(s): ................................................................................. 3.2.8.4.3. Intake silencer, drawings: ............................................................or 3.2.8.4.3.1. Make(s): ................................................................................ 3.2.8.4.3.2. Type(s): ................................................................................. 98/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.9. Exhaust system 3.2.9.1. Description and/or drawing of the exhaust manifold: .................................. 3.2.9.2. Description and/or drawing of the exhaust system: .................................... 3.2.9.3. Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only): ...............................................kPa 3.2.10. Minimum cross-sectional areas of inlet and outlet ports: ............................... 3.2.11. Valve timing or equivalent data 3.2.11.1. Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres. For variable timing system, minimum and maximum timing: ...................................................... 3.2.11.2. Reference and/or setting ranges (1): ..................................................... 3.2.12. Measures taken against air pollution 3.2.12.1. Device for recycling crankcase gases (description and drawings): ...................... 3.2.12.2. Pollution control devices (if not covered by another heading) 3.2.12.2.1. Catalytic converter 3.2.12.2.1.1. Number of catalytic converters and elements (provide the information below for each separate unit): .......................................................................... 3.2.12.2.1.2. Dimensions, shape and volume of the catalytic converter(s): ........................... 3.2.12.2.1.3. Type of catalytic action: ................................................................ 3.2.12.2.1.4. Total charge of precious metals: ........................................................ 3.2.12.2.1.5. Relative concentration: ................................................................. 3.2.12.2.1.6. Substrate (structure and material): ...................................................... 3.2.12.2.1.7. Cell density: ............................................................................ 3.2.12.2.1.8. Type of casing for the catalytic converter(s): ............................................ 3.2.12.2.1.9. Location of the catalytic converter(s) (place and reference distance in the exhaust line): .................................................................................... 3.2.12.2.1.10. Heat shield: yes/no (1) 3.2.12.2.1.11. Normal operating temperature range: ...............................................°C 3.2.12.2.1.12. Make of catalytic converter: ............................................................ 3.2.12.2.1.13. Identifying part number: ............................................................... 3.2.12.2.2. Sensors 3.2.12.2.2.1. Oxygen and/or lambda sensor(s): yes/no (1) 3.2.12.2.2.1.1. Make: ................................................................................... 3.2.12.2.2.1.2. Location: ............................................................................... 3.2.12.2.2.1.3. Control range: .......................................................................... 3.2.12.2.2.1.4. Type or working principle: ............................................................. 3.2.12.2.2.1.5. Identifying part number: ............................................................... 3.2.12.2.2.2. NOx sensor: yes/no (1) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 99/710EN OJ L, 26.6.2026 3.2.12.2.2.2.1. Make: ................................................................................... 3.2.12.2.2.2.2. Type: ................................................................................... 3.2.12.2.2.2.3. Location 3.2.12.2.2.3. Particulate sensor: yes/no (1) 3.2.12.2.2.3.1. Make: ................................................................................... 3.2.12.2.2.3.2. Type: ................................................................................... 3.2.12.2.2.3.3. Location: ............................................................................... 3.2.12.2.3. Air injection: yes/no (1) 3.2.12.2.3.1. Type (pulse air, air pump, etc.): ......................................................... 3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no (1) 3.2.12.2.4.1. Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): .................................................................................... 3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined pressure: yes/no (1) 3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1) 3.2.12.2.5.1. Detailed description of the devices: .................................................... 3.2.12.2.5.2. Drawing of the evaporative control system: ............................................ 3.2.12.2.5.3. Drawing of the carbon canister: ........................................................ 3.2.12.2.5.4. Mass of dry charcoal: .................................................................g 3.2.12.2.5.5. Schematic drawing of the fuel tank (petrol and ethanol engines only): ................. 3.2.12.2.5.5.1. Fuel tank system capacity, material and construction: .................................. 3.2.12.2.5.5.2. Description of vapour hose material, fuel line material and connection technique of the fuel system: ......................................................................... 3.2.12.2.5.5.3. Sealed tank system: yes/no 3.2.12.2.5.5.4. Description of fuel tank relief valve setting (air ingestion and relief): ................... 3.2.12.2.5.5.5. Description of the purge control system: ............................................... 3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: ................................................................................. 3.2.12.2.5.7. Permeability factor: ..................................................................... 3.2.12.2.6. Particulate trap (PT): yes/no (1) 3.2.12.2.6.1. Dimensions, shape and capacity of the particulate trap: ................................ 3.2.12.2.6.2. Design of the particulate trap: .......................................................... 3.2.12.2.6.3. Location (reference distance in the exhaust line): ....................................... 3.2.12.2.6.4. Make of particulate trap: ............................................................... 3.2.12.2.6.5. Identifying part number: ............................................................... 3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (1) 3.2.12.2.7.1. Written description and/or drawing of the MI: ......................................... 3.2.12.2.7.2. List and purpose of all components monitored by the OBD system: ................... 100/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.12.2.7.3. Written description (general working principles) for 3.2.12.2.7.3.1. Positive-ignition engines 3.2.12.2.7.3.1.1. Catalyst monitoring: ................................................................... 3.2.12.2.7.3.1.2. Misfire detection: ....................................................................... 3.2.12.2.7.3.1.3. Oxygen sensor monitoring: ............................................................ 3.2.12.2.7.3.1.4. Other components monitored by the OBD system: .................................... 3.2.12.2.7.3.2. Compression-ignition engines: ......................................................... 3.2.12.2.7.3.2.1. Catalyst monitoring: ................................................................... 3.2.12.2.7.3.2.2. Particulate trap monitoring: ............................................................ 3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: ................................................. 3.2.12.2.7.3.2.5. Other components monitored by the OBD system: .................................... 3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method): ................................................................................ 3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): ............ 3.2.12.2.7.6. The following additional information shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. 3.2.12.2.7.6.1. A description of the type and number of the preconditioning cycles or alternative preconditioning methods used for the original type approval of the vehicle and the reason for their usage. 3.2.12.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original type- approval of the vehicle for the component monitored by the OBD system. 3.2.12.2.7.6.3. A comprehensive document describing A comprehensive document describing all all sensed components with the strategy sensed components with the strategy for for fault detection and MI activation fault detection and MI activation (fixed (fixed number of driving cycles or number of driving cycles or statistical statistical method), including a list of method), including a list of relevant relevant secondary sensed parameters secondary sensed parameters for each for each component monitored by the component monitored by the OBD OBD system. A list of all OBD output system. A list of all OBD output codes codes and format used (with an and format used (with an explanation of explanation of each) associated with each) associated with individual emission individual emission related powertrain related powertrain components and components and individual non- individual non-emission related emission related components, where components, where monitoring of the monitoring of the component is used to component is used to determine MI determine MI activation, including in activation, including in particular a particular a comprehensive explanation comprehensive explanation for the data for the data given in service $05 Test ID given in service $05 Test ID $21 to FF and $21 to FF and the data given in service the data given in service $06.In the case $06.In the case of vehicle types that use of vehicle types that use a a communication link in accordance communication link in accordance with with ISO 15765-4 ‘Road vehicles, ISO 15765-4 ‘Road vehicles, diagnostics diagnostics on controller area network on controller area network (CAN) — Part ELI: http://data.europa.eu/eli/reg/2026/1130/oj 101/710EN OJ L, 26.6.2026 (CAN) — Part 4: requirements for 4: requirements for emissions-related emissions-related systems’, a systems’, a comprehensive explanation for comprehensive explanation for the data the data given in service $06 Test ID $00 given in service $06 Test ID $00 to FF, to FF, for each OBD monitor ID for each OBD monitor ID supported, supported, shall be provided. shall be provided. 3.2.12.2.7.6.4. The information required above may be defined by completing a table as described below. 3.2.12.2.7.6.4.1. Light-duty vehicles MI Fault Monitoring Fault detection Secondary Demonstration Component activation Preconditioning code strategy criteria parameters test criteria Catalyst P0420 Oxygen Difference 3rd cycle Engine speed, Two Type 1 Type 1 sensor 1 between engine load, cycles and sensor sensor 1 and A/F mode, 2 signals sensor 2 catalyst signals- temperature 3.2.12.2.8. Other system: .......................................................................... 3.2.12.2.8.2. Driver inducement system 3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction 3.2.12.2.8.2.4. Description of the inducement system 3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: ................................................................................km 3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit) 3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: ....................... 3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’): ............................................................ 3.2.12.2.10.2.1. Applicable Type 1 cycle: ............................................................... 3.2.12.2.10.2.2. The number of complete applicable test cycles required for regeneration (distance ‘d’) 3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: ............................................... 3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): ............................................................ 3.2.12.2.10.5. Description of method used to load system: ........................................... 3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1) 3.2.12.2.11.1. Type and concentration of reagent needed: ............................................ 3.2.12.2.11.2. Normal operational temperature range of reagent: .................................... 102/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.12.2.11.3. International standard: ................................................................. 3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate): 3.2.12.2.11.5. Reagent indicator: (description and location) 3.2.12.2.11.6. Reagent tank 3.2.12.2.11.6.1. Capacity: ............................................................................... 3.2.12.2.11.6.2. Heating system: yes/no 3.2.12.2.11.6.2.1. Description or drawing 3.2.12.2.11.7. Reagent control unit: yes/no (1) 3.2.12.2.11.7.1. Make: .................................................................................. 3.2.12.2.11.7.2. Type: ................................................................................... 3.2.12.2.11.8. Reagent injector (make type and location): ............................................ 3.2.12.2.11.9. Reagent quality sensor (make, type and location): ..................................... 3.2.12.2.12. Water injection: yes/no (1) 3.2.14. Details of any devices designed to influence fuel economy (if not covered by other items):................................................................................... 3.2.15. LPG fuelling system: yes/no (1) 3.2.15.1. Approval number (approval number of UN Regulation No. 67): ...................... 3.2.15.2. Electronic engine management control unit for LPG fuelling 3.2.15.2.1. Make(s): ................................................................................ 3.2.15.2.2. Type(s): ................................................................................. 3.2.15.2.3. Emission-related adjustment possibilities: .............................................. 3.2.15.3. Further documentation 3.2.15.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: ................................................................................... 3.2.15.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .................................................................................... 3.2.15.3.3. Drawing of the symbol: ................................................................ 3.2.16. NG fuelling system: yes/no (1) 3.2.16.1. Approval number (approval number of UN Regulation No. 110): 3.2.16.2. Electronic engine management control unit for NG fuelling 3.2.16.2.1. Make(s): ................................................................................ 3.2.16.2.2. Type(s): ................................................................................. 3.2.16.2.3. Emission-related adjustment possibilities: .............................................. 3.2.16.3. Further documentation 3.2.16.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: ................................................................................... ELI: http://data.europa.eu/eli/reg/2026/1130/oj 103/710EN OJ L, 26.6.2026 3.2.16.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .................................................................................... 3.2.16.3.3. Drawing of the symbol: ................................................................ 3.2.18. Hydrogen fuelling system: yes/no (1) 3.2.18.1. Type approval number according to UN Regulation No. 134 (if applicable): .......... 3.2.18.2. Electronic engine management control unit for hydrogen fuelling 3.2.18.2.1. Make(s): ................................................................................ 3.2.18.2.2. Type(s): ................................................................................. 3.2.18.2.3. Emission-related adjustment possibilities: .............................................. 3.2.18.3. Further documentation 3.2.18.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: ...................................................................... 3.2.18.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .................................................................................... 3.2.18.3.3. Drawing of the symbol: ................................................................ 3.2.19.4. Further documentation 3.2.19.4.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .................................................................................... 3.2.19.4.3. Drawing of the symbol: ................................................................ 3.2.20. Heat storage information 3.2.20.1. Active heat storage device: yes/no (1) 3.2.20.1.1. Enthalpy: ............................................................................ (J) 3.2.20.2. Insulation materials: yes/no (1) 3.2.20.2.1. Insulation material: ..................................................................(x) 3.2.20.2.2. Insulation nominal volume: ....................................................... (l) (x) 3.2.20.2.3. Insulation nominal weight: ......................................................(kg) (x) 3.2.20.2.4. Insulation location: ..................................................................(x) 3.2.20.2.5. Worst case approach vehicle cool down: yes/no (1) 3.2.20.2.5.1. (not worst case approach) Minimum soaking time, t (hours):............... (x) soak_ATCT 3.2.20.2.5.2. (not worst case approach) Location of the engine temperature measurement: ......... (x) 3.2.20.2.6. Single interpolation family within the ATCT family approach: yes/no (1) 3.2.20.2.7. Worst case approach with regards to insulation: yes/no (1) 3.2.20.2.7.1. Description of the ATCT measured reference vehicle regarding insulation: ............ 3.3. Electric powertrain (for PEV only) 3.3.1. General description of electric powertrain 3.3.1.1. Make: .................................................................................. 3.3.1.2. Type: ................................................................................... 104/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3.1.3. Use (1): Monomotor/multimotors (number): ........................................... 3.3.1.4. Transmission arrangement: parallel/transaxial/others, to precise: ...................... 3.3.1.5. Test voltage: ..........................................................................V 3.3.1.6. Motor nominal speed: ...........................................................min-1 3.3.1.7. Motor maximum speed: ............min-1or by default: reducer outlet shaft/gear box speed (specify gear engaged): ....................................................min-1 3.3.1.9. Maximum power: ..................................................................kW 3.3.1.10. Maximum thirty minutes power: ..................................................kW 3.3.1.11. Flexible range (where P > 90 per cent of max. power): speed at the beginning of range: .....................min-1speed at the end of range: .....................min-1 3.3.2. Traction REESS 3.3.2.1. Trade name and mark of the REESS: ................................................... 3.3.2.2. Kind of electro-chemical couple: ....................................................... 3.3.2.3. Nominal voltage: .....................................................................V 3.3.2.4. REESS maximum thirty minutes power (constant power discharge): ..............kW 3.3.2.5. REESS performance in 2 h discharge (constant power or constant current): (1) 3.3.2.5.1. REESS energy: .................................................................... kWh 3.3.2.5.2. REESS capacity: ..............................................................Ah in 2 h 3.3.2.5.3. End of discharge voltage value: ......................................................V 3.3.2.6. Indication of the end of the discharge that leads to a compulsory stop of the vehicle: (1) ............................................................................ 3.3.2.7. REESS mass: ........................................................................kg 3.3.2.8. Number of cells:........................................................................ 3.3.2.9. REESS position:......................................................................... 3.3.2.10. Type of coolant : air/liquid (1) 3.3.2.11. Battery management system control unit 3.3.2.11.1. Make: ................................................................................ .. 3.3.2.11.2. Type: ................................................................................... 3.3.2.11.3. Identification number: ............................................................... .. 3.3.3. Electric Motor 3.3.3.1. Working principle: 3.3.3.1.1. direct current/alternating current (1) /number of phases: .............................. 3.3.3.1.2. separate excitation/series/compound (1) 3.3.3.1.3. synchronous/asynchronous (1) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 105/710EN OJ L, 26.6.2026 3.3.3.1.4. coiled rotor/with permanent magnets/with housing (1) 3.3.3.1.5. number of poles of the motor: ......................................................... 3.3.3.2. Inertia mass: ........................................................................... 3.3.4. Power controller 3.3.4.1. Make : .................................................................................. 3.3.4.2. Type : .................................................................................. 3.3.4.2.1. Identification number: ............................................................... .. 3.3.4.3. Control principle: vectorial/open loop/closed/other (to be specified): (1) .............. 3.3.4.4. Maximum effective current supplied to the motor: (2) ...........A during ........... seconds 3.3.4.5. Voltage range use: ...............................V to ...............................V 3.3.5. Cooling system: Motor: liquid/air (1) Controller: liquid/air (1) 3.3.5.1. Liquid-cooling equipment characteristics: 3.3.5.1.1. Nature of the liquid .....................................circulating pumps: yes/no (1) 3.3.5.1.2. Characteristics or make(s) and type(s) of the pump: ................................... 3.3.5.1.3. Thermostat: setting: .................................................................... 3.3.5.1.4. Radiator: drawing(s) or make(s) and type(s): ........................................... 3.3.5.1.5. Relief valve: pressure setting: ........................................................... 3.3.5.1.6. Fan: characteristics or make(s) and type(s): ............................................. 3.3.5.1.7. Fan duct: ............................................................................... 3.3.5.2. Air-cooling equipment characteristics 3.3.5.2.1. Blower: characteristics or make(s) and type(s): ......................................... 3.3.5.2.2. Standard air ducting: ................................................................... 3.3.5.2.3. Temperature regulating system: yes/no (1) 3.3.5.2.4. Brief description: ....................................................................... 3.3.5.2.5. Air filter: ...............................make(s): ...............................type(s): 3.3.5.3. Temperatures admitted by the manufacturer (maximum) 3.3.5.3.1. Motor outlet: ....................................................................... ° C 3.3.5.3.2. controller inlet: .................................................................... ° C 3.3.5.3.3. at motor reference point(s): ........................................................ ° C 3.3.5.3.4. at controller reference point(s): .................................................... ° C 3.3.6. Insulating category: .................................................................... 3.3.7. International protection (IP)-code: ..................................................... 3.3.8. Lubrication system principle: (1) Bearings: friction/ball Lubricant: grease/oil Seal: yes/no Circulation: with/without 106/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3.9. Charger 3.3.9.1. Charger: on board/external (1) in case of an external unit, define the charger (trademark, model): .................................................................... 3.3.9.2. Description of the normal profile of charge: ........................................... 3.3.9.3. Specification of mains: ................................................................. 3.3.9.3.1. Type of mains: single phase/three phase (1) 3.3.9.3.2. Voltage: ................................................................................ 3.3.9.4. Rest period recommended between the end of the discharge and the start of the charge: ................................................................................. 3.3.9.5. Theoretical duration of a complete charge: ............................................ 3.3.10. Electric energy converters 3.3.10.1. Electric energy converter between the electric machine and traction REESS 3.3.10.1.1. Make : .................................................................................. 3.3.10.1.2. Type : .................................................................................. 3.3.10.1.3. Declared nominal power : ..........................................................W 3.3.10.2. Electric energy converter between the traction REESS and low voltage power supply 3.3.10.2.1. Make : .................................................................................. 3.3.10.2.2. Type : .................................................................................. 3.3.10.2.3. Declared nominal power : ..........................................................W 3.3.10.3. Electric energy converter between the recharge-plug-in and traction REESS 3.3.10.3.1. Make : .................................................................................. 3.3.10.3.2. Type : .................................................................................. 3.3.10.3.3. Declared nominal power : ..........................................................W 3.4. Combinations of propulsion energy converters 3.4.1. Hybrid electric vehicle: yes/no (1) 3.4.2. Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: (1) 3.4.3. Operating mode switch: with/without (1) 3.4.3.1. Selectable modes 3.4.3.1.1. Pure electric: yes/no (1) 3.4.3.1.2. Pure fuel consuming: yes/no (1) 3.4.3.1.3. Hybrid modes: yes/no (1) (if yes, short description): .............................................................. 3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator) 3.4.4.1. Make(s): ................................................................................ 3.4.4.2. Type(s): ................................................................................. 3.4.4.3. Identification number: ................................................................. 3.4.4.4. Kind of electrochemical couple: ........................................................ ELI: http://data.europa.eu/eli/reg/2026/1130/oj 107/710EN OJ L, 26.6.2026 3.4.4.5. Energy: .........(for REESS: voltage and capacity Ah in 2 h, for capacitor: J, .........) 3.4.4.6. Charger: on board/external/without (1) 3.4.4.7. Type of coolant : air/liquid (1) 3.4.4.8. Battery management system control unit 3.4.4.8.1. Make: .................................................................................. 3.4.4.8.2. Type: ................................................................................... 3.4.4.8.3. Identification number: ................................................................. 3.4.5. Electric machine (describe each type of electric machine separately) 3.4.5.1. Make: .................................................................................. 3.4.5.2. Type: ................................................................................... 3.4.5.3. Primary use: traction motor/generator (1) 3.4.5.3.1. When used as traction motor: single-/multimotors (number) (1): ...................... 3.4.5.4. Maximum power: ..................................................................kW 3.4.5.5. Working principle 3.4.5.5.5.1 Direct current/alternating current/number of phases: ................................. 3.4.5.5.2. Separate excitation/series/compound (1) 3.4.5.5.3. Synchronous/asynchronous (1) 3.4.5.6. Cooling system: Motor: liquid/air (1) Controller: liquid/air (1) 3.4.5.6.1. Liquid-cooling equipment characteristics: ............................................. 3.4.5.6.1.1. Nature of the liquid .....................................circulating pumps: yes/no (1) 3.4.5.6.1.2. Characteristics or make(s) and type(s) of the pump: ................................... 3.4.5.6.1.3. Thermostat: setting: .................................................................... 3.4.5.6.1.4. Radiator: drawing(s) or make(s) and type(s): ........................................... 3.4.5.6.1.5. Relief valve: pressure setting: ........................................................... 3.4.5.6.1.6. Fan: characteristics or make(s) and type(s): ............................................. 3.4.5.6.1.7. Fan duct: ............................................................................... 3.4.5.6.2. Air-cooling equipment characteristics 3.4.5.6.2.1. Blower: characteristics or make(s) and type(s): ......................................... 3.4.5.6.2.2. Standard air ducting: ................................................................... 3.4.5.6.2.3. Temperature regulating system: yes/no (1) 3.4.5.6.2.4. Brief description: ....................................................................... 3.4.5.6.2.5. Air filter: ....................make(s): ....................type(s): .................... 3.4.5.6.3. Temperatures admitted by the manufacturer (maximum) 3.4.5.6.3.1. Motor outlet: ....................................................................... ° C 3.4.5.6.3.2. controller inlet: .................................................................... ° C 3.4.5.6.3.3. at motor reference point(s): ........................................................ ° C 3.4.5.6.3.4. at controller reference point(s): .................................................... ° C 108/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.4.6. Control unit 3.4.6.1. Make(s): ................................................................................ 3.4.6.2. Type(s): ................................................................................. 3.4.6.3. Identification number: ................................................................. 3.4.7. Power controller 3.4.7.1. Make: .................................................................................. 3.4.7.2. Type: ................................................................................... 3.4.7.3. Identification number: ................................................................. 3.4.9. Manufacturer's recommendation for preconditioning: ................................. 3.4.10. FCHV: yes/no (1) 3.4.10.1. Type of Fuel Cell 3.4.10.1.2. Make: .................................................................................. 3.4.10.1.3. Type: ................................................................................... 3.4.10.1.4. Nominal Voltage (V): ................................................................... 3.4.10.1.5. Type of coolant: air/liquid (1) 3.4.10.2. System description (working principle of the fuel cell, drawing, etc.): ................. 3.4.11. Electric energy converters 3.4.11.1. Electric energy converter between the electric machine and traction REESS 3.4.11.1.1. Make : .................................................................................. 3.4.11.1.2. Type : .................................................................................. 3.4.11.1.3. Declared nominal power : ..........................................................W 3.4.11.2. Electric energy converter between the traction REESS and low voltage power supply 3.4.11.2.1. Make : .................................................................................. 3.4.11.2.2. Type : .................................................................................. 3.4.11.2.3. Declared nominal power : ..........................................................W 3.4.11.3. Electric energy converter between the recharge-plug-in and traction REESS 3.4.11.3.1. Make : .................................................................................. 3.4.11.3.2. Type : .................................................................................. 3.4.11.3.3. Declared nominal power : ..........................................................W 3.5. Manufacturer’s declared values for determination of CO emissions/fuel 2 consumption/electric energy consumption/electric range/driving range of hydrogen 3.5.7. Manufacturer’s declared values ELI: http://data.europa.eu/eli/reg/2026/1130/oj 109/710EN OJ L, 26.6.2026 3.5.7.1. Test vehicle parameters V Vehicle Vehicle representative VM Default Vehicle Low (VL) High (only for road if existing values if existing (VH) load matrix family*) Vehicle bodywork - type Road load method - - used (measurement or calculation by road load family) Road load information: Tyres make and - type, if measurement Tyre dimensions - (front/rear), if measurement Tyre rolling resistance (front/ rear) (kg/t) Tyre pressure (front/rear) (kPa), if measurement Delta C × A of - - - D vehicle L compared to vehicle H (IP_H minus IP_L) Delta C × A - - D compared to road load family vehicle L (IP_H/L minus RL_L), if calculation by road load family Vehicle test mass (kg) Road load coefficients f (N) 0 f (N/(km/h)) 1 f (N/(km/h)2) 2 110/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Frontal area m2 - - - (0.000 m2) Cycle Energy Demand (J) * representative vehicle is tested for the road load matrix family 3.5.7.1.1. Fuel used for the Type 1 test and selected for the measurement of the net power in accordance with UN Regulation No. 85 (for LPG or NG vehicles only): ............... 3.5.7.2. Combined CO emissions 2 3.5.7.2.1. CO emission for pure ICE vehicles and NOVC-HEVs 2 3.5.7.2.1.0. Minimum and maximum CO values within the interpolation family: ..........g/km 2 3.5.7.2.1.1. Vehicle high: .....................................................................g/km 3.5.7.2.1.2. Vehicle low (if applicable): .......................................................g/km 3.5.7.2.1.3. Vehicle M (if applicable): .........................................................g/km 3.5.7.2.2. Charge-Sustaining CO emission for OVC-HEVs 2 3.5.7.2.2.1. Charge-Sustaining CO emission vehicle high: g/km 2 3.5.7.2.2.2. Charge-Sustaining CO emission vehicle low (if applicable): g/km 2 3.5.7.2.2.3. Charge-Sustaining CO emission vehicle M (if applicable): g/km 2 3.5.7.2.3. Charge-Depleting CO emission and weighted CO emission for OVC-HEVs 2 2 3.5.7.2.3.1. Charge-Depleting CO emission of Vehicle high: ................................g/km 2 3.5.7.2.3.2. Charge-Depleting CO emission of Vehicle low (if applicable): ...................g/km 2 3.5.7.2.3.3. Charge-Depleting CO emission of Vehicle M (if applicable): ....................g/km 2 3.5.7.2.3.4. Minimum and maximum weighted CO values within the OVC interpolation 2 family: ...........................................................................g/km 3.5.7.3. Electric range for electrified vehicles 3.5.7.3.1. Pure Electric Range (PER) for PEVs at ambient temperature (23 °C) 3.5.7.3.1.1. Vehicle high: .......................................................................km 3.5.7.3.1.2. Vehicle low (if applicable): .........................................................km 3.5.7.3.2. All Electric Range (AER) and Equivalent All Electric Range (EAER) for OVC-HEVs and OVC-FCHVs (as applicable) 3.5.7.3.2.1. Vehicle high: AER: ..........................km , EAER: ..........................km 3.5.7.3.2.2. Vehicle low (if applicable): AER: ...................km , EAER: ...................km ELI: http://data.europa.eu/eli/reg/2026/1130/oj 111/710EN OJ L, 26.6.2026 3.5.7.3.2.3. Vehicle M (if applicable): AER: ....................km , EAER: ....................km 3.5.7.3.3. Pure Electric Range (PER) for PEVs at low temperature (-7 °C) 3.5.7.3.3.1. Declared low temperature pure electric range ratio, K PER,WLTC,LT,dec 3.5.7.3.3.1.1. Low temperature pure electric range, vehicle low: .................................km 3.5.7.3.3.1.2. Low temperature pure electric range vehicle high: .................................km 3.5.7.4. Fuel consumption (FC ) for NOVC-FCHVs and OVC-FCHVs (as applicable) CS 3.5.7.4.1. Charge-Sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs (as applicable) 3.5.7.4.1.1. Vehicle high: ...............................................................kg/100 km 3.5.7.4.1.2. Vehicle low (if applicable): .................................................kg/100 km 3.5.7.4.1.3. Vehicle M (if applicable): ...................................................kg/100 km 3.5.7.4.2. Charge-Depleting fuel consumption for OVC-FCHVs (as applicable) 3.5.7.4.2.1. Vehicle high: ...............................................................kg/100 km 3.5.7.4.2.2. Vehicle low (if applicable): .................................................kg/100 km 3.5.7.5. Electric energy consumption for electrified vehicles 3.5.7.5.1. Combined electric energy consumption (EC ) for Pure electric vehicles WLTC 3.5.7.5.1.1. Vehicle high: .................................................................. Wh/km 3.5.7.5.1.2. Vehicle low (if applicable): .................................................... Wh/km 3.5.7.5.2. UF-weighted charge-depleting electric energy consumption EC (combined) AC,CD 3.5.7.5.2.1. Vehicle high: .................................................................. Wh/km 3.5.7.5.2.2. Vehicle low (if applicable): .................................................... Wh/km 3.5.7.5.2.3. Vehicle M (if applicable): ...................................................... Wh/km 3.5.7.6. Fuel efficiency and Driving Range of hydrogen 3.5.7.6.1. Fuel efficiency for pure ICE vehicles and NOVC-HEVs 3.5.7.6.1.1. Vehicle high: ......................................................................km/l 3.5.7.6.1.2. Vehicle low (if applicable): ........................................................km/l 3.5.7.6.1.3. Vehicle M (if applicable): ..........................................................km/l 3.5.7.6.2. Charge-Sustaining fuel efficiency for OVC-HEVs 3.5.7.6.2.1. Charge-Sustaining fuel efficiency vehicle high: km/l 3.5.7.6.2.2. Charge-Sustaining fuel efficiency vehicle low (if applicable): km/l 3.5.7.6.2.3. Charge-Sustaining fuel efficiency vehicle M (if applicable): km/l 3.5.7.6.3. Charge-Depleting fuel efficiency for OVC-HEVs 3.5.7.6.3.1. Charge-Depleting fuel efficiency of Vehicle high: .................................km/l 3.5.7.6.3.2. Charge-Depleting fuel efficiency of Vehicle low (if applicable): ...................km/l 3.5.7.6.3.3. Charge-Depleting fuel efficiency of Vehicle M (if applicable): .....................km/l 112/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.5.7.6.4. Fuel efficiency and Driving Range of hydrogen for NOVC-FCHVs and OVC-FCHVs 3.5.7.6.4.1. Charge-Sustaining fuel efficiency and Driving Range of hydrogen for NOVC-FCHVs and OVC-FCHVs (as applicable) 3.5.7.6.4.1.1. Vehicle high: ....................................................................km/kg 3.5.7.6.4.1.2. Vehicle low (if applicable): ......................................................km/kg 3.5.7.6.4.1.3. P for determination of Driving Range of hydrogen (if applicable): ..............MPa LL 3.5.7.6.4.2. Charge-Depleting fuel efficiency for OVC-FCHVs (if applicable) 3.5.7.6.4.2.1. Vehicle high: ....................................................................km/kg 3.5.7.6.4.2.2. Vehicle low (if applicable): ......................................................km/kg 3.5.7.6.4.2.3. Vehicle M (if applicable): ........................................................km/kg 3.6. Temperatures permitted by the manufacturer 3.6.1. Cooling system 3.6.1.1. Liquid cooling Maximum temperature at outlet: .....................................................K 3.6.1.2. Air cooling 3.6.1.2.1. Reference point: ........................................................................ 3.6.1.2.2. Maximum temperature at reference point: ...........................................K 3.6.2. Maximum outlet temperature of the inlet intercooler: ...............................K 3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold or turbocharger: ............................K 3.6.4. Fuel temperature Minimum: .............................K — maximum: .............................K For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage 3.6.5. Lubricant temperature Minimum: .............................K — maximum: .............................K 3.8. Lubrication system 3.8.1. Description of the system 3.8.1.1. Position of lubricant reservoir: ......................................................... 3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.) (1) 3.8.2. Lubricating pump 3.8.2.1. Make(s): ................................................................................ 3.8.2.2. Type(s): ................................................................................. 3.8.3. Mixture with fuel 3.8.3.1. Percentage: ............................................................................. 3.8.4. Oil cooler: yes/no (1) 3.8.4.1. Drawing(s): ..........................................................................or 3.8.4.1.1. Make(s): ................................................................................ 3.8.4.1.2. Type(s): ................................................................................. 3.8.5. Lubricant specification: ..............................W.............................. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 113/710EN OJ L, 26.6.2026 4. TRANSMISSION (p) 4.3. Moment of inertia of engine flywheel: ................................................. 4.3.1. Additional moment of inertia with no gear engaged: .................................. 4.4. Clutch(es) 4.4.1. Type: ................................................................................... 4.4.2. Maximum torque conversion: .......................................................... 4.5. Gearbox 4.5.1. Type (manual/automatic/CVT (continuously variable transmission)) (1) 4.5.1.4. Torque rating: .......................................................................... 4.5.1.5. Number of clutches: ................................................................... 4.6. Gear ratios Internal gearbox Final drive ratio(s) ratios (ratios of (ratio of gearbox Gear engine to gearbox output shaft to Total gear ratios output shaft driven wheel revolutions) revolutions) Maximum for CVT 1 2 3 ................... Minimum for CVT 4.6.1. Gearshift 4.6.1.1. Gear 1 excluded: yes/no (1) 4.6.1.2. n for each gear: ...........................................................min–1 95_high 4.6.1.3. n min_drive 4.6.1.3.1. 1st gear: ........................................................................min–1 4.6.1.3.2. 1st gear to 2nd: .................................................................min–1 4.6.1.3.3. 2nd gear to standstill: ..........................................................min–1 4.6.1.3.4. 2nd gear: .......................................................................min–1 4.6.1.3.5. 3rd gear and beyond: ...........................................................min–1 4.6.1.4. n for acceleration/constant speed phases (n ): ..............min–1 min_drive_set _min_drive_up 4.6.1.5. n for deceleration phases (n ): min_drive_set min_drive_down 4.6.1.6. initial period of time 4.6.1.6.1. t : .............................................................................s start_phase 4.6.1.6.2. n : ....................................................................min–1 min_drive_start 4.6.1.6.3. n : .................................................................min–1 min_drive_up_start 114/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.6.1.7. use of ASM: yes/no (1) 4.6.1.7.1. ASM values: ................................ at ................................min-1 4.7. Maximum vehicle design speed (in km/h) (q): ......................................... 4.12. Gearbox lubricant: ................................ W ................................ 6. SUSPENSION 6.6. Tyres and wheels 6.6.1. Tyre/wheel combination(s) 6.6.1.1. Axles 6.6.1.1.1. Axle 1: ................................................................................ 6.6.1.1.1.1. Tyre size designation 6.6.1.1.2. Axle 2: ................................................................................ 6.6.1.1.2.1. Tyre size designation etc. 6.6.2. Upper and lower limits of rolling radii 6.6.2.1. Axle 1: ................................................................................ 6.6.2.2. Axle 2: ................................................................................ 6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ..................kPa 9. BODYWORK 9.1. Type of bodywork (c): ................................................................. 9.10.3. Seats 9.10.3.1. Number of seating positions: ......................................................... 12. MISCELLANEOUS 12.10. Devices or systems with driver selectable modes which influence CO emissions, 2 fuel consumption, electric energy consumption and/or criteria emissions and do not have a predominant mode: yes/no (1) 12.10.1. Charge-sustaining test (if applicable) (state for each device or system) 12.10.1.0. Predominant mode under CS condition: yes/no (1) 12.10.1.0.1. Predominant mode under CS condition: .............................. (if applicable) 12.10.1.1. Best case mode: ........................................................ (if applicable) 12.10.1.2. Worst case mode: ...................................................... (if applicable) 12.10.1.3. Mode which enables the vehicle to follow the reference test cycle: ....... (in case no predominant mode under CS condition and only one mode is able to follow the reference test cycle) 12.10.2. Charge-depleting test (if applicable) (state for each device or system) 12.10.2.0. Predominant mode under CD condition: yes/no (1) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 115/710EN OJ L, 26.6.2026 12.10.2.0.1. Predominant mode under CD condition: .............................. (if applicable) 12.10.2.1. Most energy consuming mode: ........................................ (if applicable) 12.10.2.2. Mode which enables the vehicle to follow the reference test cycle: ....... (in case no predominant mode under CD condition and only one mode is able to follow the reference test cycle) 12.10.3. Type 1 test (if applicable) (state for each device or system) 12.10.3.1. Best case mode: ....................................................................... 12.10.3.2. Worst case mode: ..................................................................... Explanatory notes (1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable). (2) Specify the tolerance. (3) Please fill in here the upper and lower values for each variant. (6) (Reserved) (7) Optional equipment that affects the dimensions of the vehicle shall be specified. (x) For insulation nominal volume and insulation nominal weight, state to 2 decimal places. A tolerance of +/- 10 per cent shall be applied for insulation volume and insulation weight. Not to be documented if “no” in paragraph 3.2.20.2.5. or 3.2.20.2.7. (c) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/ 78/Rev.6, paragraph 2. - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html. (f) Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions are to be stated. (g) Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and definitions. (h) The mass of the driver is assessed at 75 kg. The liquid containing systems (except those for used water that must remain empty) are filled to 100 % of the capacity specified by the manufacturer. (i) For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, which exert a significant vertical load on the coupling device or the fifth wheel, this load, divided by standard acceleration of gravity, is included in the maximum technically permissible mass. (k) In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items shall be repeated. In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer. (l) This figure shall be rounded off to the nearest tenth of a millimetre. (m) This value shall be calculated (π = 3.1416) and rounded off to the nearest cm3. (n) Determined in accordance with the requirements of UN Regulation No. 85. (p) The specified particulars are to be given for any proposed variants. (q) With respect to trailers, maximum speed permitted by the manufacturer. 116/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A1 - Appendix 1 WLTP Test Report TEST REPORTS A Test Report is the report issued by the technical service responsible for conducting the tests according this regulation. Part I The following information, if applicable, is the minimum data required for the Type 1 test. Report number APPLICANT Manufacturer SUBJECT … Level approval requested (tick a box) Level 1A Level 1B Level 2 Roadload family identifier(s) : Interpolation family identifier(s) : Object submitted to tests Make : IP identifier : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY General notes: If there are several options (references), the one tested should be described in the test report. If there are not, a single reference to the information document at the start of the test report may be sufficient. Every Technical Service is free to include some additional information. Characters are included in the sections of the test report relating to specific vehicle types, as follows: "(a)" Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN Regulation No. 154) (as applicable). "(b)" Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN Regulation No. 154) (as applicable). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 117/710EN OJ L, 26.6.2026 1. Description of tested vehicle(s): high, low and m (if applicable) 1.1. General Vehicle numbers : Prototype number and VIN Category : Bodywork : Drive wheels : 1.1.1. Powertrain Architecture Powertrain architecture : pure ICE, hybrid, electric or fuel cell 1.1.2. Internal Combustion Engine (if applicable) For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : Engine capacity (cm3) : Engine idling speed (min-1) : + - High engine idling speed (min-1) (a) : + - Rated engine power : kW at rpm Maximum net torque : Nm at rpm Engine lubricant : make and type Cooling system : Type: air/water/oil Insulation : material, amount, location, nominal volume and nominal weight(4) (4) a tolerance of +/- 10 per cent is permitted for volume and weight 1.1.3. Test fuel for Type 1 test (if applicable) For more than one test fuel, please repeat the point Make : Type : Petrol - Diesel – LPG – NG - … … Density at 15°C : Sulphur content : Only for Diesel and Petrol : 118/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Batch number : Willans factors (for ICE) for CO emission (gCO /MJ) : 2 2 1.1.4. Fuel feed system (if applicable) For more than one fuel feed system, please repeat the point Direct injection : yes/no or description Vehicle fuel type : Monofuel / bifuel / flex fuel Control unit Part reference : same as information document Software tested : read via scantool, for example Air flowmeter : Throttle body : Pressure sensor : Injection pump : Injector(s) : 1.1.5. Intake system (if applicable) For more than one intake system, please repeat the point Pressure charger : Yes/no make & type (1) Intercooler : yes/no type (air/air – air/water) (1) Air filter (element) (1) : make & type Intake silencer (1) : make & type 1.1.6. Exhaust system and anti-evaporative system (if applicable) For more than one, please repeat the point First catalytic converter : make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… Second catalytic converter : make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… Particulate trap : with/without/not applicable catalysed: yes/no make & reference (1) Reference and position of oxygen and/or lambda : before catalyst / after catalyst sensor(s) Air injection : with/without/not applicable ELI: http://data.europa.eu/eli/reg/2026/1130/oj 119/710EN OJ L, 26.6.2026 Water injection : with/without/not applicable EGR : with/without/not applicable cooled/non-cooled HP/LP Evaporative emission control system : with/without/not applicable Reference and position of NOx sensor(s) : Before/ after Openings in the exhaust system designed to remove : Position condensate (if applicable) General description (1) : 1.1.7. Heat Storage Device (if applicable) For more than one Heat Storage System, please repeat the point Heat storage device : yes/no Heat capacity (enthalpy stored J) : Time for heat release (s) : 1.1.8. Transmission (if applicable) For more than one Transmission, please repeat the point Gearbox : manual / automatic / continuous variation Gear shifting procedure Predominant mode* : yes/no normal / drive / eco/… Best case mode for CO emissions and fuel : 2 consumption (if applicable) Worst case mode for CO emissions and fuel : 2 consumption (if applicable) Highest electric energy consumption mode (if : applicable) Control unit : Gearbox lubricant : make and type Tyres Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : * for OVC-HEV, specify for charge-sustaining and for charge-depleting operating conditions. 120/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V ) 1000 for each of the gearbox ratios (R.B.). R.B. R.P. R.T. V 1000 1st 1/1 2nd 1/1 3rd 1/1 4th 1/1 5th 1/1 … 1.1.9. Electric machine (if applicable) For more than one Electric Machine, please repeat the point Make : Type : Peak Power (kW) : 1.1.10. Traction REESS (if applicable) For more than one Traction REESS, please repeat the point Make : Type : Capacity (Ah) : Nominal Voltage (V) : 1.1.11. Fuel cell (if applicable) For more than one Fuel Cell stack, please repeat the point Make : Type : 1.1.12. Power electronics (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger) Make : Type : Power (kW) : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 121/710EN OJ L, 26.6.2026 1.2. Vehicle high description 1.2.1. Mass Test mass of VH (kg) : 1.2.2. Road load parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 Cycle energy demand (J) : Road load test report reference : Road load family’s identifier : 1.2.3. Cycle selection parameters Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order – : (if applicable) 75kg (PMR)(W/kg) Capped speed process used during measurement : yes/no Maximum speed of the vehicle (km/h) : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test : if applicable procedure) 1.2.4. Gear shift point (if applicable) Version of Gear Shift calculation indicate the applicable amendment to UN GTR No 15 Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx n min_drive 1st gear : …min-1 1st gear to 2nd : …min-1 2nd gear to standstill : …min-1 2nd gear : …min-1 3rd gear and beyond : …min-1 Gear 1 excluded : yes/no n for each gear : …min-1 95_high n for acceleration/constant speed phases : …min-1 min_drive_set (n ) min_drive_up n for deceleration phases (n ) : …min-1 min_drive_set min_drive_down 122/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 t : …s start_phase n : …min-1 min_drive_start n : …min-1 min_drive_up_start use of ASM : yes/no ASM values : 1.3. Vehicle low description (if applicable) 1.3.1. Mass Test mass of VL(kg) : 1.3.2. Road load parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 Cycle energy demand (J) : Δ(C ×A) (m2) : D fLH Road load test report reference : Road load family’s identifier : 1.3.3. Cycle Selection parameters Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order – : (if applicable) 75kg (PMR)(W/kg) Capped speed process used during measurement : yes/no Maximum speed of the vehicle : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test : if applicable procedure) 1.3.4. Gear shift point (if applicable) Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx ELI: http://data.europa.eu/eli/reg/2026/1130/oj 123/710EN OJ L, 26.6.2026 1.4. Vehicle M description (if applicable) 1.4.1. Mass Test mass of VM(kg) : 1.4.2. Road load parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 Cycle energy demand (J) : Δ(C ×A) m2 : D fLH ( ) Road load test report reference : Road load family’s identifier : 1.4.3. Cycle Selection parameters Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order – : (if applicable) 75kg (PMR)(W/kg) Capped speed process used during measurement : yes/no Maximum speed of the vehicle : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test : if applicable procedure) 1.4.4. Gear shift point (if applicable) Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx 2. Test results 2.1. Type 1 test Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer in 2WD/4WD operation : 2WD/4WD For 2WD operation, was the non-powered axle rotating : yes/no/not applicable Dynamometer operation mode : yes/no 124/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Coastdown mode : yes/no Additional preconditioning : yes/no description Deterioration factors : assigned / tested 2.1.1. Vehicle high Date(s) of test(s) : (day/month/year) Place of the test(s) : Chassis dyno, location, country Height of the lower edge above ground of cooling fan : (cm) Lateral position of fan centre (if modified as request by : in the vehicle centre-line/… the manufacturer) Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating 4 phase cycle (%) : x.x IWR: Inertial Work Rating 3 phase cycle (%) : x.x RMSSE: Root Mean Squared Speed Error 4 phase cycle : x.xx (km/h) RMSSE: Root Mean Squared Speed Error 3 phase cycle : x.xx (km/h) Description of the accepted deviation of the driving : PEV before break off criteria cycle or Fully operated acceleration pedal 2.1.1.1. Criteria emissions (if applicable) 2.1.1.1.1. Criteria emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below shall be repeated (predominant mode or best case mode and worst case mode, if applicable) Test 1a – Results after 4 Phase cycle NMHC THC+NOx Particulate Particle CO THC (a) NOx (a) (b) Matter Number Pollutants (mg/ (mg/ (mg/ (mg/ (mg/km) (mg/km) (#.1011/km) km) km) km) km) Measured values Regeneration factors (Ki)(2) Additive Regeneration factors (Ki)(2) Multiplicative ELI: http://data.europa.eu/eli/reg/2026/1130/oj 125/710EN OJ L, 26.6.2026 NMHC THC+NOx Particulate Particle CO THC (a) NOx (a) (b) Matter Number Pollutants (mg/ (mg/ (mg/ (mg/ (mg/km) (mg/km) (#.1011/km) km) km) km) km) Deterioration factors (DF) additive Deterioration factors (DF) multiplicative Final values Limit values Test 1b – Results after 3 Phase cycle Particulate CO THC NMHC NO Particle Number x Matter Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured values Regeneration factors (Ki)(2) Additive Regeneration factors (Ki)(2) Multiplicative Deterioration factors (DF) additive Deterioration factors (DF) multiplicative Final values Limit values - (2)See Ki family report(s) (if applicable) : Type 1 performed for Ki determination (if applicable) : Regeneration family’s identifier : Tests 2a and 2b if applicable: for CO reason (d 1) / for pollutants reason (90% of the limits) / for both 2 CO2 126/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Record test results in accordance with the table of Tests 1a and 1b, as applicable Tests 3a and 3b if applicable: for CO reason (d 2) 2 CO2 Record test results in accordance with the table of Tests 1a and 1b, as applicable 2.1.1.1.2. Criteria emissions of OVC-HEVs in case of a charge-depleting Type 1 test Test 1a – Results after 4 Phase cycle Criteria emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle. Particu­ NMHC THC CO THC (a) NOx late Particle Number (a) +NOx (b) Matter Pollutants (mg/ (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) km) Measured single cycle values Limit single cycle values Test 1b – Results after 3 Phase cycle Criteria emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle. Particulate CO THC NMHC NO Particle Number x Matter Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured single cycle values Limit single cycle values Tests 2a and 2b (if applicable): for CO reason (d 1) / for pollutants reason (90% of the limits) / for both 2 CO2 Record test results in accordance with the table of Tests 1a and 1b, as applicable Tests 3a and 3b (if applicable): for CO reason (d 2) 2 CO2 Record test results in accordance with the table of Tests 1a and 1b, as applicable 2.1.1.1.3. UF-weighted criteria emissions of OVC-HEVs NMHC THC+NOx Particulate Particle CO THC (a) NOx (a) (b) Matter Number Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Calculated values ELI: http://data.europa.eu/eli/reg/2026/1130/oj 127/710EN OJ L, 26.6.2026 2.1.1.2. CO emission (if applicable) 2 2.1.1.2.1. CO emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in the case of a 2 charge-sustaining Type 1 test For each driver selectable mode tested the points below have to be repeated (predominant mode or best case mode and worst case mode, if applicable) Test 1a – Results after 4 Phase cycle CO emission Low Medium High Extra High Combined 2 Measured value M / M CO2,p,1 CO2,c,2 Speed and distance corrected value M M CO2,p,2b / CO2,c,2b RCB correction coefficient: (5) M M CO2,p,3 / CO2,c,3 Regeneration factors (Ki) Additive Regeneration factors (Ki) Multiplicative M - CO2,c,4 AF M M - Ki= CO2,c,3 / CO2,c,4 M M - CO2,p,4 / CO2,c,4 ATCT correction (FCF) (4) Temporary values M M CO2,p,5 / CO2,c,5 Declared value - - - - d 1* declared value - - - - CO2 (4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT) See ATCT family report(s) (if applicable) : ATCT family’s identifier : (5) correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for pure ICE vehicles, and Appendix 2 to Annex B8 of UN Regulation No 154 for HEVs (K CO2) Tests 2a and 2b (if applicable) Record test results in accordance with the table of Tests 1a and 1b, as applicable Tests 3a and 3b (if applicable) Record test results in accordance with the table of Tests 1a and 1b, as applicable Conclusion after 4 phase cycle 128/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 CO emission (g/km) Low Medium High Extra High Combined 2 Averaging M M CO2,p,6/ CO2,c,6 Alignment M M CO2,p,7 / CO2,c,7 Final values M M CO2,p,H / CO2,c,H Information for Conformity of Production for OVC-HEV Combined CO emission (g/km) 2 M CO2;CS;COP AF CO2;CS 2.1.1.2.2. CO emission of OVC-HEVs in case of a charge-depleting Type 1 test 2 Test 1 CO emission (g/km) Combined 2 Calculated value M CO2,CD Declared value d 1 CO2 Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion CO emission (g/km) Combined 2 Averaging M CO2,CD Final value M CO2,CD 2.1.1.2.3. UF-weighted CO emission of OVC-HEVs 2 CO emission (g/km) Combined 2 Calculated value M CO2,weighted ELI: http://data.europa.eu/eli/reg/2026/1130/oj 129/710EN OJ L, 26.6.2026 2.1.1.3. Fuel consumption (if applicable) 2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable) Fuel consumption (l/100 km) or fuel Low Medium High Extra High Combined efficiency (km/l) (as applicable) Final values FC FC (6), FE , FE p,H / c,H p c (6) Calculated from aligned CO values 2 On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in paragraph 5.11. of this Regulation Data accessibility The parameters listed in paragraph 3. of Appendix 5 to this Regulation are accessible: yes/not applicable Accuracy (if applicable) Vehicle HIGH - Test 1 x.xxx Vehicle HIGH - Test 2 (if applicable) x.xxx Vehicle HIGH - Test 3 (if applicable) x.xxx Fuel_ConsumedWLTP (litres) (8) Vehicle LOW - Test 1 (if applicable) x.xxx Vehicle LOW Test 2 (if applicable) x.xxx Vehicle LOW - Test 3 (if applicable) x.xxx Total x.xxx Vehicle HIGH - Test 1 x.xxx(9) Vehicle HIGH - Test 2 (if applicable) x.xxx(9) Vehicle HIGH - Test 3 (if applicable) x.xxx(9) Fuel_ConsumedOBFCM (litres) (8) Vehicle LOW - Test 1 (if applicable) x.xxx(9) Vehicle LOW Test 2 (if applicable) x.xxx(9) Vehicle LOW - Test 3 (if applicable) x.xxx(9) Total x.xxx(9) Accuracy (8) x.xxx (8) in accordance with Appendix 5 to this Regulation (9) In the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero 130/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.1.1.3.2. Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable) in case of a charge-depleting Type 1 test Test 1 Fuel consumption (l/100 km or kg/100 km) or fuel efficiency (km/l) (as applicable) Combined Calculated value FC , FE CD CD Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion Fuel consumption (l/100km or kg/100 km) or fuel efficiency (km/l ) (as applicable) Combined Averaging FC FE CD, CD Final value FC FE CD, CD 2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable) Fuel consumption (l/100 km or kg/100 km) Combined Calculated value FC weighted 2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs and OVC-FCHVs (as applicable) in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable) Fuel consumption (kg/100 km) or fuel efficiency (km/kg) (as applicable) Combined Measured values RCB correction coefficient Final values FC FE c, c 2.1.1.4. Ranges (if applicable) 2.1.1.4.1. Ranges for OVC-HEVs and OVC-FCHVs (as applicable) 2.1.1.4.1.1.All electric range Combined (4 Combined (3 Test 1 AER (km) City phase cycle) phase cycle) Measured/Calculated values AER Declared value - ELI: http://data.europa.eu/eli/reg/2026/1130/oj 131/710EN OJ L, 26.6.2026 Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion Combined (4 phase AER (km) City Combined (3 phase cycle) cycle) Averaging AER (if applicable) Final values AER 2.1.1.4.1.2.Equivalent All electric Range Results after 4 Phase cycle EAER (km) Low Medium High Extra High City Combined Calculated value EAER Declared value - - - - - Final values EAER Results after 3 Phase cycle EAER (km) Low Medium High Combined Calculated value EAER Declared value - - - Final values EAER 2.1.1.4.1.3.Actual charge-depleting range RCDA (km) Combined (4 phase cycle) Combined (3 phase cycle) Final value R CDA 2.1.1.4.1.4.Charge-Depleting Cycle Range Test 1 RCDC (km) Combined (4 phase cycle) Combined (3 phase cycle) Final value R CDC Index Number of the transition cycle REEC of confirmation-cycle (%) 132/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable) Test 1 Combined Extra Combined (4 PER (km) Low Medium High City (3 phase High phase cycle) cycle) Calculated values PER Declared value - - - - - Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion Combined Extra Combined (4 PER (km) Low Medium High City (3 phase High phase cycle) cycle) Averaging PER Final values PER 2.1.1.4.3. Ranges for OVC-FCHVs and NOVC-FCHVs - Driving Range of hydrogen (if applicable) Test 1 P , Lower limit pressure (MPa) - LL Measured value P LL Declared value P LL Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion P (MPa) - LL Final value P LL ELI: http://data.europa.eu/eli/reg/2026/1130/oj 133/710EN OJ L, 26.6.2026 Driving Range of hydrogen (km) Combined Calculated value 2.1.1.5. Electric energy consumption (if applicable) 2.1.1.5.1. Electric energy consumption of OVC-HEVs and OVC-FCHVs (as applicable) 2.1.1.5.1.1.Recharged electric energy (E ) AC 4 phases cycle 3 phases cycle E (Wh) AC For Level 1A and Level 2 only The parameter listed in paragraph 3.2.(p) or paragraph 3.3.(j) of Appendix 5 to this Regulation is accessible: yes/not applicable Accuracy (if applicable) Vehicle energy charged (kWh) (10) x.xxx REESS_charging Vehicle energy charged (kWh) (10) x.xxx(11) OBFCM Accuracy vehicle energy charged (10) x.xxx(11) (10) in accordance with Appendix 5 to this Regulation (11) in the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero For Level 1B and Level 2 only The parameters listed in paragraph 3 of Appendix 5 to this Regulation and listed in Appendix 1 of Annex C1 are accessible: yes/not applicable 2.1.1.5.1.2.Electric energy consumption (EC) Test 1a – Results after 4 phase cycle EC (Wh/km) Low Medium High Extra High City Combined Final values EC Test 1b – Results after 3 phase cycle EC (Wh/km) Low Medium High Combined Final values EC 2.1.1.5.1.3.UF-weighted charge-depleting electric energy consumption Test 1 EC (Wh/km) Combined AC,CD Calculated value EC AC,CD 134/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion (if applicable) EC (Wh/km) Combined AC,CD Averaging EC AC,CD Final value 2.1.1.5.1.4.UF-weighted electric energy consumption Test 1 EC (Wh) Combined AC,weighted Calculated value EC AC,weighted Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion (if applicable) EC (Wh/km) Combined AC,weighted Averaging EC AC,weighted Final value 2.1.1.5.1.5.Information for COP Combined (4 phase Combined (3 phase cycle) cycle) Electric energy consumption (Wh/km) EC or EC DC,CD,COP AC,CD, (as applicable) COP AF (as applicable) EC,AC,CD For Level 1A and Level 2 only The parameter listed in paragraph 3.2.(p) or paragraph 3.3.(j) of Appendix 5 to this Regulation is accessible: yes/not applicable ELI: http://data.europa.eu/eli/reg/2026/1130/oj 135/710EN OJ L, 26.6.2026 Accuracy (if applicable) Vehicle energy charged (kWh) (12) x.xxx REESS_charging Vehicle energy charged (kWh) (13) x.xxx(14) OBFCM Accuracy vehicle energy charged (13) x.xxx(14) (12) in accordance with paragraph 3.4. of Appendix 2 to this Regulation (13) in accordance with Appendix 5 to this Regulation (14) in the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero For Level 1B and Level 2 only The parameters listed in paragraph 3 of Appendix 5 to this Regulation and listed in Appendix 1 of Annex C1 are accessible: yes/not applicable 2.1.1.5.2. Electric energy consumption of PEVs (if applicable) Test 1 E (Wh) AC For Level 1A and Level 2 only The parameter listed in paragraph 3.2.(p) or paragraph 3.3.(j) of Appendix 5 to this Regulation is accessible: yes/not applicable Accuracy (if applicable) Vehicle energy charged (kWh) (15) x.xxx REESS_charging Vehicle energy charged (kWh) (15) x.xxx(16) OBFCM Accuracy vehicle energy charged (15) x.xxx(16) (15) in accordance with Appendix 5 to this Regulation (16) in the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero For Level 1B and Level 2 only The parameters listed in paragraph 3 of Appendix 5 to this Regulation and listed in Appendix 1 of Annex C1 are accessible: yes/not applicable Test 1a – Results after 4 phase cycle Extra EC (Wh/km) Low Medium High City Combined High Calculated values EC Declared value - 136/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Test 1b – Results after 3 phase cycle EC (Wh/km) Low Medium High Combined Calculated values EC Declared value Tests 2a and 2b (if applicable) Record test results in accordance with the table of Test 1 Tests 3a and 3b – Record test results in accordance with the table of Test 1 Conclusion after 4 phase cycle Low Medium High Extra High City Combined EC (Wh/km) 4 phase 4 phase 4 phase 4 phase 4 phase 4 phase cycle cycle cycle cycle cycle cycle Averaging EC Final values EC Conclusion after 3 phase cycle Low Medium High Combined EC (Wh/km) 3 phase cycle 3 phase cycle 3 phase cycle 3 phase cycle Averaging EC Final values EC Information for COP - Results after 4 Phase cycle (For Level 1A - if applicable) Combined 4 phase cycle Electric Energy Consumption (Wh/km) EC DC,COP AF EC Information for COP - Results after 3 Phase cycle (For Level 1B - if applicable) Combined 3 phase cycle Electric Energy Consumption (Wh/km) EC DC,COP AF EC For Level 1A and Level 2 only The parameter listed in paragraph 3.2.(p) or paragraph 3.3.(j) of Appendix 5 to this Regulation is accessible: yes/not applicable ELI: http://data.europa.eu/eli/reg/2026/1130/oj 137/710EN OJ L, 26.6.2026 Accuracy (if applicable) Vehicle energy charged (kWh) (17) x.xxx REESS_charging Vehicle energy charged (kWh) (18) x.xxx(19) OBFCM Accuracy vehicle energy charged (18) x.xxx(19) (17) in accordance with paragraph 3.4. of Appendix 2 to this Regulation (18) in accordance with Appendix 5 to this Regulation (19) in the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero For Level 1B and Level 2 only The parameters listed in paragraph 3 of Appendix 5 to this Regulation and listed in Appendix 1 of Annex C1 are accessible: yes/not applicable 2.1.2. Vehicle low (if applicable) Repeat paragraph 2.1.1. 2.1.3. Vehicle M (if applicable) Repeat paragraph 2.1.1. 2.1.4. Final criteria emissions values (if applicable) THC+NOx CO THC (a) NMHC (a) NOx PM PN (b) Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Highest values(3) (3) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable) 2.4. Type 4 (a) test Family’s identifier : See report(s) : 2.5. Type 5 test Family’s identifier : See durability family report (s) (if applicable) : Type 1 cycle for criteria emissions testing (if : applicable) Durability family identifier 138/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.7. Declared pure electric range ratio at low temperature Low temperature family’s identifier : K : PER,WLTC,LT,dec * Duplicate the table in case more than one low temperature is considered. 2.8. On Board Diagnostic System Family’s identifier : See family report(s) (if applicable) : 2.11. Temperature information related to vehicle high (VH) Unless an ambient temperature correction test is required by the granting type-approval authority for the purpose of type-approval this information shall not be required. Worst case approach with regards to vehicle insulation : yes/no (7) Worst case approach vehicle cool down : yes/no (7) ATCT family composed of a single Interpolation family : yes/no (7) Engine coolant temperature at the end of soaking time (°C) : Average soak area temperature over the 3 last hours (°C) : Difference between engine coolant end temperature and : average soak area temperature of the last 3 hours Δ (°C) T_ATCT The minimum soaking time t (s) : soak_ATCT Location of temperature sensor : Measured engine temperature : oil/coolant (7) if “yes” then the six last lines are not applicable 2.12. Exhaust after-treatment system using reagent Family’s identifier : See family report(s) (if applicable) : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 139/710EN OJ L, 26.6.2026 Part II The following information, if applicable, is the minimum data required for the ATCT test. Unless an ambient temperature correction test is required by the granting type-approval authority for the purpose of type-approval this information shall not be required. Report number APPLICANT Manufacturer SUBJECT … Roadload family identifier(s) : Interpolation family identifier(s) : ATCT identifier(s) : Object submitted to tests Make : IP identifier : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY General notes: If there are several options (references), the one tested should be described in the test report. If there are not, a single reference to the information document at the start of the test report may be sufficient. Every Technical Service is free to include some additional information. Characters are included in the sections of the test report relating to specific vehicle types, as follows: “(a)” Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN Regulation No. 154) (as applicable). “(b)” Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN Regulation No. 154) (as applicable). 1. Description of tested vehicle 1.1. General Vehicle numbers : Prototype number and VIN Category : Bodywork : Drive wheels : 140/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.1.1. Powertrain Architecture Powertrain architecture : pure ICE, hybrid, electric or fuel cell 1.1.2. Internal combustion engine (if applicable) For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : Engine capacity (cm3) : Engine idling speed (min-1) : ± High engine idling speed (min-1) (a) : ± Rated engine power : kW At rpm Maximum net torque : Nm At rpm Engine lubricant : make and type Cooling system : Type: air/water/oil Insulation : material, amount, location, nominal volume and nominal weight (4) (4) a tolerance of +/- 10 per cent is permitted for volume and weight 1.1.3. Test fuel for type 1 test (if applicable) For more than one test fuel, please repeat the point Make : Type : Petrol - Diesel – LPG – NG - … Density at 15°C : Sulphur content : Only for Diesel and Petrol Annex IX : Batch number : Willans factors (for ICE) for CO emission : 2 (gCO /MJ) 2 Direct injection : yes/no or description Vehicle fuel type : Monofuel / bifuel / flex fuel Control unit Part reference : same as information document Software tested : read via scantool, for example Air flowmeter : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 141/710EN OJ L, 26.6.2026 Throttle body : Pressure sensor : Injection pump : Injector(s) : 1.1.4. Fuel feed system (if applicable) For more than one fuel feed system, please repeat the point 1.1.5. Intake system (if applicable) For more than one intake system, please repeat the point Pressure charger : Yes/no make & type (1) Intercooler : yes/no type (air/air – air/water) (1) Air filter (element) (1) : make & type Intake silencer (1) : make & type 1.1.6. Exhaust system and anti-evaporative system (if applicable) For more than one, please repeat the point First catalytic converter : make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… Second catalytic converter : make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… Particulate trap : with/without/not applicable catalysed: yes/no make & reference (1) Reference and position of oxygen and/or : before catalyst / after catalyst lambda sensor(s) Air injection : with/without/not applicable Water injection : with/without/not applicable EGR : with/without/not applicable cooled/non-cooled HP/LP Evaporative emission control system : with/without/not applicable Reference and position of NOx sensor(s) : Before/ after Openings in the exhaust system designed : Position to remove condensate (if applicable) General description (1) : 142/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.1.7. Heat storage device (if applicable) For more than one Heat Storage System, please repeat the point Heat storage device : yes/no Heat capacity (enthalpy stored J) : Time for heat release (s) : 1.1.8. Transmission (if applicable) For more than one Transmission, please repeat the point Gearbox : manual / automatic / continuous variation Gear shifting procedure Predominant mode : yes/no normal / drive / eco/… Best case mode for CO emissions and fuel : 2 consumption (if applicable) Worst case mode for CO emissions and fuel : 2 consumption (if applicable) Control unit : Gearbox lubricant : make and type Tyres Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V ) 1000 for each of the gearbox ratios (R.B.). R.B. R.P. R.T. V 1000 1st 1/1 2nd 1/1 3rd 1/1 4th 1/1 5th 1/1 … ELI: http://data.europa.eu/eli/reg/2026/1130/oj 143/710EN OJ L, 26.6.2026 1.1.9. Electric machine (if applicable) For more than one electric machine, please repeat the point Make : Type : Peak Power (kW) : 1.1.10. Traction REESS (if applicable) For more than one traction REESS, please repeat the point Make : Type : Capacity (Ah) : Nominal Voltage (V) : 1.1.11. (Reserved) 1.1.12. Power electronics (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger) Make : Type : Power (kW) : 1.2. Vehicle description 1.2.1. Mass Test mass of VH (kg) : 1.2.2. Road load parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 f (N/(km/h)2) : 2_TReg Cycle energy demand (J) : Road load test report reference : Road load family’s identifier : 144/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.2.3. Cycle selection parameters Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order : (if applicable) -75kg (PMR)(W/kg) Capped speed process used during measurement : yes/no Maximum speed of the vehicle (km/h) : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test : if applicable procedure) 1.2.4. Gear shift point (if applicable) Version of Gear Shift calculation (indicate the applicable amendment to UN GTR No. 15) Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal n min drive 1st gear : …min-1 1st gear to 2nd : …min-1 2nd gear to standstill : …min-1 2nd gear : …min-1 3rd gear and beyond : …min-1 Gear 1 excluded : yes/no n for each gear : …min-1 95_high n for acceleration/constant speed phases : …min-1 min_drive_set (n ) min_drive_up n for deceleration phases (n ) : …min-1 min_drive_set min_drive_down t : …s start_phase n : …min-1 min_drive_start n : …min-1 min_drive_up_start use of ASM : yes/no ASM values : 2. Test results Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer in 2WD/4WD operation : 2WD/4WD ELI: http://data.europa.eu/eli/reg/2026/1130/oj 145/710EN OJ L, 26.6.2026 For 2WD operation, was the non-powered : yes/no/not applicable axle rotating Dynamometer operation mode yes/no Coastdown mode : yes/no 2.1. Test at 14°C Date(s) of test(s) : (day/month/year) Place of the test(s) : Height of the lower edge above ground of : cooling fan (cm) Lateral position of fan centre (if modified : in the vehicle centre-line/… as request by the manufacturer) Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x.x RMSSE: Root Mean Squared Speed Error : x.xx (km/h) Description of the accepted deviation of : Fully operated acceleration pedal the driving cycle 2.1.1. Criteria emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining test THC+NOx Particulate Particle CO THC (a) NMHC (a) NOx (b) Matter Number Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured values Limit values 2.1.2. CO emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a 2 charge-sustaining test CO emission (g/km) Low Medium High Extra High Combined 2 Measured value M / M CO2,p,1 CO2,c,2 Measured Speed and distance corrected value M / M CO2,p,2b CO2,c,2b RCB correction coefficient (2) M M CO2,p,3 / CO2,c,3 (2) correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for ICE vehicles, K for HEVs CO2 146/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.2. Test at 23°C Provide information or refer to type 1 test report Date of tests : (day/month/year) Place of the test : Height of the lower edge above ground of : cooling fan (cm) Lateral position of fan centre (if modified : in the vehicle centre-line/… as request by the manufacturer) Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x.x RMSSE: Root Mean Squared Speed Error : x.xx (km/h) Description of the accepted deviation of : Fully operated acceleration pedal the driving cycle 2.2.1. Criteria emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining test THC+NOx Particulate Particle CO THC (a) NMHC (a) NOx (b) Matter Number Pollutants (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Final values Limit values 2.2.2. CO emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a 2 charge-sustaining test CO emission (g/km) Low Medium High Extra High Combined 2 Measured value M / M CO2,p,1 CO2,c,2 Measured Speed and distance corrected value M / M CO2,p,2b CO2,c,2b RCB correction coefficient (2) M M CO2,p,3 / CO2,c,3 (2) correction as referred to in Appendix 2 to Annex B6 of this Regulation for ICE vehicles, and Appendix 2 to Annex B8 of this Regulation for HEVs (K ) CO2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 147/710EN OJ L, 26.6.2026 2.3. Conclusion CO emission (g/km) Combined 2 ATCT (14°C) M CO2,Treg Type 1 (23°C) M CO2,23° Family correction factor (FCF) 2.4. Temperature information of the reference vehicle after 23°C test Worst case approach with regards to vehicle insulation : yes/no (3) Worst case approach vehicle cool down : yes/no (3) ATCT family composed of a single Interpolation family : yes/no (3) Engine coolant temperature at the end of soaking time (°C) : Average soak area temperature over the 3 last hours (°C) : Difference between engine coolant end temperature and average soak area : temperature of the last 3 hours Δ (°C) T_ATCT The minimum soaking time t (s) : soak_ATCT Location of temperature sensor : Measured engine temperature : oil/coolant (3) if “yes” then the six last lines are not applicable Part III The following information, if applicable, is the minimum data required for the low temperature electric range ratio determination. Report number APPLICANT Manufacturer SUBJECT … Road load family identifier(s) : Interpolation family identifier(s) : Low temperature family identifier(s) : Object submitted to tests Make : IP identifier : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY 148/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 General notes: If there are several options (references), the one tested should be described in the test report. If there are not, a single reference to the information document at the start of the test report may be sufficient. Every Technical Service is free to include some additional information. 1. Description of tested vehicle 1.1. General Vehicle numbers : Prototype number and VIN Category : Bodywork : Drive wheels : 1.1.1. Powertrain Architecture Powertrain architecture : electric 1.1.2. Transmission (if applicable) For more than one Transmission, please repeat the point Gearbox : manual / automatic / continuous variation Gear shifting procedure Predominant mode : yes/no normal / drive / eco/… Control unit : Gearbox lubricant : make and type Tyres Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : 1.1.3. Electric machine (if applicable) For more than one electric machine, please repeat the point Make : Type : Peak Power (kW) : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 149/710EN OJ L, 26.6.2026 1.1.4. Traction REESS (if applicable) For more than one traction REESS, please repeat the point Make : Type : Capacity (Ah) : Nominal Voltage (V) : 1.1.5. Power electronics (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger) Make : Type : Power (kW) : 1.2. Vehicle description 1.2.1. Mass Test mass of the vehicle (kg) : 1.2.2. Road load parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 f (N/(km/h)2) : 2_TReg Cycle energy demand (J) : Road load test report reference : Road load family’s identifier : 1.2.3. Cycle selection parameters Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order -75kg : (if applicable) (PMR)(W/kg) Capped speed process used during measurement : yes/no Maximum speed of the vehicle (km/h) : 150/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test procedure) : if applicable 1.2.4. Gear shift point (if applicable) Gear shifting : gear shift indicator/manufacturer’s handbook/… 2. Test results Method of chassis dyno setting @ 23°C : Fixed run / iterative / alternative with its own warmup cycle Dynamometer in 2WD/4WD operation : 2WD/4WD For 2WD operation, was the non-powered axle : yes/no/not applicable rotating Dynamometer operation mode yes/no Coastdown mode : yes/no 2.1. Test at Type 1 Date(s) of test(s) : (day/month/year) Place of the test(s) : Height of the lower edge above ground of cooling : fan (cm) Lateral position of fan centre (if modified as : in the vehicle centre-line/… request by the manufacturer) Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x.x RMSSE: Root Mean Squared Speed Error (km/h) : x.xx Description of the accepted deviation of the : Fully operated acceleration pedal driving cycle Type 1 Test results Test Number Type 1 PERs (km) 1 2 3 PER WLTC,ave ELI: http://data.europa.eu/eli/reg/2026/1130/oj 151/710EN OJ L, 26.6.2026 2.2. Test at -7°C Date of tests : (day/month/year) Place of the test : Height of the lower edge above ground of cooling : fan (cm) Lateral position of fan centre (if modified as : in the vehicle centre-line/… request by the manufacturer) Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x.x RMSSE: Root Mean Squared Speed Error (km/h) : x.xx Description of the accepted deviation of the : Fully operated acceleration pedal driving cycle -7°C Test results Test Number -7°C/LowTemp PERs (km) 1 2 3 PER WLTC,LT,ave 2.3. Conclusion Low temperature family correction factor Result Calculated K PER,WLTC,LT Declared K PER,WLTC,LT,dec Pass/Fail? K confirmed? PER,WLTC,LT,dec 152/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A1 - Appendix 2 WLTP Road Load Test Report Road Load Test Report The following information, if applicable, is the minimum data required for the road load determination test. Report number APPLICANT Manufacturer SUBJECT Determination of a vehicle road load /… Roadload family identifier(s) : Object submitted to tests Make : Type : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY 1. Concerned vehicle(s) Make(s) concerned : Type(s) concerned : Commercial description : Maximal speed (km/h) : Powered axle(s) : 2. Description of tested vehicles If no interpolation: the worst-case vehicle (regarding energy demand) shall be described 2.1. Wind tunnel method Combination with : Flat belt dynamometer / chassis dynamometer 2.1.1. General Wind tunnel Dynamometer H L H L R R R R Make Type Version ELI: http://data.europa.eu/eli/reg/2026/1130/oj 153/710EN OJ L, 26.6.2026 Wind tunnel Dynamometer H L H L R R R R Cycle energy demand over a complete WLTC Class 3 cycle (kJ) Deviation from production series - - Mileage (km) - - Or (in case of roadload matrix family): Make : Type : Version : Cycle energy demand over a complete WLTC (kJ) : Deviation from production series : Mileage (km) : 2.1.2. Masses Dynamometer H L R R Test mass (kg) Average mass m (kg) av Value of m (kg per axle) r Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) Or (in case of roadload matrix family): Test mass (kg) : Average mass m (kg) : (average before and after the test) av Technically permissible maximum laden mass : Estimated arithmetic average of the mass of : optional equipment Category M vehicle: : proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: : weight distribution (kg or %) 154/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.1.3. Tyres Wind tunnel Dynamometer H L H L R R R R Size designation Make Type Rolling resistance Front (kg/t) - - Rear (kg/t) - - Tyre pressure Front (kPa) - - Rear (kPa) - - Or (in case of roadload matrix family): Size designation Make : Type : Rolling resistance Front (kg/t) : Rear (kg/t) : Tyre pressure Front (kPa) : Rear (kPa) : 2.1.4. Bodywork Wind tunnel H L R R Type AA/AB/AC/AD/AE/AF BA/BB/BC/BD Version Aerodynamic devices Movable aerodynamic body parts y/n and list if applicable Installed aerodynamic options list Delta (C × A) compared to H (m2) - D fLH R ELI: http://data.europa.eu/eli/reg/2026/1130/oj 155/710EN OJ L, 26.6.2026 Or (in case of roadload matrix family): Body shape description : Square box (if no representative body shape for a complete vehicle can be determined) Frontal area A (m2) : fr 2.2. On road 2.2.1. General H L R R Make Type Version Cycle energy demand over a complete WLTC Class 3 cycle (kJ) Deviation from production series Mileage Or (in case of roadload matrix family): Make : Type : Version : Cycle energy demand over a complete WLTC (kJ) : Deviation from production series : Mileage (km) : 2.2.2. Masses H L R R Test mass (kg) Average mass m (kg) av Value of m (kg per axle) r Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) 156/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Or (in case of roadload matrix family): Test mass (kg) : Average mass m (kg) : (average before and after the test) av Technically permissible maximum laden mass : Estimated arithmetic average of the mass of : optional equipment Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) 2.2.3. Tyres H L R R Size designation Make Type Rolling resistance Front (kg/t) Rear (kg/t) Tyre pressure Front (kPa) Rear (kPa) Or (in case of roadload matrix family): Size designation : Make : Type : Rolling resistance Front (kg/t) : Rear (kg/t) : Tyre pressure Front (kPa) : Rear (kPa) : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 157/710EN OJ L, 26.6.2026 2.2.4. Bodywork H L R R Type AA/AB/AC/AD/AE/AF BA/BB/BC/BD Version Aerodynamic devices Movable aerodynamic body parts y/n and list if applicable Installed aerodynamic options list Delta (C ×A) compared to H (m2) - D fLH R Or (in case of roadload matrix family): Body shape description : Square box (if no representative body shape for a complete vehicle can be determined) Frontal area A (m2) : fr 2.3. Powertrain 2.3.1. Vehicle High Engine code : Transmission type : manual, automatic, CVT Transmission model : (torque rating and no of clutches → to be included in info (manufacturer's codes) doc) Covered transmission models : (manufacturer's codes) Engine rotational speed divided by : Gear Gear ratio N/V ratio vehicle speed 1st 1/.. 2nd 1.. 3rd 1/.. 4th 1/.. 5th 1/.. 6th 1/.. .. .. Electric machine(s) coupled in position N : n.a. (no electric machine or no coastdown mode) Type and number of electric machines : construction type: asynchronous/ synchronous… Type of coolant : air, liquid, … 158/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3.2. Vehicle Low Repeat paragraph 2.3.1. with VL data 2.4. Test results 2.4.1. Vehicle High Dates of tests : dd/mm/yyyy (wind tunnel) dd/mm/yyyy (dynamometer) or dd/mm/yyyy (on road) On road Method of the test : coastdown or torque meter method Facility (name / location / track's reference) : Coastdown mode : y/n Wheel alignment : Toe and camber values Ground clearance : Vehicle height : Drivetrain lubricants : Wheel bearing lubricants : Brake adjustment to avoid : unrepresentative parasitic drag Maximum reference speed (km/h) : Anemometry : stationary or on board: influence of anemometry (C × A) and if it was D corrected. Number of split(s) : Wind : average, peaks and direction in conjunction with direction of the test track Air pressure : Temperature (mean value) : Wind correction : y/n Tyre pressure adjustment : y/n Raw results : Torque method: c = 0 c = 1 c = 2 Coastdown method: f 0 f 1 f 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 159/710EN OJ L, 26.6.2026 Final results Torque method: c = 0 c = 1 c = 2 and f = 0 f = 1 f = 2 Coastdown method: f = 0 f = 1 f = 2 Or Wind tunnel method Facility (name/location/dynamometer's reference) : Qualification of the facilities : Report reference and date Dynamometer Type of dynamometer : flat belt or chassis dynamometer Method : stabilised speeds or deceleration method Warm up : warm-up by dyno or by driving the vehicle Correction of the roller curve : (for chassis dynamometer, if applicable) Method of chassis dynamometer setting : Fixed run / iterative / alternative with its own warmup cycle Measured aerodynamic drag coefficient multiplied by : Velocity (km/h) C × A (m2) D the frontal area … … … … Result : f = 0 f = 1 f = 2 Or Road load matrix on road Method of the test : coastdown or torque meter method Facility (name/location/track's reference) : Coastdown mode : y/n Wheel alignment : Toe and camber values Ground clearance : Vehicle height : Drivetrain lubricants : Wheel bearing lubricants : 160/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Brake adjustment to avoid : unrepresentative parasitic drag Maximum reference speed (km/h) : Anemometry : stationary or on board: influence of anemometry (C × A) and if it was D corrected. Number of split(s) : Wind : average, peaks and direction in conjunction with direction of the test track Air pressure : Temperature (mean value) : Wind correction : y/n Tyre pressure adjustment : y/n Raw results : Torque method: c = 0r c = 1r c = 2r Coastdown method: f = 0r f = 1r f = 2r Final results Torque method: c = 0r c = 1r c = 2r and f (calculated for vehicle H ) = 0r M f (calculated for vehicle H ) = 2r M f (calculated for vehicle L ) = 0r M f (calculated for vehicle L ) = 2r M Coastdown method: f (calculated for vehicle H ) = 0r M f (calculated for vehicle H ) = 2r M f (calculated for vehicle L ) = 0r M f (calculated for vehicle L ) = 2r M Or Road load matrix wind tunnel method Facility (name/location/dynamometer's : reference) Qualification of the facilities : Report reference and date Dynamometer Type of dynamometer : flat belt or chassis dynamometer Method : stabilised speeds or deceleration method Warm up : warm-up by dyno or by driving the vehicle Correction of the roller curve : (for chassis dynamometer, if applicable) Method of chassis dynamometer : Fixed run / iterative / alternative with its own warmup setting cycle ELI: http://data.europa.eu/eli/reg/2026/1130/oj 161/710EN OJ L, 26.6.2026 Measured aerodynamic drag coefficient : Velocity (km/h) C × A (m2) D multiplied by the frontal area … … … … Result : f = 0r f = 1r f = 2r f (calculated for vehicle H ) = 0r M f (calculated for vehicle H ) = 2r M f (calculated for vehicle L ) = 0r M f (calculated for vehicle L ) = 2r M 2.4.2. Vehicle Low Repeat paragraph 2.4.1. with VL data. 162/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A1 - Appendix 3 WLTP Test Sheet Template for Test Sheet The test sheet shall include the test data that are recorded, but not included in any test report. The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years. The following information, if applicable, is the minimum data required for test sheets. Information from Annex B4 to this Regulation Adjustable wheel alignment parameters : Ground clearance : Vehicle height : Drivetrain lubricants : Wheel bearing lubricants : Brake adjustment to avoid unrepresentative parasitic drag : The coefficients, c , c and c , : c = 0 1 2 0 c = 1 c = 2 The coastdown times measured on the chassis dynamometer : Reference speed (km/h) Coastdown time (s) 130 120 110 100 90 80 70 60 50 40 30 20 Additional weight may be placed on or in the vehicle to : weight (kg) eliminate tyre slippage on/in the vehicle The coastdown times after performing the vehicle coast : Reference speed (km/h) Coastdown time (s) down procedure 130 120 110 100 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 163/710EN OJ L, 26.6.2026 90 80 70 60 50 40 30 20 Information from Annex B5 to this Regulation NOx converter efficiency : (a) = Indicated concentrations (a); (b), (c), (d), and the (b) = concentration when the NOx analyser is in the NO mode so (c) = that the calibration gas does not pass through the converter (d) = Concentration in NO mode = Information from Annex B6 to this Regulation The distance actually driven by the vehicle : For manual shift transmission vehicle, MT vehicle that cannot follow the cycle trace: The deviations from the driving cycle : Drive trace indices: The following indices shall be calculated in accordance with : the standard SAE J2951(Revised Jan-2014): IWR: Inertial Work Rating 4 phase cycle : IWR: Inertial Work Rating 3 phase cycle : RMSSE: Root Mean Squared Speed Error 4 phase : cycle RMSSE: Root Mean Squared Speed Error 3 phase : cycle Particulate sample filter weighing Filter for phases 1-4 before the test where applicable : Filter for phases 1-3 before the test where applicable : Filter for phase 4 before the test where applicable : Filter for phases 1-4 after the test where applicable : Filter for phases 1-3 after the test where applicable : Filter for phase 4 after the test where applicable : Reference filter : Content of each of the compounds measured after : stabilization of the measuring device 164/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Regeneration factor determination (if applicable) The number of cycles D between two WLTCs where : regeneration events occur The number of cycles over which emission measurements : are made n The mass emissions measurement M0 for each compound i : sij over each cycle j Regeneration factor determination (if applicable) : The number of applicable test cycles dmeasured for complete regeneration Regeneration factor determination (if applicable) Msi : Mpi : Ki : Information from Annex B6a to this Regulation (if applicable) ATCT Temperature set point = T reg The air temperature and humidity of the test cell measured Actual temperature value at the vehicle cooling fan outlet at a minimum frequency of ± 3 °C at the start of the test 0.1 Hz. ± 5 °C during the test The temperature of the soak area measured continuously at a : Temperature set point = T reg minimum frequency of 0.033 Hz. Actual temperature value ± 3 °C at the start of the test ± 5 °C during the test The time of transfer from the preconditioning to the soak : ≤ 10 minutes area The time between the end of the Type 1 test and the cool : ≤ 20 minutes down procedure The measured soaking time, and shall be recorded in all : time between the measurement of the end relevant test sheets. temperature and the end of the Type 1 test at 23 °C Information from Annex C3 to this Regulation Diurnal testing : Ambient temperature during the two diurnal cycles (recorded at least every minute) Carbon canister puff loss loading : Ambient temperature during the first 11-hour profile (recorded at least every 10 minutes) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 165/710EN OJ L, 26.6.2026 Annex A1 - Appendix 4 Evaporative Emissions Test Report The following information, if applicable, is the minimum data required for the evaporative emission test. Report number APPLICANT Manufacturer SUBJECT .................................................................................................. Evaporative family identifier : Object submitted to tests Make : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY Every Technical Service is free to include additional information 1. Description of tested vehicle high Vehicle numbers : Prototype number and VIN Category : 1.1. Powertrain Architecture Powertrain architecture : internal combustion, hybrid, electric or fuel cell 1.2. Internal combustion engine For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : Engine capacity (cm3) : Supercharging : yes/no Direct injection : yes/no or description 166/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Vehicle fuel type : Monofuel / bifuel / flex fuel Engine lubricant : Make and type Cooling system : Type: air/water/oil 1.4. Fuel system Injection pump : Injector(s) : Fuel tank Layer(s) : monolayer/ multilayer Material for the fuel tank : metal / … Material for other parts of the fuel system : … Sealed : yes/no Nominal tank capacity (l) : Carbon canister Make and type : Type of activated carbon : Volume of charcoal (l) : Mass of charcoal (g) : Declared BWC (g) : xx.x 2. Test results 2.1. Carbon canister bench ageing Date of tests : (day/month/year) Place of the test : Carbon canister ageing test report : Loading rate : Fuel specification Make : Type : name of reference fuel… Density at 15°C (kg/m3) : Ethanol content (%) : Batch number : ELI: http://data.europa.eu/eli/reg/2026/1130/oj 167/710EN OJ L, 26.6.2026 2.2. Determination of the permeability factor (PF) Date of tests : (day/month/year) Place of the test : Permeability factor test report : HC measured at week 3, HC (mg/24h) : xxx 3W HC measured at week 20, HC (mg/24h) : xxx 20W Permeability Factor, PF (mg/24h) : xxx In case of multilayer tanks or metal tanks Alternative Permeability Factor, PF (mg/24h) : yes/no 2.3. Evaporative test Date of tests : (day/month/year) Place of the test : Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer operation mode yes/no Coastdown mode : yes/no 2.3.1. Mass Test mass of VH (kg) : 2.3.2. Roadload parameters f (N) : 0 f (N/(km/h)) : 1 f (N/(km/h)2) : 2 2.3.3. Cycle and Gear shift point (if applicable) Cycle (without downscaling) : Class 1 / 2 / 3 Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal 2.3.4. Vehicle Tested vehicle : VH or description Mileage (km) : Age (weeks) : 168/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3.5. Procedure of test and results Test procedure : Continuous (sealed fuel tank systems) / Continuous (non-sealed fuel tank systems) / Stand –alone (sealed fuel tank systems) Description of soak periods (time and : temperature) Puff loss loading value (g) : xx.x (if applicable) hot soak, 1st 24h diurnal, Evaporative test 2nd 24h diurnal, M M M D2 HS D1 Mean temperature (°C) - - Evaporative emission (g/test) x.xxx x.xxx x.xxx Final result, M +M +M +(2xPF) (g/test) x.xx HS D1 D2 Limit (g/test) x.x 2.3.6. Demonstrated procedures for alternative conformity of production testing where applicable: Test for leakage : Alternative pressures and/or time or alternative test procedure Test for venting : Alternative pressure and/or time or alternative test procedure Purge test : Alternative flow rate or test procedure Sealed tank : Alternative test procedure ELI: http://data.europa.eu/eli/reg/2026/1130/oj 169/710EN OJ L, 26.6.2026 ANNEX A2 Communication (maximum format: A4 (210 x 297 mm)) issued by: Name of administration: ............................... ............................... ............................... () Concerning(2): Approval granted Approval extended Approval refused Approval withdrawn Production definitively discontinued of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to UN Regulation No. 154 Approval No. ................................... Reason for extension : ................................ Section I 0.1. Make (trade name of manufacturer): .................................................................................. 0.2. Type: .................................................................................................................. 0.2.1. Commercial name(s) (if available): .................................................................................... 0.3. Means of identification of type if marked on the vehicle5F(3) 0.3.1. Location of that marking: ............................................................................................. 0.4. Category of vehicle:6F(4) .............................................................................................. 0.5. Name and address of manufacturer: ................................................................................... 0.8. Name(s) and address(es) of assembly plant(s): ......................................................................... 0.9. If applicable, name and address of manufacturer's representative: .................................................... 1.0. Remarks: .............................................................................................................. (1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the regulation). (2) Strike out what does not apply. (3) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information document, such characters shall be represented in the documentation by the symbol '?' (e.g. ABC??123??). (4) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.7, paragraph 2. - https://unece.org/transport/vehicle-regulations/wp29/resolutions. 170/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Section II 1. Additional information (where applicable): (see addendum) 2. Technical Service responsible for carrying out the tests: .............................................................. 3. Date of Type 1 test report: ............................................................................................ 4. Number of Type 1 test report: ......................................................................................... 5. Remarks (if any): (see Section 3 of addendum) 6. Place: .................................................................................................................. 7. Date: .................................................................................................................. 8. Signature: ............................................................................................................. Attachments: 1. Information package 2. Test reports ELI: http://data.europa.eu/eli/reg/2026/1130/oj 171/710EN OJ L, 26.6.2026 Addendum to type approval communication No … concerning the type approval of a vehicle with regard to exhaust emissions pursuant to the 04 series of amendments to UN Regulation No. 154 Note: the numbering of the paragraphs in this addendum are deliberately non-sequential in places. 0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5. OF UN REGULATION NO. 154 0.1. Identifier: … 1. ADDITIONAL INFORMATION 1.1. Mass of the vehicle in running order: VL (1): … VH: … 1.2. Maximum mass: VL (1): … VH: … 1.3. Reference mass: VL (1): … VH: … 1.4. Number of seats: … 1.6. Type of bodywork: 1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle a 1.6.2. for N1, N2: lorry, van(a) 1.7. Drive wheels: front, rear, 4 × 4(a) 1.8. Pure electric vehicle: yes/no(a) 1.9. Hybrid electric vehicle: yes/no(a) 1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle Charging / Off Vehicle Charging Fuel Cell / Not Off Vehicle Charging Fuel Cell (as applicable) (a) 1.9.2. Operating mode switch: with/without(a) 1.10. Engine identification: 1.10.1. Engine capacity / displacement (as applicable): 1.10.1.1. Reciprocating engine: 1.10.1.2. Wankel engine 1.10.1.2.1. Capacity: 172/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.10.1.2.2. Displacement: 1.10.2. Fuel supply system: direct injection/indirect injection(a) 1.10.3. Fuel recommended by the manufacturer: 1.10.4.1. Maximum power: kW at min–1 1.10.4.2. Maximum torque: Nm at min–1 1.10.5. Pressure charging device: yes/no(a) 1.10.6. Ignition system: compression ignition/positive ignition(a) 1.11. Powertrain (for pure electric vehicle or hybrid electric vehicle) (a) 1.11.1. Maximum net power: … kW, at: … to … min–1 1.11.2. Maximum thirty minutes power: … kW 1.11.3. Maximum net torque: … Nm, at … min–1 1.11.4. Nominal voltage of fuel cell stack: …V 1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle) 1.12.1. Nominal voltage: V 1.12.2. Capacity (2 h rate): Ah 1.13. Transmission: …, … 1.13.1. Type of gearbox: manual/automatic/variable transmission(a) 1.13.2. Number of gear ratios: 1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) / (engine speed (1000 (min–1)) First gear: … Sixth gear: … Second gear: … Seventh gear: … Third gear: … Eighth gear: … Fourth gear: … Overdrive: … Fifth gear: … 1.13.4. Final drive ratio: 1.14. Tyres: …, …, … Type: radial/bias/…7F(5) Dimensions: … (5) Type of tyre according UN Regulation No. 117. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 173/710EN OJ L, 26.6.2026 Rolling circumference under load: Rolling circumference of tyres used for the Type 1 test 2. TEST RESULTS 2.1. Tailpipe emissions test results Emissions classification: … Type 1 test results, where applicable Type approval number if not parent vehicle (1): … Test 1a 4 phase test CO THC NMHC NOx THC + NOx PM PN Type 1 Result (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured (8) (9) Ki × (8) (10) (11) Ki + (8) (10) (11) Mean value (12) calculated with Ki (M × Ki or M + Ki) (9) DF (+) (8) (10a) DF (×) (8) (10a) Final mean value calculated with Ki and DF (13) Limit value Test 1b 3 phase test CO THC NMHC NO PM PN Type 1 Result x (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured (8) (9) Ki × (8) (10) Ki + (8) (10) Mean value calculated with Ki (M × Ki or M + Ki) (9) DF (+) (8) (10) 174/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 CO THC NMHC NO PM PN Type 1 Result x (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) DF (×) (8) (10) Final mean value calculated with Ki and DF (13) Limit value Tests 2a and 2b (if applicable) Repeat Test 1a and 1b tables with the second test results. Tests 3a and 3b (if applicable) Repeat Test 1a and 1b tables with the third test results. Repeat Test 1a, 1b, test 2a, 2b (if applicable) and test 3a, 3b (if applicable) for Vehicle Low (if applicable), and VM (if applicable) ATCT test CO Emission (g/km) Combined 2 ATCT (14 °C) M CO2,Treg Type 1 (23 °C) M CO2,23° Family correction factor (FCF) CO THC NMHC NOx THC + NOx PM PN ATCT test Result (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.1011/km) Measured(6),(7) Limit values Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) for the reference vehicle: … The minimum soaking time t _ATCT (s): … soak Location of temperature sensor: … ATCT family identifier: … Type 4: … g/test; Test procedure in accordance with: Annex C3 to UN Regulation No. 154 (1). Type 5: (a) Durability test: whole vehicle test/bench ageing test/none (1) (b) Deterioration factor DF: calculated/assigned (1) (c) Specify the values: … (d) Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154 (14): … (6) Where applicable. (7) Round to two decimal numbers. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 175/710EN OJ L, 26.6.2026 2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 test is to be performed on both fuels according to Table A in paragraph 6. of UN Regulation No. 154, and for vehicles running on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases used in the test, and an additional table shall display the worst results obtained. 2.1.2. Written description and/or drawing of the MI: … 2.1.3. List and function of all components monitored by the OBD system: … 2.1.4. Written description (general working principles) for: … 2.1.4.1. Misfire detection(8): … 2.1.4.2. Catalyst monitoring(8): … 2.1.4.3. Oxygen sensor monitoring(8): … 2.1.4.4. Other components monitored by the OBD system(8): … 2.1.4.5. Catalyst monitoring(9): … 2.1.4.6. Particulate trap monitoring(9): … 2.1.4.7. Electronic fuelling system actuator monitoring(9): … 2.1.4.8. Other components monitored by the OBD system: … 2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): … 2.1.6. List of all OBD output codes and formats used (with explanation of each): … 2.2. (Reserved) 2.3. Catalytic converters yes/no(a) 2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no(a) 2.5. CO emissions and fuel consumption test results 2 2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle 2.5.1.0. Minimum and maximum CO values within the interpolation family: … 2 2.5.1.1. Vehicle High 2.5.1.1.1. Cycle Energy Demand 2.5.1.1.1.1. 4 phase cycle: … J 2.5.1.1.1.2. 3 phase cycle: … J (8) For vehicles equipped with positive-ignition engines. (9) For compression-ignition engine vehicles. 176/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.5.1.1.2. Road load coefficients 2.5.1.1.2.1. f N: … 0, 2.5.1.1.2.2. f N/(km/h): … 1, 2.5.1.1.2.3. f , N/(km/h)2: … 2 2.5.1.1.3. CO emissions (provide values for each reference fuel tested, for the phases: the measured values, for the 2 combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154) CO Emission (g/km) Test Low Medium High Extra High Combined 2 M / M 1 CO2,p,5 CO2,c,5 2 3 average Final M / M CO2,p,H CO2,c,H 2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8 and 1.2.3.9 of Annex B6 to UN Regulation No. 154) Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or Low Medium High Extra High Combined km/kg) (1) (as applicable) Final values FC /FC or FE , FE p,H c,H p,H c,H 2.5.1.2. Vehicle Low (if applicable) 2.5.1.2.1. Cycle Energy Demand 2.5.1.2.1.1. 4 phase cycle: … J 2.5.1.2.1.2. 3 phase cycle: … J 2.5.1.2.2. Road load coefficients 2.5.1.2.2.1. f N: … 0, 2.5.1.2.2.2. f N/(km/h): … 1, 2.5.1.2.2.3. f , N/(km/h) (2): … 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 177/710EN OJ L, 26.6.2026 2.5.1.2.3. CO emissions (provide values for each reference fuel tested, for the phases: the measured values for the 2 combined see paragraphs 1.2.3.8. and.1.2.3.9. of Annex B6 to UN Regulation No. 154) Combined CO Emission (g/km) Test Low Medium High Extra High 2 4 phase cycle M /M 1 CO2,p,5 CO2,c,5 2 3 average Final M /M CO2,p,L CO2,c,L 2.5.1.2.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154) Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined FC Combined FE Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Final values FC /FC - p,L c,L Final values FE , FE - - p,L c,L 2.5.1.3. Vehicle M for NOVC-HEV (if applicable) 2.5.1.3.1. Cycle Energy Demand: … J 2.5.1.3.2. Road load coefficients 2.5.1.3.2.1. f N: … 0, 2.5.1.3.2.2. f N/(km/h): … 1, 2.5.1.3.2.3. f , N/(km/h) (2): … 2 2.5.1.3.3. CO emissions (provide values for each reference fuel tested, for the phases: the measured values for the 2 combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154) Combined CO Emission (g/km) Test Low Medium High Extra High 2 4 phase cycle M /M 1 CO2,p,5 CO2,c,5 2 3 average Final M /M CO2,p,L CO2,c,L 178/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.5.1.3.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154) Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined FC Combined FE Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Final values FC / FC - p,L c,L Final values FE , FE - - p,L c,L 2.5.1.4. For vehicles powered by an internal combustion engine which are equipped with periodically regenerating systems as defined in paragraph 3.8.1. of UN Regulation No. 154, the test results shall be adjusted by the Ki factor as specified in Appendix 1 to Annex B6 of UN Regulation No. 154. 2.5.1.4.1. Information about regeneration strategy for CO emissions and fuel consumption 2 D — number of operating cycles between 2 cycles where regenerative phases occur: … d — number of operating cycles required for regeneration: … Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154) (14): … Combined Combined 4 phase cycle 3 phase cycle Ki (additive / multiplicative) (1) Values for CO and fuel consumption (10) 2 2.5.2. Pure electric vehicles(10) 2.5.2.1. Electric energy consumption 2.5.2.1.1. Vehicle High 2.5.2.1.1.1. Cycle Energy Demand 2.5.2.1.1.1.1. 4 phase cycle: … J 2.5.2.1.1.1.2. 3 phase cycle: … J 2.5.2.1.1.2. Road load coefficients 2.5.2.1.1.2.1. f N: … 0, 2.5.2.1.1.2.2. f N/(km/h): … 1, (10) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 179/710EN OJ L, 26.6.2026 2.5.2.1.1.2.3. f , N/(km/h) (2): … 2 Test 1 E (Wh) AC 2 3 (as applicable) EC (Wh/km) Test Extra Combined Combined Low Medium High City High 4 phase cycle 3 phase cycle Calculated EC 1 2 3 average Declared value — — — — — 2.5.2.1.1.3. Total time out of tolerance for the conduct of the cycle: … sec 2.5.2.1.2. Vehicle Low (if applicable) 2.5.2.1.2.1. Cycle Energy Demand 2.5.2.1.2.1.1. 4 phase cycle: … J 2.5.2.1.2.1.2. 3 phase cycle: … J 2.5.2.1.2.2. Road load coefficients 2.5.2.1.2.2.1. f N: … 0, 2.5.2.1.2.2.2. f N/(km/h): … 1, 2.5.2.1.2.2.3. f , N/(km/h) (2): … 2 Test 1 E (Wh) AC 2 3 Combined Combined EC (Wh/km) Test City 4 phase cycle 3 phase cycle Calculated EC 1 2 3 average Declared value — 180/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Extra Combined Combined EC (Wh/km) Test Low Medium High City High 4 phase cycle 3 phase cycle Calculated EC 1 2 3 average Declared value — — — — — 2.5.2.1.2.3. Total time out of tolerance for the conduct of the cycle: … sec 2.5.2.2. Pure Electric Range at ambient temperature (23 °C) 2.5.2.2.1. Vehicle High Extra Combined Combined PER (km) Test Low Medium High City High 4 phase cycle 3 phase cycle Measured Pure 1 Electric Range 2 3 average Declared value — — — — — 2.5.2.2.2. Vehicle Low (if applicable) Extra Combined Combined PER (km) Test Low Medium High City High 4 phase cycle 3 phase cycle Measured Pure 1 Electric Range 2 3 average Declared value — — — — — 2.5.2.3. Declared pure electric range ratio(s) at low temperature PER (km) K PER;WLTC,LT,dec Low temperature family identifier Declared pure electric range ratio at low temperature * Duplicate the table in case that more than one low temperature family is considered. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 181/710EN OJ L, 26.6.2026 2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle and Fuel Cell Hybrid Vehicle (as applicable): 2.5.3.1. CO emission charge-sustaining (applicable to OVC-HEVs only) 2 2.5.3.1.1. Vehicle High 2.5.3.1.1.1. Cycle Energy Demand: … J 2.5.3.1.1.2. Road load coefficients 2.5.3.1.1.2.1. f , N: … 0 2.5.3.1.1.2.2. f , N/(km/h): … 1 2.5.3.1.1.2.3. f , N/(km/h) (2): … 2 Extra Combined CO Emission (g/km) Test Low Medium High 2 High 4 phase cycle M /M 1 CO2,p,5 CO2,c,5 2 3 Average Final M /M CO2,p,H CO2,c,H 2.5.3.1.2. Vehicle Low (if applicable) 2.5.3.1.2.1. Cycle Energy Demand 2.5.3.1.2.1.1. 4 phase cycle: … J 2.5.3.1.2.1.2. 3 phase cycle: … J 2.5.3.1.2.2. Road load coefficients 2.5.3.1.2.2.1. f N: … 0, 2.5.3.1.2.2.2. f N/(km/h): … 1, 2.5.3.1.2.2.3. f , N/(km/h) (2): … 2 Combined CO Emission (g/km) Test Low Medium High Extra High 2 4 phase cycle M /M 1 CO2,p,5 CO2,c,5 2 3 Average Final M /M CO2,p,L CO2,c,L 182/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.5.3.1.3. Vehicle M (if applicable) 2.5.3.1.3.1. Cycle Energy Demand 2.5.3.1.3.1.1. 4 phase cycle: … J 2.5.3.1.3.1.2. 3 phase cycle: … J 2.5.3.1.3.2. Road load coefficients 2.5.3.1.3.2.1. f , N: … 0 2.5.3.1.3.2.2. f , N/(km/h): … 1 2.5.3.1.3.2.3. f , N/(km/h) (2): … 2 Combined CO Emission (g/km) Test Low Medium High Extra High 2 4 phase cycle M /M 1 CO2,p,5 CO2,c,5 2 3 Average M /M CO2,p,M CO2,c,M 2.5.3.2. CO emission charge-depleting (applicable to OVC-HEVs only) 2 Vehicle High Combined CO Emission (g/km) Test 2 4 phase cycle M 1 CO2,CD 2 3 Average Final M CO2,CD,H Vehicle Low (if applicable) Combined CO Emission (g/km) Test 2 4 phase cycle M 1 CO2,CD 2 3 Average Final M CO2,CD,L ELI: http://data.europa.eu/eli/reg/2026/1130/oj 183/710EN OJ L, 26.6.2026 Vehicle M (if applicable) Combined CO Emission (g/km) Test 2 4 phase cycle M 1 CO2,CD 2 3 Average Final M CO2,CD,M 2.5.3.3. CO emission (weighted, combined)13F(11)(applicable to OVC-HEVs only): 2 Vehicle High: M … g/km CO2,weighted Vehicle Low (if applicable): M … g/km CO2,weighted Vehicle M (if applicable): M … g/km CO2,weighted 2.5.3.3.1. Minimum and maximum CO values within the interpolation family. 2 2.5.3.4. Fuel consumption Charge-Sustaining Vehicle High Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined Combined Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Final values FC FC or FE , p,H / c,H p,H FE c,H Vehicle Low (if applicable) Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined Combined Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Final values FC FC or FE , FE p,L / c,L p,L c,L Vehicle M (if applicable) Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined Combined Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Final values FC FC or FE , p,M / c,M p,M FE c,M (11) Measured over the combined cycle. 184/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Vehicle M (if applicable) Fuel consumption (l/100 km or m3/ 100 km or kg/100 km) (1) or fuel Combined Combined Low Medium High Extra High efficiency (km/l or km/kg) (1) (as 4 phase cycle 3 phase cycle applicable) Lower limit pressure of hydrogen Low Medium High Extra High Combined Combined (MPa) (as applicable) 4 phase cycle 3 phase cycle Final value P - - - - - LL 2.5.3.5. Fuel consumption Charge-Depleting Vehicle High Fuel consumption (l/100 km or Fuel efficiency (km/l) (1) m3/100 km or kg/100 km) (1) Combined Combined 3 phase cycle 4 phase cycle Final values FC or FE CD,H CD,H Vehicle Low (if applicable) Fuel consumption (l/100 km or m3/ Fuel efficiency (km/l) (1) 100 km or kg/100 km) (1) Combined Combined 3 phase cycle 4 phase cycle Final values FC or FE CD,L CD,L Vehicle M (if applicable) Fuel consumption (l/100 km or m3/ Fuel efficiency (km/l) (1) 100 km or kg/100 km) (1) Combined Combined 3 phase cycle 4 phase cycle Final values FC or FE CD,M CD,M 2.5.3.6. Fuel consumption (weighted, combined)14F(12)(as applicable): Vehicle High: FC … l/100 km or kg/100 km weighted Vehicle Low (if applicable): FC … l/100 km or kg/100 km weighted Vehicle M (if applicable): FC … l/100 km or kg/100 km weighted (12) Measured over the combined cycle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 185/710EN OJ L, 26.6.2026 2.5.3.7. Ranges: 2.5.3.7.1. All Electric Range AER Combined Combined AER (km) Test City 4 phase cycle 3 phase cycle AER values 1 2 3 Average Final values AER 2.5.3.7.2. Equivalent All Electric Range EAER (where applicable) Combined Combined EAER (km) Low Medium High Extra High City 4 phase cycle 3 phase cycle Measured value(*) Final EAER values (*) For Level 1B and 3-phase WLTP test in Level 2, the arithmetic average for all individual charge-depleting tests 2.5.3.7.3. Actual Charge-Depleting Range R CDA Combined Combined R (km) CDA 4 phase cycle 3 phase cycle R values CDA 2.5.3.7.4. Charge-Depleting Cycle Range R CDC Combined Combined R (km) Test CDC 4 phase cycle 3 phase cycle R values 1 CDC 2 3 Average Final values R CDC 186/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.5.3.8. Electric energy consumption 2.5.3.8.1. Electric Energy Consumption EC EAC(Wh) Extra Combined Combined EC (Wh/km) Low Medium High City High 4 phase cycle 3 phase cycle Electric energy consumption values 2.5.3.8.2. UF-weighted charge-depleting electric energy consumption EC (combined) AC,CD Combined EC (Wh/km) Test AC,CD 4 phase cycle EC values 1 AC,CD 2 3 Average Final values EC AC,CD 2.5.3.8.3. UF-weighted electric energy consumption EC (combined) AC, weighted Combined EC (Wh/km) Test AC,weighted 4 phase cycle EC values 1 AC,weighted 2 3 Average Final values EC AC,weighted 2.5.4. Not Off Vehicle Charging Fuel Cell Hybrid Vehicles (NOVC-FCHV) Vehicle High Fuel consumption (kg/100 km) Combined Extra Combined or fuel efficiency (km/kg) (as Low Medium High 4 phase High 3 phase cycle applicable) cycle Final values FC FC or p,H / c,H FE , FE p,H c,H ELI: http://data.europa.eu/eli/reg/2026/1130/oj 187/710EN OJ L, 26.6.2026 Vehicle Low (if applicable) Fuel consumption (kg/100 km) or Extra Combined Combined fuel efficiency (km/kg) (as Low Medium High High 4 phase cycle 3 phase cycle applicable) Final values FC FC or FE p,L / c,L p, , FE L c,L Combined Lower limit pressure of hydrogen Extra Combined Low Medium High 4 phase (MPa) (as applicable) High 3 phase cycle cycle Final value P - - - - - LL 2.5.5. Device for monitoring the consumption of fuel and/or electric energy: yes/not applicable … 3. Remarks: … Explanatory Notes (4) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information, such characters shall be represented in the documentation by the symbol‘?’ (e.g. ABC??123??) (5) (Reserved) (5a) (Reserved) (6) (Reserved) (8) Where applicable. (9) Round to 2 decimal places (10) Round to 4 decimal places (10a) Round to 3 decimal places (11) Not applicable (12) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx. (13) Round to 1 decimal place more than limit value. (14) Indicate the applicable procedure. (22) Applicable Type 1 cycle: Annex B1 of UN Regulation No. 154 (23) If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology. (a) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) 188/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A2 - Appendix 1 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration of Compliance with the Reagent Requirements (Manufacturer): ….. (Address of the manufacturer): ….. Declares that: For the vehicles covered by this approval/the vehicles listed in Annex I to this declaration(13), are in compliance with, the requirements regarding the correct operation of systems using a consumable reagent in accordance with Appendix 6 of UN Regulation No. 154. Done at [….. Place] On [….. Date] [Name andsignature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachment(s) Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (if applicable). (13) Delete what is not applicable. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 189/710EN OJ L, 26.6.2026 Annex A2 - Appendix 2 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration for the Ambient Temperature Correction Test (ATCT) (Manufacturer): ….. (Address of the manufacturer): ….. Declares that: For the vehicles covered by this approval/the vehicles listed in Annex I to this declaration(14), the following family correction factor(s) (FCFs) shall be considered for the postprocessing of the relevant WLTP type 1 tests at 23 °C. This declaration is based on the testing conditions and settings as defined in UN Regulation No. 154, Annexes B6a and B6 (Level 1A) as applicable: Vehicle description (OEM to be defined) FCF(15) X Y Z Done at [….. Place] On [….. Date] [Name and signature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachment(s) Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (if applicable). (14) Delete what is not applicable. (15) Manufacturers shall declare the Family Correction Factor rounded to four decimals. 190/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A2 - Appendix 3 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration for the Regeneration Requirements (Manufacturer): ….. (Address of the manufacturer): ….. Declares that: For the vehicles covered by this approval/the vehicles listed in Annex I to this declaration, the following K factors in i accordance with UN Regulation No. 154, Annex B6, Appendix 1 shall be used: Compression ignition engine regeneration factors (K)(16) i NO CO THC+NO PM CO X X 2 Multiplicative Additive Positive ignition engine regeneration factors (Ki) 18 NO CO THC NMHC PM CO X 2 Multiplicative Additive Alternatively (if applicable): [ ] K factors with a value of 1.0 as the periodic regeneration occurs at least once per Type 1 test and has already occurred at i least once during vehicle preparation. [ ] K factors with a value of 1.0 as the distance between two successive periodic regenerations is more than 4,000 km of i driving repeated Type 1 tests. [ ] CO K factors with a value of 1.05 as emission limits are fulfilled during regenerations. 2 i In addition, for the purpose of WLTP Type 1 Charge Sustaining Tests conducted for the purpose of type-approval, conformity of production, in-service conformity and market surveillance, these K factors shall be applied for the vehicles i listed in Annex I of this declaration. Done at [….. Place] On [….. Date] [ Name andsignature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachment(s) Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (16) Rounded to four decimals. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 191/710EN OJ L, 26.6.2026 Annex A2 - Appendix 4 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration of Compliance with the Type 5 Requirements (Manufacturer): ….. (Address of the manufacturer): ….. Declares that the vehicles covered by this approval/the vehicles listed in Annex I to this declaration(17)are in compliance with the Type 5 requirements regarding durability of exhaust emission control over the target useful life. For Type 1 (WLTP) tests conducted for the purpose of type-approval or for conformity of production testing the following (default) deterioration factors shall be used to determine the final criteria emission results: Compression-ignition engine deterioration factors (DF)(18) NOX CO THC NMHC HC+NOX PM PN Multiplicative - - Additive - - Positive-ignition engine deterioration factors (DF)21 NOX CO THC NMHC HC+NOX PM PN Multiplicative 1.600 1.500 1.300 1.300 - 1.000 1.000 (default) Multiplicative - Additive - Done at [….. Place] On [….. Date] [Name andsignature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachments Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (if applicable) (17) Delete what is not applicable. (18) Rounded to three decimals. 192/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex A2 - Appendix 5 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration of Compliance with the OBD Requirements for the Purposes of Type-Approval (Manufacturer): ….. (Address of the manufacturer): ….. Declares that: The vehicles covered by this approval / the vehicles listed in Annex I to this declaration(19) are in compliance with the provisions of UN Regulation No. 154 relating to the OBD system; Annex II to this declaration lists any exemptions and/or deficiencies applicable to these vehicles related to the OBD provisions laid down in this Regulation. Done at [….. Place] On [….. Date] [Name andsignature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachments Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (if applicable). Annex II: list of any exemptions and/or deficiencies applicable to these vehicles related to the OBD provisions laid down in this Regulation (19) Delete what is not applicable. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 193/710EN OJ L, 26.6.2026 Annex A2 - Appendix 6 This appendix is applicable to Level 1A and 4-phase WLTP in Level 2 only Manufacturer’s Declaration of Compliance with the In-Vehicle Battery Durability Requirements for the Purposes of Type-Approval (Manufacturer): ….. (Address of the manufacturer): ….. Declares that: Use the following paragraph in case the minimum performance requirements are applied and skip it in case the declared performance requirements are applied: The vehicles covered by this approval / the vehicles listed in Annex I to this declaration(20) are in compliance with the minimum performance requirements as set out in Table 1 of Annex C1 of UN Regulation No. 154 relating to in-vehicle battery durability; Use the following paragraph in case the declared performance requirements are applied and skip it in case the minimum performance requirements are applied: The vehicles covered by this approval / the vehicles listed in Annex I to this declaration(20) are in compliance with the declared performance requirements as set out in the table below; Vehicle age / milage Declared performance requirements - DPR From start of life to 5 years or 100,000 km, whichever comes first (1) …% Vehicles more than 5 years or 100,000 km, and up to whichever comes (2) …% first of 8 years or 160,000 km Use the following paragraph in any case: Furthermore, the vehicle covered by this approval / the vehicles listed in Annex I to this declaration(20)are in compliance with the requirements to the state of certified energy SOCE and state of certified range SOCR according to paragraph 1.1. of Annex C1 of UN Regulation No. 154 relating to in-vehicle battery durability. Done at [….. Place] On [….. Date] [Name andsignature of person authorised by the Manufacturer or Manufacturer’s Representative] Attachments Annex I: The Vehicle Type(s), Family(ies) or vehicles described by other vehicle descriptor(s) to which this declaration applies (if applicable). (20) Delete what is not applicable. 194/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX A3 Arrangements of the approval mark In the approval mark issued and affixed to a vehicle in conformity with paragraph 5. of this Regulation, the type approval number shall be accompanied by an alphanumeric character reflecting the level that the approval is limited to. This annex outlines the appearance of this mark and gives an example how it shall be composed. The following schematic graphic presents the general lay-out, proportions and contents of the marking. The meaning of numbers and alphabetical character are identified, and sources to determine the corresponding alternatives for each approval case are also referred. () a = 8 mm (minimum) The following graphic is a practical example of how the marking should be composed. The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E 11), pursuant to UN Regulation No. 154 under approval number 2439, as defined in Section 3 of paragraph 5.2.1. This mark indicates that the approval was given in accordance with the requirements of this Regulation in its original version. Furthermore, the accompanying code (1A) denotes that the vehicle is approved to Level 1A (Europe). The following graphic is a practical example of how the marking should be composed. (1) Number of country according to footnote in paragraph 5.4.1. of this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 195/710EN OJ L, 26.6.2026 The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of this Regulation shows that the vehicle type concerned has been approved in France (E 2), pursuant to: (a) UN Regulation No. 83 under section 3 of approval number 9876. This mark indicates that the approval was given in accordance with the requirements of this Regulation with the 08 series of amendments incorporated. Furthermore, the accompanying code (ZA) denotes that the vehicle is approved under a certain level of requirements associated with the ZA character. (b) This Regulation under approval number 2439, as defined in Section 3 of paragraph 5.2.1. This mark indicates that the approval was given in accordance with the requirements of this Regulation in its original version. Furthermore, the accompanying code (1A) denotes that the vehicle is approved to Level 1A (Europe). Table A3/1 Characters with reference to approval level Code Contracting Party on which the requirements are based 1A European Union 1B Japan 1C European Union (SVM) 02 Harmonized 196/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annexes Part B The annexes in Annexes Part B describe the procedures for determining the levels of emissions of gaseous compounds, particulate matter, particle number, CO emissions, fuel consumption, fuel efficiency, electric energy consumption and 2 electric range from light-duty vehicles. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 197/710EN OJ L, 26.6.2026 ANNEX B1 Worldwide light-duty test cycles (WLTC) 1. General requirements The cycle to be driven depends on the ratio of the test vehicle’s rated power to mass in running order minus 75 kg, W/kg, and its maximum velocity, v (as defined in paragraph 3.7.2. of this Regulation). max The cycle resulting from the requirements described in this annex shall be referred to in other parts of this Regulation as the "applicable cycle". 2. Vehicle classifications 2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio P ≤ 22W/kg. mr 2.2. Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg. 2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg. 2.3.1. Class 3 vehicles are divided into 2 subclasses according to their maximum speed, v . max 2.3.1.1. Class 3a vehicles with v < 120 km/h. max 2.3.1.2. Class 3b vehicles with v ≥ 120 km/h. max 2.3.2. All vehicles tested according to Annex B8 shall be considered to be Class 3 vehicles. For Level 1B and 3-phase WLTP test in Level 2 only All vehicle tested according to Annex B8 shall be considered to be Class 3 vehicles except PEVs. 3. Test cycles 3.1. Class 1 cycle 3.1.1. A complete Class 1 cycle shall consist of a low phase (Low ), a medium phase (Medium ) and an additional low 1 1 phase (Low ). 1 3.1.2. The Low phase is described in Figure A1/1 and Table A1/1. 1 3.1.3. The Medium phase is described in Figure A1/2 and Table A1/2. 1 3.2. Class 2 cycle 3.2.1. For Level 1A and 4-phase WLTP test in Level 2; A complete Class 2 cycle shall consist of a low phase (Low ), a medium phase (Medium ), a high phase (High ) 2 2 2 and an extra high phase (Extra High ). 2 For Level 1B and 3-phase WLTP test in Level 2; A complete 3-phase Class 2 cycle shall consist of a low phase (Low ), a medium phase (Medium ) and a high 2 2 phase (High ). 2 3.2.2. The Low phase is described in Figure A1/3 and Table A1/3. 2 198/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.3. The Medium phase is described in Figure A1/4 and Table A1/4. 2 3.2.4. The High phase is described in Figure A1/5 and Table A1/5. 2 3.2.5. The Extra High phase is described in Figure A1/6 and Table A1/6. 2 3.3. Class 3 cycle Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles. 3.3.1. Class 3a cycle 3.3.1.1. For Level 1A and 4-phase WLTP test in Level 2; A complete Class 3a cycle shall consist of a low phase (Low ), a medium phase (Medium ), a high phase (High ) 3 3a 3a and an extra high phase (Extra High ). 3 For Level 1B and 3-phase WLTP test in Level 2 ; A complete 3-phase Class 3a cycle shall consist of a low phase (Low ), a medium phase (Medium ) and a high 3 3a phase (High ). 3a 3.3.1.2. The Low phase is described in Figure A1/7 and Table A1/7. 3 3.3.1.3. The Medium phase is described in Figure A1/8 and Table A1/8. 3a 3.3.1.4. The High phase is described in Figure A1/10 and Table A1/10. 3a 3.3.1.5. The Extra High phase is described in Figure A1/12 and Table A1/12. 3 3.3.2. Class 3b cycle 3.3.2.1. For Level 1A and 4-phase WLTP test in Level 2; A complete Class 3b cycle shall consist of a low phase (Low ) phase, a medium phase (Medium ), a high phase 3 3b (High ) and an extra high phase (Extra High ). 3b 3 For Level 1B and 3-phase WLTP test in Level 2; A complete 3-phase Class 3b cycle shall consist of a low phase (Low ), a medium phase (Medium ) and a high 3 3b phase (High ). 3b 3.3.2.2. The Low phase is described in Figure A1/7 and Table A1/7. 3 3.3.2.3. The Medium phase is described in Figure A1/9 and Table A1/9. 3b 3.3.2.4. The High phase is described in Figure A1/11 and Table A1/11. 3b 3.3.2.5. The Extra High phase is described in Figure A1/12 and Table A1/12. 3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 199/710EN OJ L, 26.6.2026 3.4. Duration of the cycle phases 3.4.1. Class 1 cycle. The first low speed phase starts at second 0 (t ) and ends at second 589 (t , duration 589 s) start_low11 end_low11 The medium speed phase starts at second 589 (t ) and ends at second 1022 (t , duration start_medium1 end_medium1 433 s) The second low speed phase starts at second 1022 (t ) and ends at second 1611 (t , duration start_low12 end_low12 589 s) 3.4.2. Class 2 and class 3 cycles. The low speed phase starts at second 0 (t , t ) and ends at second 589 (t , t , duration start_low2 start_low3 end_low2 end_low3 589 s) The medium speed phase starts at second 589 (t , t ) and ends at second 1022 (t , start_medium2 start_medium3 end_medium2 t , duration 433 s) end_medium3 The high speed phase starts at second 1022 (t , t ) and ends at second 1477 (t , t , start_high2 start_high3 end_high2 end_high3 duration 455 s) For Level 1A and Level 2 only; The extra high speed phase starts at second 1477 (t , t ) and ends at second 1800 (t , start_exhigh2 start_exhigh3 end_exhigh2 t , duration 323 s) end_exhigh3 3.5. WLTC city cycles The WLTC city cycle consists of the low and medium speed phases only. 4. WLTC Class 1 cycle Figure A1/1 WLTC, Class 1 cycle, phase Low 11 200/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A1/2a WLTC, Class 1 cycle, phase Medium 1 Figure A1/2b WLTC, Class 1 cycle, phase Low 12 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 201/710EN OJ L, 26.6.2026 Table A1/1 WLTC, Class 1 cycle, phase Low (Second 589 is the end of phase Low and the start of phase 11 11 Medium ) 1 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 0 0.0 47 18.8 94 0.0 141 35.7 1 0.0 48 19.5 95 0.0 142 35.9 2 0.0 49 20.2 96 0.0 143 36.6 3 0.0 50 20.9 97 0.0 144 37.5 4 0.0 51 21.7 98 0.0 145 38.4 5 0.0 52 22.4 99 0.0 146 39.3 6 0.0 53 23.1 100 0.0 147 40.0 7 0.0 54 23.7 101 0.0 148 40.6 8 0.0 55 24.4 102 0.0 149 41.1 9 0.0 56 25.1 103 0.0 150 41.4 10 0.0 57 25.4 104 0.0 151 41.6 11 0.0 58 25.2 105 0.0 152 41.8 12 0.2 59 23.4 106 0.0 153 41.8 13 3.1 60 21.8 107 0.0 154 41.9 14 5.7 61 19.7 108 0.7 155 41.9 15 8.0 62 17.3 109 1.1 156 42.0 16 10.1 63 14.7 110 1.9 157 42.0 17 12.0 64 12.0 111 2.5 158 42.2 18 13.8 65 9.4 112 3.5 159 42.3 19 15.4 66 5.6 113 4.7 160 42.6 20 16.7 67 3.1 114 6.1 161 43.0 21 17.7 68 0.0 115 7.5 162 43.3 22 18.3 69 0.0 116 9.4 163 43.7 23 18.8 70 0.0 117 11.0 164 44.0 24 18.9 71 0.0 118 12.9 165 44.3 25 18.4 72 0.0 119 14.5 166 44.5 26 16.9 73 0.0 120 16.4 167 44.6 27 14.3 74 0.0 121 18.0 168 44.6 28 10.8 75 0.0 122 20.0 169 44.5 29 7.1 76 0.0 123 21.5 170 44.4 30 4.0 77 0.0 124 23.5 171 44.3 31 0.0 78 0.0 125 25.0 172 44.2 32 0.0 79 0.0 126 26.8 173 44.1 33 0.0 80 0.0 127 28.2 174 44.0 34 0.0 81 0.0 128 30.0 175 43.9 202/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 35 1.5 82 0.0 129 31.4 176 43.8 36 3.8 83 0.0 130 32.5 177 43.7 37 5.6 84 0.0 131 33.2 178 43.6 38 7.5 85 0.0 132 33.4 179 43.5 39 9.2 86 0.0 133 33.7 180 43.4 40 10.8 87 0.0 134 33.9 181 43.3 41 12.4 88 0.0 135 34.2 182 43.1 42 13.8 89 0.0 136 34.4 183 42.9 43 15.2 90 0.0 137 34.7 184 42.7 44 16.3 91 0.0 138 34.9 185 42.5 45 17.3 92 0.0 139 35.2 186 42.3 46 18.0 93 0.0 140 35.4 187 42.2 188 42.2 237 39.7 286 25.3 335 14.3 189 42.2 238 39.9 287 24.9 336 14.3 190 42.3 239 40.0 288 24.5 337 14.0 191 42.4 240 40.1 289 24.2 338 13.0 192 42.5 241 40.2 290 24.0 339 11.4 193 42.7 242 40.3 291 23.8 340 10.2 194 42.9 243 40.4 292 23.6 341 8.0 195 43.1 244 40.5 293 23.5 342 7.0 196 43.2 245 40.5 294 23.4 343 6.0 197 43.3 246 40.4 295 23.3 344 5.5 198 43.4 247 40.3 296 23.3 345 5.0 199 43.4 248 40.2 297 23.2 346 4.5 200 43.2 249 40.1 298 23.1 347 4.0 201 42.9 250 39.7 299 23.0 348 3.5 202 42.6 251 38.8 300 22.8 349 3.0 203 42.2 252 37.4 301 22.5 350 2.5 204 41.9 253 35.6 302 22.1 351 2.0 205 41.5 254 33.4 303 21.7 352 1.5 206 41.0 255 31.2 304 21.1 353 1.0 207 40.5 256 29.1 305 20.4 354 0.5 208 39.9 257 27.6 306 19.5 355 0.0 209 39.3 258 26.6 307 18.5 356 0.0 210 38.7 259 26.2 308 17.6 357 0.0 211 38.1 260 26.3 309 16.6 358 0.0 212 37.5 261 26.7 310 15.7 359 0.0 213 36.9 262 27.5 311 14.9 360 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 203/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 214 36.3 263 28.4 312 14.3 361 2.2 215 35.7 264 29.4 313 14.1 362 4.5 216 35.1 265 30.4 314 14.0 363 6.6 217 34.5 266 31.2 315 13.9 364 8.6 218 33.9 267 31.9 316 13.8 365 10.6 219 33.6 268 32.5 317 13.7 366 12.5 220 33.5 269 33.0 318 13.6 367 14.4 221 33.6 270 33.4 319 13.5 368 16.3 222 33.9 271 33.8 320 13.4 369 17.9 223 34.3 272 34.1 321 13.3 370 19.1 224 34.7 273 34.3 322 13.2 371 19.9 225 35.1 274 34.3 323 13.2 372 20.3 226 35.5 275 33.9 324 13.2 373 20.5 227 35.9 276 33.3 325 13.4 374 20.7 228 36.4 277 32.6 326 13.5 375 21.0 229 36.9 278 31.8 327 13.7 376 21.6 230 37.4 279 30.7 328 13.8 377 22.6 231 37.9 280 29.6 329 14.0 378 23.7 232 38.3 281 28.6 330 14.1 379 24.8 233 38.7 282 27.8 331 14.3 380 25.7 234 39.1 283 27.0 332 14.4 381 26.2 235 39.3 284 26.4 333 14.4 382 26.4 236 39.5 285 25.8 334 14.4 383 26.4 384 26.4 433 0.0 482 3.1 531 48.2 385 26.5 434 0.0 483 4.6 532 48.5 386 26.6 435 0.0 484 6.1 533 48.7 387 26.8 436 0.0 485 7.8 534 48.9 388 26.9 437 0.0 486 9.5 535 49.1 389 27.2 438 0.0 487 11.3 536 49.1 390 27.5 439 0.0 488 13.2 537 49.0 391 28.0 440 0.0 489 15.0 538 48.8 392 28.8 441 0.0 490 16.8 539 48.6 393 29.9 442 0.0 491 18.4 540 48.5 394 31.0 443 0.0 492 20.1 541 48.4 395 31.9 444 0.0 493 21.6 542 48.3 396 32.5 445 0.0 494 23.1 543 48.2 397 32.6 446 0.0 495 24.6 544 48.1 398 32.4 447 0.0 496 26.0 545 47.5 204/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 399 32.0 448 0.0 497 27.5 546 46.7 400 31.3 449 0.0 498 29.0 547 45.7 401 30.3 450 0.0 499 30.6 548 44.6 402 28.0 451 0.0 500 32.1 549 42.9 403 27.0 452 0.0 501 33.7 550 40.8 404 24.0 453 0.0 502 35.3 551 38.2 405 22.5 454 0.0 503 36.8 552 35.3 406 19.0 455 0.0 504 38.1 553 31.8 407 17.5 456 0.0 505 39.3 554 28.7 408 14.0 457 0.0 506 40.4 555 25.8 409 12.5 458 0.0 507 41.2 556 22.9 410 9.0 459 0.0 508 41.9 557 20.2 411 7.5 460 0.0 509 42.6 558 17.3 412 4.0 461 0.0 510 43.3 559 15.0 413 2.9 462 0.0 511 44.0 560 12.3 414 0.0 463 0.0 512 44.6 561 10.3 415 0.0 464 0.0 513 45.3 562 7.8 416 0.0 465 0.0 514 45.5 563 6.5 417 0.0 466 0.0 515 45.5 564 4.4 418 0.0 467 0.0 516 45.2 565 3.2 419 0.0 468 0.0 517 44.7 566 1.2 420 0.0 469 0.0 518 44.2 567 0.0 421 0.0 470 0.0 519 43.6 568 0.0 422 0.0 471 0.0 520 43.1 569 0.0 423 0.0 472 0.0 521 42.8 570 0.0 424 0.0 473 0.0 522 42.7 571 0.0 425 0.0 474 0.0 523 42.8 572 0.0 426 0.0 475 0.0 524 43.3 573 0.0 427 0.0 476 0.0 525 43.9 574 0.0 428 0.0 477 0.0 526 44.6 575 0.0 429 0.0 478 0.0 527 45.4 576 0.0 430 0.0 479 0.0 528 46.3 577 0.0 431 0.0 480 0.0 529 47.2 578 0.0 432 0.0 481 1.6 530 47.8 579 0.0 580 0.0 581 0.0 582 0.0 583 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 205/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 584 0.0 585 0.0 586 0.0 587 0.0 588 0.0 589 0.0 Table A1/2a WLTC, Class 1 cycle, phase Medium (The start of this phase is at second 589) 1 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 590 0.0 637 18.4 684 56.2 731 57.9 591 0.0 638 19.0 685 56.7 732 58.8 592 0.0 639 20.1 686 57.3 733 59.6 593 0.0 640 21.5 687 57.9 734 60.3 594 0.0 641 23.1 688 58.4 735 60.9 595 0.0 642 24.9 689 58.8 736 61.3 596 0.0 643 26.4 690 58.9 737 61.7 597 0.0 644 27.9 691 58.4 738 61.8 598 0.0 645 29.2 692 58.1 739 61.8 599 0.0 646 30.4 693 57.6 740 61.6 600 0.6 647 31.6 694 56.9 741 61.2 601 1.9 648 32.8 695 56.3 742 60.8 602 2.7 649 34.0 696 55.7 743 60.4 603 5.2 650 35.1 697 55.3 744 59.9 604 7.0 651 36.3 698 55.0 745 59.4 605 9.6 652 37.4 699 54.7 746 58.9 606 11.4 653 38.6 700 54.5 747 58.6 607 14.1 654 39.6 701 54.4 748 58.2 608 15.8 655 40.6 702 54.3 749 57.9 609 18.2 656 41.6 703 54.2 750 57.7 610 19.7 657 42.4 704 54.1 751 57.5 611 21.8 658 43.0 705 53.8 752 57.2 206/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 612 23.2 659 43.6 706 53.5 753 57.0 613 24.7 660 44.0 707 53.0 754 56.8 614 25.8 661 44.4 708 52.6 755 56.6 615 26.7 662 44.8 709 52.2 756 56.6 616 27.2 663 45.2 710 51.9 757 56.7 617 27.7 664 45.6 711 51.7 758 57.1 618 28.1 665 46.0 712 51.7 759 57.6 619 28.4 666 46.5 713 51.8 760 58.2 620 28.7 667 47.0 714 52.0 761 59.0 621 29.0 668 47.5 715 52.3 762 59.8 622 29.2 669 48.0 716 52.6 763 60.6 623 29.4 670 48.6 717 52.9 764 61.4 624 29.4 671 49.1 718 53.1 765 62.2 625 29.3 672 49.7 719 53.2 766 62.9 626 28.9 673 50.2 720 53.3 767 63.5 627 28.5 674 50.8 721 53.3 768 64.2 628 28.1 675 51.3 722 53.4 769 64.4 629 27.6 676 51.8 723 53.5 770 64.4 630 26.9 677 52.3 724 53.7 771 64.0 631 26.0 678 52.9 725 54.0 772 63.5 632 24.6 679 53.4 726 54.4 773 62.9 633 22.8 680 54.0 727 54.9 774 62.4 634 21.0 681 54.5 728 55.6 775 62.0 635 19.5 682 55.1 729 56.3 776 61.6 636 18.6 683 55.6 730 57.1 777 61.4 778 61.2 827 49.7 876 53.2 925 44.4 779 61.0 828 50.6 877 53.1 926 44.5 780 60.7 829 51.6 878 53.0 927 44.6 781 60.2 830 52.5 879 53.0 928 44.7 782 59.6 831 53.3 880 53.0 929 44.6 783 58.9 832 54.1 881 53.0 930 44.5 784 58.1 833 54.7 882 53.0 931 44.4 785 57.2 834 55.3 883 53.0 932 44.2 786 56.3 835 55.7 884 52.8 933 44.1 787 55.3 836 56.1 885 52.5 934 43.7 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 207/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 788 54.4 837 56.4 886 51.9 935 43.3 789 53.4 838 56.7 887 51.1 936 42.8 790 52.4 839 57.1 888 50.2 937 42.3 791 51.4 840 57.5 889 49.2 938 41.6 792 50.4 841 58.0 890 48.2 939 40.7 793 49.4 842 58.7 891 47.3 940 39.8 794 48.5 843 59.3 892 46.4 941 38.8 795 47.5 844 60.0 893 45.6 942 37.8 796 46.5 845 60.6 894 45.0 943 36.9 797 45.4 846 61.3 895 44.3 944 36.1 798 44.3 847 61.5 896 43.8 945 35.5 799 43.1 848 61.5 897 43.3 946 35.0 800 42.0 849 61.4 898 42.8 947 34.7 801 40.8 850 61.2 899 42.4 948 34.4 802 39.7 851 60.5 900 42.0 949 34.1 803 38.8 852 60.0 901 41.6 950 33.9 804 38.1 853 59.5 902 41.1 951 33.6 805 37.4 854 58.9 903 40.3 952 33.3 806 37.1 855 58.4 904 39.5 953 33.0 807 36.9 856 57.9 905 38.6 954 32.7 808 37.0 857 57.5 906 37.7 955 32.3 809 37.5 858 57.1 907 36.7 956 31.9 810 37.8 859 56.7 908 36.2 957 31.5 811 38.2 860 56.4 909 36.0 958 31.0 812 38.6 861 56.1 910 36.2 959 30.6 813 39.1 862 55.8 911 37.0 960 30.2 814 39.6 863 55.5 912 38.0 961 29.7 815 40.1 864 55.3 913 39.0 962 29.1 816 40.7 865 55.0 914 39.7 963 28.4 817 41.3 866 54.7 915 40.2 964 27.6 818 41.9 867 54.4 916 40.7 965 26.8 819 42.7 868 54.2 917 41.2 966 26.0 820 43.4 869 54.0 918 41.7 967 25.1 821 44.2 870 53.9 919 42.2 968 24.2 822 45.0 871 53.7 920 42.7 969 23.3 208/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 823 45.9 872 53.6 921 43.2 970 22.4 824 46.8 873 53.5 922 43.6 971 21.5 825 47.7 874 53.4 923 44.0 972 20.6 826 48.7 875 53.3 924 44.2 973 19.7 974 18.8 975 17.7 976 16.4 977 14.9 978 13.2 979 11.3 980 9.4 981 7.5 982 5.6 983 3.7 984 1.9 985 1.0 986 0.0 987 0.0 988 0.0 989 0.0 990 0.0 991 0.0 992 0.0 993 0.0 994 0.0 995 0.0 996 0.0 997 0.0 998 0.0 999 0.0 1000 0.0 1001 0.0 1002 0.0 1003 0.0 1004 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 209/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1005 0.0 1006 0.0 1007 0.0 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 1016 0.0 1017 0.0 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 Table A1/2b WLTC, Class 1 cycle, phase Low (Second 1022 is the end of phase Medium and the start of phase 12 1 Low ) 12 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1023 0.0 1070 19.5 1117 0.0 1164 35.9 1024 0.0 1071 20.2 1118 0.0 1165 36.6 1025 0.0 1072 20.9 1119 0.0 1166 37.5 1026 0.0 1073 21.7 1120 0.0 1167 38.4 1027 0.0 1074 22.4 1121 0.0 1168 39.3 1028 0.0 1075 23.1 1122 0.0 1169 40.0 1029 0.0 1076 23.7 1123 0.0 1170 40.6 1030 0.0 1077 24.4 1124 0.0 1171 41.1 1031 0.0 1078 25.1 1125 0.0 1172 41.4 1032 0.0 1079 25.4 1126 0.0 1173 41.6 1033 0.0 1080 25.2 1127 0.0 1174 41.8 210/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1034 0.2 1081 23.4 1128 0.0 1175 41.8 1035 3.1 1082 21.8 1129 0.0 1176 41.9 1036 5.7 1083 19.7 1130 0.7 1177 41.9 1037 8.0 1084 17.3 1131 1.1 1178 42.0 1038 10.1 1085 14.7 1132 1.9 1179 42.0 1039 12.0 1086 12.0 1133 2.5 1180 42.2 1040 13.8 1087 9.4 1134 3.5 1181 42.3 1041 15.4 1088 5.6 1135 4.7 1182 42.6 1042 16.7 1089 3.1 1136 6.1 1183 43.0 1043 17.7 1090 0.0 1137 7.5 1184 43.3 1044 18.3 1091 0.0 1138 9.4 1185 43.7 1045 18.8 1092 0.0 1139 11.0 1186 44.0 1046 18.9 1093 0.0 1140 12.9 1187 44.3 1047 18.4 1094 0.0 1141 14.5 1188 44.5 1048 16.9 1095 0.0 1142 16.4 1189 44.6 1049 14.3 1096 0.0 1143 18.0 1190 44.6 1050 10.8 1097 0.0 1144 20.0 1191 44.5 1051 7.1 1098 0.0 1145 21.5 1192 44.4 1052 4.0 1099 0.0 1146 23.5 1193 44.3 1053 0.0 1100 0.0 1147 25.0 1194 44.2 1054 0.0 1101 0.0 1148 26.8 1195 44.1 1055 0.0 1102 0.0 1149 28.2 1196 44.0 1056 0.0 1103 0.0 1150 30.0 1197 43.9 1057 1.5 1104 0.0 1151 31.4 1198 43.8 1058 3.8 1105 0.0 1152 32.5 1199 43.7 1059 5.6 1106 0.0 1153 33.2 1200 43.6 1060 7.5 1107 0.0 1154 33.4 1201 43.5 1061 9.2 1108 0.0 1155 33.7 1202 43.4 1062 10.8 1109 0.0 1156 33.9 1203 43.3 1063 12.4 1110 0.0 1157 34.2 1204 43.1 1064 13.8 1111 0.0 1158 34.4 1205 42.9 1065 15.2 1112 0.0 1159 34.7 1206 42.7 1066 16.3 1113 0.0 1160 34.9 1207 42.5 1067 17.3 1114 0.0 1161 35.2 1208 42.3 1068 18.0 1115 0.0 1162 35.4 1209 42.2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 211/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1069 18.8 1116 0.0 1163 35.7 1210 42.2 1211 42.2 1260 39.9 1309 24.9 1358 14.3 1212 42.3 1261 40.0 1310 24.5 1359 14.0 1213 42.4 1262 40.1 1311 24.2 1360 13.0 1214 42.5 1263 40.2 1312 24.0 1361 11.4 1215 42.7 1264 40.3 1313 23.8 1362 10.2 1216 42.9 1265 40.4 1314 23.6 1363 8.0 1217 43.1 1266 40.5 1315 23.5 1364 7.0 1218 43.2 1267 40.5 1316 23.4 1365 6.0 1219 43.3 1268 40.4 1317 23.3 1366 5.5 1220 43.4 1269 40.3 1318 23.3 1367 5.0 1221 43.4 1270 40.2 1319 23.2 1368 4.5 1222 43.2 1271 40.1 1320 23.1 1369 4.0 1223 42.9 1272 39.7 1321 23.0 1370 3.5 1224 42.6 1273 38.8 1322 22.8 1371 3.0 1225 42.2 1274 37.4 1323 22.5 1372 2.5 1226 41.9 1275 35.6 1324 22.1 1373 2.0 1227 41.5 1276 33.4 1325 21.7 1374 1.5 1228 41.0 1277 31.2 1326 21.1 1375 1.0 1229 40.5 1278 29.1 1327 20.4 1376 0.5 1230 39.9 1279 27.6 1328 19.5 1377 0.0 1231 39.3 1280 26.6 1329 18.5 1378 0.0 1232 38.7 1281 26.2 1330 17.6 1379 0.0 1233 38.1 1282 26.3 1331 16.6 1380 0.0 1234 37.5 1283 26.7 1332 15.7 1381 0.0 1235 36.9 1284 27.5 1333 14.9 1382 0.0 1236 36.3 1285 28.4 1334 14.3 1383 2.2 1237 35.7 1286 29.4 1335 14.1 1384 4.5 1238 35.1 1287 30.4 1336 14.0 1385 6.6 1239 34.5 1288 31.2 1337 13.9 1386 8.6 1240 33.9 1289 31.9 1338 13.8 1387 10.6 1241 33.6 1290 32.5 1339 13.7 1388 12.5 1242 33.5 1291 33.0 1340 13.6 1389 14.4 1243 33.6 1292 33.4 1341 13.5 1390 16.3 1244 33.9 1293 33.8 1342 13.4 1391 17.9 1245 34.3 1294 34.1 1343 13.3 1392 19.1 212/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1246 34.7 1295 34.3 1344 13.2 1393 19.9 1247 35.1 1296 34.3 1345 13.2 1394 20.3 1248 35.5 1297 33.9 1346 13.2 1395 20.5 1249 35.9 1298 33.3 1347 13.4 1396 20.7 1250 36.4 1299 32.6 1348 13.5 1397 21.0 1251 36.9 1300 31.8 1349 13.7 1398 21.6 1252 37.4 1301 30.7 1350 13.8 1399 22.6 1253 37.9 1302 29.6 1351 14.0 1400 23.7 1254 38.3 1303 28.6 1352 14.1 1401 24.8 1255 38.7 1304 27.8 1353 14.3 1402 25.7 1256 39.1 1305 27.0 1354 14.4 1403 26.2 1257 39.3 1306 26.4 1355 14.4 1404 26.4 1258 39.5 1307 25.8 1356 14.4 1405 26.4 1259 39.7 1308 25.3 1357 14.3 1406 26.4 1407 26.5 1456 0.0 1505 4.6 1554 48.5 1408 26.6 1457 0.0 1506 6.1 1555 48.7 1409 26.8 1458 0.0 1507 7.8 1556 48.9 1410 26.9 1459 0.0 1508 9.5 1557 49.1 1411 27.2 1460 0.0 1509 11.3 1558 49.1 1412 27.5 1461 0.0 1510 13.2 1559 49.0 1413 28.0 1462 0.0 1511 15.0 1560 48.8 1414 28.8 1463 0.0 1512 16.8 1561 48.6 1415 29.9 1464 0.0 1513 18.4 1562 48.5 1416 31.0 1465 0.0 1514 20.1 1563 48.4 1417 31.9 1466 0.0 1515 21.6 1564 48.3 1418 32.5 1467 0.0 1516 23.1 1565 48.2 1419 32.6 1468 0.0 1517 24.6 1566 48.1 1420 32.4 1469 0.0 1518 26.0 1567 47.5 1421 32.0 1470 0.0 1519 27.5 1568 46.7 1422 31.3 1471 0.0 1520 29.0 1569 45.7 1423 30.3 1472 0.0 1521 30.6 1570 44.6 1424 28.0 1473 0.0 1522 32.1 1571 42.9 1425 27.0 1474 0.0 1523 33.7 1572 40.8 1426 24.0 1475 0.0 1524 35.3 1573 38.2 1427 22.5 1476 0.0 1525 36.8 1574 35.3 1428 19.0 1477 0.0 1526 38.1 1575 31.8 1429 17.5 1478 0.0 1527 39.3 1576 28.7 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 213/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1430 14.0 1479 0.0 1528 40.4 1577 25.8 1431 12.5 1480 0.0 1529 41.2 1578 22.9 1432 9.0 1481 0.0 1530 41.9 1579 20.2 1433 7.5 1482 0.0 1531 42.6 1580 17.3 1434 4.0 1483 0.0 1532 43.3 1581 15.0 1435 2.9 1484 0.0 1533 44.0 1582 12.3 1436 0.0 1485 0.0 1534 44.6 1583 10.3 1437 0.0 1486 0.0 1535 45.3 1584 7.8 1438 0.0 1487 0.0 1536 45.5 1585 6.5 1439 0.0 1488 0.0 1537 45.5 1586 4.4 1440 0.0 1489 0.0 1538 45.2 1587 3.2 1441 0.0 1490 0.0 1539 44.7 1588 1.2 1442 0.0 1491 0.0 1540 44.2 1589 0.0 1443 0.0 1492 0.0 1541 43.6 1590 0.0 1444 0.0 1493 0.0 1542 43.1 1591 0.0 1445 0.0 1494 0.0 1543 42.8 1592 0.0 1446 0.0 1495 0.0 1544 42.7 1593 0.0 1447 0.0 1496 0.0 1545 42.8 1594 0.0 1448 0.0 1497 0.0 1546 43.3 1595 0.0 1449 0.0 1498 0.0 1547 43.9 1596 0.0 1450 0.0 1499 0.0 1548 44.6 1597 0.0 1451 0.0 1500 0.0 1549 45.4 1598 0.0 1452 0.0 1501 0.0 1550 46.3 1599 0.0 1453 0.0 1502 0.0 1551 47.2 1600 0.0 1454 0.0 1503 1.6 1552 47.8 1601 0.0 1455 0.0 1504 3.1 1553 48.2 1602 0.0 1603 0.0 1604 0.0 1605 0.0 1606 0.0 1607 0.0 1608 0.0 1609 0.0 1610 0.0 1611 0.0 214/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5. WLTC Class 2 cycle Figure A1/3 WLTC, Class 2 cycle, phase Low 2 Figure A1/4 WLTC, Class 2 cycle, phase Medium 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 215/710EN OJ L, 26.6.2026 Figure A1/5 WLTC, Class 2 cycle, phase High 2 Figure A1/6 This figure is applicable to Level 1A and 4-phase WLTP test in Level 2 only WLTC, Class 2 cycle, phase Extra High 2 216/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A1/3 WLTC, Class 2 cycle, phase Low (Second 589 is the end of phase Low and the start of phase Medium ) 2 1 1 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 0 0.0 47 11.6 94 0.0 141 36.8 1 0.0 48 12.4 95 0.0 142 35.1 2 0.0 49 13.2 96 0.0 143 32.2 3 0.0 50 14.2 97 0.0 144 31.1 4 0.0 51 14.8 98 0.0 145 30.8 5 0.0 52 14.7 99 0.0 146 29.7 6 0.0 53 14.4 100 0.0 147 29.4 7 0.0 54 14.1 101 0.0 148 29.0 8 0.0 55 13.6 102 0.0 149 28.5 9 0.0 56 13.0 103 0.0 150 26.0 10 0.0 57 12.4 104 0.0 151 23.4 11 0.0 58 11.8 105 0.0 152 20.7 12 0.0 59 11.2 106 0.0 153 17.4 13 1.2 60 10.6 107 0.8 154 15.2 14 2.6 61 9.9 108 1.4 155 13.5 15 4.9 62 9.0 109 2.3 156 13.0 16 7.3 63 8.2 110 3.5 157 12.4 17 9.4 64 7.0 111 4.7 158 12.3 18 11.4 65 4.8 112 5.9 159 12.2 19 12.7 66 2.3 113 7.4 160 12.3 20 13.3 67 0.0 114 9.2 161 12.4 21 13.4 68 0.0 115 11.7 162 12.5 22 13.3 69 0.0 116 13.5 163 12.7 23 13.1 70 0.0 117 15.0 164 12.8 24 12.5 71 0.0 118 16.2 165 13.2 25 11.1 72 0.0 119 16.8 166 14.3 26 8.9 73 0.0 120 17.5 167 16.5 27 6.2 74 0.0 121 18.8 168 19.4 28 3.8 75 0.0 122 20.3 169 21.7 29 1.8 76 0.0 123 22.0 170 23.1 30 0.0 77 0.0 124 23.6 171 23.5 31 0.0 78 0.0 125 24.8 172 24.2 32 0.0 79 0.0 126 25.6 173 24.8 33 0.0 80 0.0 127 26.3 174 25.4 34 1.5 81 0.0 128 27.2 175 25.8 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 217/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 35 2.8 82 0.0 129 28.3 176 26.5 36 3.6 83 0.0 130 29.6 177 27.2 37 4.5 84 0.0 131 30.9 178 28.3 38 5.3 85 0.0 132 32.2 179 29.9 39 6.0 86 0.0 133 33.4 180 32.4 40 6.6 87 0.0 134 35.1 181 35.1 41 7.3 88 0.0 135 37.2 182 37.5 42 7.9 89 0.0 136 38.7 183 39.2 43 8.6 90 0.0 137 39.0 184 40.5 44 9.3 91 0.0 138 40.1 185 41.4 45 10 92 0.0 139 40.4 186 42.0 46 10.8 93 0.0 140 39.7 187 42.5 188 43.2 237 33.5 286 32.5 335 25.0 189 44.4 238 35.8 287 30.9 336 24.6 190 45.9 239 37.6 288 28.6 337 23.9 191 47.6 240 38.8 289 25.9 338 23.0 192 49.0 241 39.6 290 23.1 339 21.8 193 50.0 242 40.1 291 20.1 340 20.7 194 50.2 243 40.9 292 17.3 341 19.6 195 50.1 244 41.8 293 15.1 342 18.7 196 49.8 245 43.3 294 13.7 343 18.1 197 49.4 246 44.7 295 13.4 344 17.5 198 48.9 247 46.4 296 13.9 345 16.7 199 48.5 248 47.9 297 15.0 346 15.4 200 48.3 249 49.6 298 16.3 347 13.6 201 48.2 250 49.6 299 17.4 348 11.2 202 47.9 251 48.8 300 18.2 349 8.6 203 47.1 252 48.0 301 18.6 350 6.0 204 45.5 253 47.5 302 19.0 351 3.1 205 43.2 254 47.1 303 19.4 352 1.2 206 40.6 255 46.9 304 19.8 353 0.0 207 38.5 256 45.8 305 20.1 354 0.0 208 36.9 257 45.8 306 20.5 355 0.0 209 35.9 258 45.8 307 20.2 356 0.0 210 35.3 259 45.9 308 18.6 357 0.0 211 34.8 260 46.2 309 16.5 358 0.0 212 34.5 261 46.4 310 14.4 359 0.0 213 34.2 262 46.6 311 13.4 360 1.4 218/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 214 34.0 263 46.8 312 12.9 361 3.2 215 33.8 264 47.0 313 12.7 362 5.6 216 33.6 265 47.3 314 12.4 363 8.1 217 33.5 266 47.5 315 12.4 364 10.3 218 33.5 267 47.9 316 12.8 365 12.1 219 33.4 268 48.3 317 14.1 366 12.6 220 33.3 269 48.3 318 16.2 367 13.6 221 33.3 270 48.2 319 18.8 368 14.5 222 33.2 271 48.0 320 21.9 369 15.6 223 33.1 272 47.7 321 25.0 370 16.8 224 33.0 273 47.2 322 28.4 371 18.2 225 32.9 274 46.5 323 31.3 372 19.6 226 32.8 275 45.2 324 34.0 373 20.9 227 32.7 276 43.7 325 34.6 374 22.3 228 32.5 277 42.0 326 33.9 375 23.8 229 32.3 278 40.4 327 31.9 376 25.4 230 31.8 279 39.0 328 30.0 377 27.0 231 31.4 280 37.7 329 29.0 378 28.6 232 30.9 281 36.4 330 27.9 379 30.2 233 30.6 282 35.2 331 27.1 380 31.2 234 30.6 283 34.3 332 26.4 381 31.2 235 30.7 284 33.8 333 25.9 382 30.7 236 32.0 285 33.3 334 25.5 383 29.5 384 28.6 433 0.0 482 2.5 531 26.0 385 27.7 434 0.0 483 5.2 532 26.5 386 26.9 435 0.0 484 7.9 533 26.9 387 26.1 436 0.0 485 10.3 534 27.3 388 25.4 437 0.0 486 12.7 535 27.9 389 24.6 438 0.0 487 15.0 536 30.3 390 23.6 439 0.0 488 17.4 537 33.2 391 22.6 440 0.0 489 19.7 538 35.4 392 21.7 441 0.0 490 21.9 539 38.0 393 20.7 442 0.0 491 24.1 540 40.1 394 19.8 443 0.0 492 26.2 541 42.7 395 18.8 444 0.0 493 28.1 542 44.5 396 17.7 445 0.0 494 29.7 543 46.3 397 16.6 446 0.0 495 31.3 544 47.6 398 15.6 447 0.0 496 33.0 545 48.8 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 219/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 399 14.8 448 0.0 497 34.7 546 49.7 400 14.3 449 0.0 498 36.3 547 50.6 401 13.8 450 0.0 499 38.1 548 51.4 402 13.4 451 0.0 500 39.4 549 51.4 403 13.1 452 0.0 501 40.4 550 50.2 404 12.8 453 0.0 502 41.2 551 47.1 405 12.3 454 0.0 503 42.1 552 44.5 406 11.6 455 0.0 504 43.2 553 41.5 407 10.5 456 0.0 505 44.3 554 38.5 408 9.0 457 0.0 506 45.7 555 35.5 409 7.2 458 0.0 507 45.4 556 32.5 410 5.2 459 0.0 508 44.5 557 29.5 411 2.9 460 0.0 509 42.5 558 26.5 412 1.2 461 0.0 510 39.5 559 23.5 413 0.0 462 0.0 511 36.5 560 20.4 414 0.0 463 0.0 512 33.5 561 17.5 415 0.0 464 0.0 513 30.4 562 14.5 416 0.0 465 0.0 514 27.0 563 11.5 417 0.0 466 0.0 515 23.6 564 8.5 418 0.0 467 0.0 516 21.0 565 5.6 419 0.0 468 0.0 517 19.5 566 2.6 420 0.0 469 0.0 518 17.6 567 0.0 421 0.0 470 0.0 519 16.1 568 0.0 422 0.0 471 0.0 520 14.5 569 0.0 423 0.0 472 0.0 521 13.5 570 0.0 424 0.0 473 0.0 522 13.7 571 0.0 425 0.0 474 0.0 523 16.0 572 0.0 426 0.0 475 0.0 524 18.1 573 0.0 427 0.0 476 0.0 525 20.8 574 0.0 428 0.0 477 0.0 526 21.5 575 0.0 429 0.0 478 0.0 527 22.5 576 0.0 430 0.0 479 0.0 528 23.4 577 0.0 431 0.0 480 0.0 529 24.5 578 0.0 432 0.0 481 1.4 530 25.6 579 0.0 580 0.0 581 0.0 582 0.0 583 0.0 220/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 584 0.0 585 0.0 586 0.0 587 0.0 588 0.0 589 0.0 Table A1/4 WLTC, Class 2 cycle, phase Medium (The start of this phase is at second 589) 2 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 590 0.0 637 38.6 684 59.3 731 55.3 591 0.0 638 39.8 685 60.2 732 55.1 592 0.0 639 40.6 686 61.3 733 54.8 593 0.0 640 41.1 687 62.4 734 54.6 594 0.0 641 41.9 688 63.4 735 54.5 595 0.0 642 42.8 689 64.4 736 54.3 596 0.0 643 44.3 690 65.4 737 53.9 597 0.0 644 45.7 691 66.3 738 53.4 598 0.0 645 47.4 692 67.2 739 52.6 599 0.0 646 48.9 693 68.0 740 51.5 600 0.0 647 50.6 694 68.8 741 50.2 601 1.6 648 52.0 695 69.5 742 48.7 602 3.6 649 53.7 696 70.1 743 47.0 603 6.3 650 55.0 697 70.6 744 45.1 604 9.0 651 56.8 698 71.0 745 43.0 605 11.8 652 58.0 699 71.6 746 40.6 606 14.2 653 59.8 700 72.2 747 38.1 607 16.6 654 61.1 701 72.8 748 35.4 608 18.5 655 62.4 702 73.5 749 32.7 609 20.8 656 63.0 703 74.1 750 30.0 610 23.4 657 63.5 704 74.3 751 27.5 611 26.9 658 63.0 705 74.3 752 25.3 612 30.3 659 62.0 706 73.7 753 23.4 613 32.8 660 60.4 707 71.9 754 22.0 614 34.1 661 58.6 708 70.5 755 20.8 615 34.2 662 56.7 709 68.9 756 19.8 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 221/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 616 33.6 663 55.0 710 67.4 757 18.9 617 32.1 664 53.7 711 66.0 758 18.0 618 30.0 665 52.7 712 64.7 759 17.0 619 27.5 666 51.9 713 63.7 760 16.1 620 25.1 667 51.4 714 62.9 761 15.5 621 22.8 668 51.0 715 62.2 762 14.4 622 20.5 669 50.7 716 61.7 763 14.9 623 17.9 670 50.6 717 61.2 764 15.9 624 15.1 671 50.8 718 60.7 765 17.1 625 13.4 672 51.2 719 60.3 766 18.3 626 12.8 673 51.7 720 59.9 767 19.4 627 13.7 674 52.3 721 59.6 768 20.4 628 16.0 675 53.1 722 59.3 769 21.2 629 18.1 676 53.8 723 59.0 770 21.9 630 20.8 677 54.5 724 58.6 771 22.7 631 23.7 678 55.1 725 58.0 772 23.4 632 26.5 679 55.9 726 57.5 773 24.2 633 29.3 680 56.5 727 56.9 774 24.3 634 32.0 681 57.1 728 56.3 775 24.2 635 34.5 682 57.8 729 55.9 776 24.1 636 36.8 683 58.5 730 55.6 777 23.8 778 23.0 827 59.9 876 46.9 925 49.0 779 22.6 828 60.7 877 47.1 926 48.5 780 21.7 829 61.4 878 47.5 927 48.0 781 21.3 830 62.0 879 47.8 928 47.5 782 20.3 831 62.5 880 48.3 929 47.0 783 19.1 832 62.9 881 48.8 930 46.9 784 18.1 833 63.2 882 49.5 931 46.8 785 16.9 834 63.4 883 50.2 932 46.8 786 16.0 835 63.7 884 50.8 933 46.8 787 14.8 836 64.0 885 51.4 934 46.9 788 14.5 837 64.4 886 51.8 935 46.9 789 13.7 838 64.9 887 51.9 936 46.9 790 13.5 839 65.5 888 51.7 937 46.9 791 12.9 840 66.2 889 51.2 938 46.9 792 12.7 841 67.0 890 50.4 939 46.8 793 12.5 842 67.8 891 49.2 940 46.6 794 12.5 843 68.6 892 47.7 941 46.4 222/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 795 12.6 844 69.4 893 46.3 942 46.0 796 13.0 845 70.1 894 45.1 943 45.5 797 13.6 846 70.9 895 44.2 944 45.0 798 14.6 847 71.7 896 43.7 945 44.5 799 15.7 848 72.5 897 43.4 946 44.2 800 17.1 849 73.2 898 43.1 947 43.9 801 18.7 850 73.8 899 42.5 948 43.7 802 20.2 851 74.4 900 41.8 949 43.6 803 21.9 852 74.7 901 41.1 950 43.6 804 23.6 853 74.7 902 40.3 951 43.5 805 25.4 854 74.6 903 39.7 952 43.5 806 27.1 855 74.2 904 39.3 953 43.4 807 28.9 856 73.5 905 39.2 954 43.3 808 30.4 857 72.6 906 39.3 955 43.1 809 32.0 858 71.8 907 39.6 956 42.9 810 33.4 859 71.0 908 40.0 957 42.7 811 35.0 860 70.1 909 40.7 958 42.5 812 36.4 861 69.4 910 41.4 959 42.4 813 38.1 862 68.9 911 42.2 960 42.2 814 39.7 863 68.4 912 43.1 961 42.1 815 41.6 864 67.9 913 44.1 962 42.0 816 43.3 865 67.1 914 44.9 963 41.8 817 45.1 866 65.8 915 45.6 964 41.7 818 46.9 867 63.9 916 46.4 965 41.5 819 48.7 868 61.4 917 47.0 966 41.3 820 50.5 869 58.4 918 47.8 967 41.1 821 52.4 870 55.4 919 48.3 968 40.8 822 54.1 871 52.4 920 48.9 969 40.3 823 55.7 872 50.0 921 49.4 970 39.6 824 56.8 873 48.3 922 49.8 971 38.5 825 57.9 874 47.3 923 49.6 972 37.0 826 59.0 875 46.8 924 49.3 973 35.1 974 33.0 975 30.6 976 27.9 977 25.1 978 22.0 979 18.8 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 223/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 980 15.5 981 12.3 982 8.8 983 6.0 984 3.6 985 1.6 986 0.0 987 0.0 988 0.0 989 0.0 990 0.0 991 0.0 992 0.0 993 0.0 994 0.0 995 0.0 996 0.0 997 0.0 998 0.0 999 0.0 1000 0.0 1001 0.0 1002 0.0 1003 0.0 1004 0.0 1005 0.0 1006 0.0 1007 0.0 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 1016 0.0 1017 0.0 224/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 Table A1/5 WLTC, Class 2 cycle, phase High (Second 1022 is the end of phase Medium and the start of phase 2 2 High ) 2 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1023 0.0 1070 46.0 1117 73.9 1164 71.7 1024 0.0 1071 46.4 1118 74.9 1165 69.9 1025 0.0 1072 47.0 1119 75.7 1166 67.9 1026 0.0 1073 47.4 1120 76.4 1167 65.7 1027 1.1 1074 48.0 1121 77.1 1168 63.5 1028 3.0 1075 48.4 1122 77.6 1169 61.2 1029 5.7 1076 49.0 1123 78.0 1170 59.0 1030 8.4 1077 49.4 1124 78.2 1171 56.8 1031 11.1 1078 50.0 1125 78.4 1172 54.7 1032 14.0 1079 50.4 1126 78.5 1173 52.7 1033 17.0 1080 50.8 1127 78.5 1174 50.9 1034 20.1 1081 51.1 1128 78.6 1175 49.4 1035 22.7 1082 51.3 1129 78.7 1176 48.1 1036 23.6 1083 51.3 1130 78.9 1177 47.1 1037 24.5 1084 51.3 1131 79.1 1178 46.5 1038 24.8 1085 51.3 1132 79.4 1179 46.3 1039 25.1 1086 51.3 1133 79.8 1180 46.5 1040 25.3 1087 51.3 1134 80.1 1181 47.2 1041 25.5 1088 51.3 1135 80.5 1182 48.3 1042 25.7 1089 51.4 1136 80.8 1183 49.7 1043 25.8 1090 51.6 1137 81.0 1184 51.3 1044 25.9 1091 51.8 1138 81.2 1185 53.0 1045 26.0 1092 52.1 1139 81.3 1186 54.9 1046 26.1 1093 52.3 1140 81.2 1187 56.7 1047 26.3 1094 52.6 1141 81.0 1188 58.6 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 225/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1048 26.5 1095 52.8 1142 80.6 1189 60.2 1049 26.8 1096 52.9 1143 80.0 1190 61.6 1050 27.1 1097 53.0 1144 79.1 1191 62.2 1051 27.5 1098 53.0 1145 78.0 1192 62.5 1052 28.0 1099 53.0 1146 76.8 1193 62.8 1053 28.6 1100 53.1 1147 75.5 1194 62.9 1054 29.3 1101 53.2 1148 74.1 1195 63.0 1055 30.4 1102 53.3 1149 72.9 1196 63.0 1056 31.8 1103 53.4 1150 71.9 1197 63.1 1057 33.7 1104 53.5 1151 71.2 1198 63.2 1058 35.8 1105 53.7 1152 70.9 1199 63.3 1059 37.8 1106 55.0 1153 71.0 1200 63.5 1060 39.5 1107 56.8 1154 71.5 1201 63.7 1061 40.8 1108 58.8 1155 72.3 1202 63.9 1062 41.8 1109 60.9 1156 73.2 1203 64.1 1063 42.4 1110 63.0 1157 74.1 1204 64.3 1064 43.0 1111 65.0 1158 74.9 1205 66.1 1065 43.4 1112 66.9 1159 75.4 1206 67.9 1066 44.0 1113 68.6 1160 75.5 1207 69.7 1067 44.4 1114 70.1 1161 75.2 1208 71.4 1068 45.0 1115 71.5 1162 74.5 1209 73.1 1069 45.4 1116 72.8 1163 73.3 1210 74.7 1211 76.2 1260 35.4 1309 72.3 1358 70.8 1212 77.5 1261 32.7 1310 71.9 1359 70.8 1213 78.6 1262 30.0 1311 71.3 1360 70.9 1214 79.7 1263 29.9 1312 70.9 1361 70.9 1215 80.6 1264 30.0 1313 70.5 1362 70.9 1216 81.5 1265 30.2 1314 70.0 1363 70.9 1217 82.2 1266 30.4 1315 69.6 1364 71.0 1218 83.0 1267 30.6 1316 69.2 1365 71.0 1219 83.7 1268 31.6 1317 68.8 1366 71.1 1220 84.4 1269 33.0 1318 68.4 1367 71.2 1221 84.9 1270 33.9 1319 67.9 1368 71.3 1222 85.1 1271 34.8 1320 67.5 1369 71.4 1223 85.2 1272 35.7 1321 67.2 1370 71.5 1224 84.9 1273 36.6 1322 66.8 1371 71.7 1225 84.4 1274 37.5 1323 65.6 1372 71.8 1226 83.6 1275 38.4 1324 63.3 1373 71.9 226/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1227 82.7 1276 39.3 1325 60.2 1374 71.9 1228 81.5 1277 40.2 1326 56.2 1375 71.9 1229 80.1 1278 40.8 1327 52.2 1376 71.9 1230 78.7 1279 41.7 1328 48.4 1377 71.9 1231 77.4 1280 42.4 1329 45.0 1378 71.9 1232 76.2 1281 43.1 1330 41.6 1379 71.9 1233 75.4 1282 43.6 1331 38.6 1380 72.0 1234 74.8 1283 44.2 1332 36.4 1381 72.1 1235 74.3 1284 44.8 1333 34.8 1382 72.4 1236 73.8 1285 45.5 1334 34.2 1383 72.7 1237 73.2 1286 46.3 1335 34.7 1384 73.1 1238 72.4 1287 47.2 1336 36.3 1385 73.4 1239 71.6 1288 48.1 1337 38.5 1386 73.8 1240 70.8 1289 49.1 1338 41.0 1387 74.0 1241 69.9 1290 50.0 1339 43.7 1388 74.1 1242 67.9 1291 51.0 1340 46.5 1389 74.0 1243 65.7 1292 51.9 1341 49.1 1390 73.0 1244 63.5 1293 52.7 1342 51.6 1391 72.0 1245 61.2 1294 53.7 1343 53.9 1392 71.0 1246 59.0 1295 55.0 1344 56.0 1393 70.0 1247 56.8 1296 56.8 1345 57.9 1394 69.0 1248 54.7 1297 58.8 1346 59.7 1395 68.0 1249 52.7 1298 60.9 1347 61.2 1396 67.7 1250 50.9 1299 63.0 1348 62.5 1397 66.7 1251 49.4 1300 65.0 1349 63.5 1398 66.6 1252 48.1 1301 66.9 1350 64.3 1399 66.7 1253 47.1 1302 68.6 1351 65.3 1400 66.8 1254 46.5 1303 70.1 1352 66.3 1401 66.9 1255 46.3 1304 71.0 1353 67.3 1402 66.9 1256 45.1 1305 71.8 1354 68.3 1403 66.9 1257 43.0 1306 72.8 1355 69.3 1404 66.9 1258 40.6 1307 72.9 1356 70.3 1405 66.9 1259 38.1 1308 73.0 1357 70.8 1406 66.9 1407 66.9 1456 0.0 1408 67.0 1457 0.0 1409 67.1 1458 0.0 1410 67.3 1459 0.0 1411 67.5 1460 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 227/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1412 67.8 1461 0.0 1413 68.2 1462 0.0 1414 68.6 1463 0.0 1415 69.0 1464 0.0 1416 69.3 1465 0.0 1417 69.3 1466 0.0 1418 69.2 1467 0.0 1419 68.8 1468 0.0 1420 68.2 1469 0.0 1421 67.6 1470 0.0 1422 67.4 1471 0.0 1423 67.2 1472 0.0 1424 66.9 1473 0.0 1425 66.3 1474 0.0 1426 65.4 1475 0.0 1427 64.0 1476 0.0 1428 62.4 1477 0.0 1429 60.6 1430 58.6 1431 56.7 1432 54.8 1433 53.0 1434 51.3 1435 49.6 1436 47.8 1437 45.5 1438 42.8 1439 39.8 1440 36.5 1441 33.0 1442 29.5 1443 25.8 1444 22.1 1445 18.6 1446 15.3 1447 12.4 1448 9.6 1449 6.6 228/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1450 3.8 1451 1.6 1452 0.0 1453 0.0 1454 0.0 1455 0.0 Table A1/6 This table is applicable to Level 1A and 4-phase WLTP test in Level 2 only; WLTC, Class 2 cycle, phase Extra High (Second 1477 is the end of phase High and the start of Extra 2 2 High ) 2 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1478 0.0 1525 63.4 1572 107.4 1619 113.7 1479 1.1 1526 64.5 1573 108.7 1620 114.1 1480 2.3 1527 65.7 1574 109.9 1621 114.4 1481 4.6 1528 66.9 1575 111.2 1622 114.6 1482 6.5 1529 68.1 1576 112.3 1623 114.7 1483 8.9 1530 69.1 1577 113.4 1624 114.7 1484 10.9 1531 70.0 1578 114.4 1625 114.7 1485 13.5 1532 70.9 1579 115.3 1626 114.6 1486 15.2 1533 71.8 1580 116.1 1627 114.5 1487 17.6 1534 72.6 1581 116.8 1628 114.5 1488 19.3 1535 73.4 1582 117.4 1629 114.5 1489 21.4 1536 74.0 1583 117.7 1630 114.7 1490 23.0 1537 74.7 1584 118.2 1631 115.0 1491 25.0 1538 75.2 1585 118.1 1632 115.6 1492 26.5 1539 75.7 1586 117.7 1633 116.4 1493 28.4 1540 76.4 1587 117.0 1634 117.3 1494 29.8 1541 77.2 1588 116.1 1635 118.2 1495 31.7 1542 78.2 1589 115.2 1636 118.8 1496 33.7 1543 78.9 1590 114.4 1637 119.3 1497 35.8 1544 79.9 1591 113.6 1638 119.6 1498 38.1 1545 81.1 1592 113.0 1639 119.7 1499 40.5 1546 82.4 1593 112.6 1640 119.5 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 229/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1500 42.2 1547 83.7 1594 112.2 1641 119.3 1501 43.5 1548 85.4 1595 111.9 1642 119.2 1502 44.5 1549 87.0 1596 111.6 1643 119.0 1503 45.2 1550 88.3 1597 111.2 1644 118.8 1504 45.8 1551 89.5 1598 110.7 1645 118.8 1505 46.6 1552 90.5 1599 110.1 1646 118.8 1506 47.4 1553 91.3 1600 109.3 1647 118.8 1507 48.5 1554 92.2 1601 108.4 1648 118.8 1508 49.7 1555 93.0 1602 107.4 1649 118.9 1509 51.3 1556 93.8 1603 106.7 1650 119.0 1510 52.9 1557 94.6 1604 106.3 1651 119.0 1511 54.3 1558 95.3 1605 106.2 1652 119.1 1512 55.6 1559 95.9 1606 106.4 1653 119.2 1513 56.8 1560 96.6 1607 107.0 1654 119.4 1514 57.9 1561 97.4 1608 107.5 1655 119.6 1515 58.9 1562 98.1 1609 107.9 1656 119.9 1516 59.7 1563 98.7 1610 108.4 1657 120.1 1517 60.3 1564 99.5 1611 108.9 1658 120.3 1518 60.7 1565 100.3 1612 109.5 1659 120.4 1519 60.9 1566 101.1 1613 110.2 1660 120.5 1520 61.0 1567 101.9 1614 110.9 1661 120.5 1521 61.1 1568 102.8 1615 111.6 1662 120.5 1522 61.4 1569 103.8 1616 112.2 1663 120.5 1523 61.8 1570 105.0 1617 112.8 1664 120.4 1524 62.5 1571 106.1 1618 113.3 1665 120.3 1666 120.1 1715 120.4 1764 82.6 1667 119.9 1716 120.8 1765 81.9 1668 119.6 1717 121.1 1766 81.1 1669 119.5 1718 121.6 1767 80.0 1670 119.4 1719 121.8 1768 78.7 1671 119.3 1720 122.1 1769 76.9 1672 119.3 1721 122.4 1770 74.6 1673 119.4 1722 122.7 1771 72.0 1674 119.5 1723 122.8 1772 69.0 1675 119.5 1724 123.1 1773 65.6 1676 119.6 1725 123.1 1774 62.1 1677 119.6 1726 122.8 1775 58.5 230/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1678 119.6 1727 122.3 1776 54.7 1679 119.4 1728 121.3 1777 50.9 1680 119.3 1729 119.9 1778 47.3 1681 119.0 1730 118.1 1779 43.8 1682 118.8 1731 115.9 1780 40.4 1683 118.7 1732 113.5 1781 37.4 1684 118.8 1733 111.1 1782 34.3 1685 119.0 1734 108.6 1783 31.3 1686 119.2 1735 106.2 1784 28.3 1687 119.6 1736 104.0 1785 25.2 1688 120.0 1737 101.1 1786 22.0 1689 120.3 1738 98.3 1787 18.9 1690 120.5 1739 95.7 1788 16.1 1691 120.7 1740 93.5 1789 13.4 1692 120.9 1741 91.5 1790 11.1 1693 121.0 1742 90.7 1791 8.9 1694 121.1 1743 90.4 1792 6.9 1695 121.2 1744 90.2 1793 4.9 1696 121.3 1745 90.2 1794 2.8 1697 121.4 1746 90.1 1795 0.0 1698 121.5 1747 90.0 1796 0.0 1699 121.5 1748 89.8 1797 0.0 1700 121.5 1749 89.6 1798 0.0 1701 121.4 1750 89.4 1799 0.0 1702 121.3 1751 89.2 1800 0.0 1703 121.1 1752 88.9 1704 120.9 1753 88.5 1705 120.6 1754 88.1 1706 120.4 1755 87.6 1707 120.2 1756 87.1 1708 120.1 1757 86.6 1709 119.9 1758 86.1 1710 119.8 1759 85.5 1711 119.8 1760 85.0 1712 119.9 1761 84.4 1713 120.0 1762 83.8 1714 120.2 1763 83.2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 231/710EN OJ L, 26.6.2026 6. WLTC Class 3 cycle Figure A1/7 WLTC, Class 3 cycle, phase Low 3 Figure A1/8 WLTC, Class 3a cycle, phase Medium 3a 232/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A1/9 WLTC, Class 3b cycle, phase Medium 3b Figure A1/10 WLTC, Class 3a cycle, phase High 3a ELI: http://data.europa.eu/eli/reg/2026/1130/oj 233/710EN OJ L, 26.6.2026 Figure A1/11 WLTC, Class 3b cycle, phase High 3b Figure A1/12 This figure is applicable to Level 1A and 4-phase WLTP test in Level 2 only WLTC, Class 3 cycle, phase Extra High 3 234/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A1/7 WLTC, Class 3 cycle, phase Low (Second 589 is the end of phase Low and the start of phase Medium ) 3 3 3 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 0 0.0 47 19.5 94 12.0 141 11.7 1 0.0 48 18.4 95 9.1 142 16.4 2 0.0 49 17.8 96 5.8 143 18.9 3 0.0 50 17.8 97 3.6 144 19.9 4 0.0 51 17.4 98 2.2 145 20.8 5 0.0 52 15.7 99 0.0 146 22.8 6 0.0 53 13.1 100 0.0 147 25.4 7 0.0 54 12.1 101 0.0 148 27.7 8 0.0 55 12.0 102 0.0 149 29.2 9 0.0 56 12.0 103 0.0 150 29.8 10 0.0 57 12.0 104 0.0 151 29.4 11 0.0 58 12.3 105 0.0 152 27.2 12 0.2 59 12.6 106 0.0 153 22.6 13 1.7 60 14.7 107 0.0 154 17.3 14 5.4 61 15.3 108 0.0 155 13.3 15 9.9 62 15.9 109 0.0 156 12.0 16 13.1 63 16.2 110 0.0 157 12.6 17 16.9 64 17.1 111 0.0 158 14.1 18 21.7 65 17.8 112 0.0 159 17.2 19 26.0 66 18.1 113 0.0 160 20.1 20 27.5 67 18.4 114 0.0 161 23.4 21 28.1 68 20.3 115 0.0 162 25.5 22 28.3 69 23.2 116 0.0 163 27.6 23 28.8 70 26.5 117 0.0 164 29.5 24 29.1 71 29.8 118 0.0 165 31.1 25 30.8 72 32.6 119 0.0 166 32.1 26 31.9 73 34.4 120 0.0 167 33.2 27 34.1 74 35.5 121 0.0 168 35.2 28 36.6 75 36.4 122 0.0 169 37.2 29 39.1 76 37.4 123 0.0 170 38.0 30 41.3 77 38.5 124 0.0 171 37.4 31 42.5 78 39.3 125 0.0 172 35.1 32 43.3 79 39.5 126 0.0 173 31.0 33 43.9 80 39.0 127 0.0 174 27.1 34 44.4 81 38.5 128 0.0 175 25.3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 235/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 35 44.5 82 37.3 129 0.0 176 25.1 36 44.2 83 37.0 130 0.0 177 25.9 37 42.7 84 36.7 131 0.0 178 27.8 38 39.9 85 35.9 132 0.0 179 29.2 39 37.0 86 35.3 133 0.0 180 29.6 40 34.6 87 34.6 134 0.0 181 29.5 41 32.3 88 34.2 135 0.0 182 29.2 42 29.0 89 31.9 136 0.0 183 28.3 43 25.1 90 27.3 137 0.0 184 26.1 44 22.2 91 22.0 138 0.2 185 23.6 45 20.9 92 17.0 139 1.9 186 21.0 46 20.4 93 14.2 140 6.1 187 18.9 188 17.1 237 49.2 286 37.4 335 15.0 189 15.7 238 48.4 287 40.7 336 14.5 190 14.5 239 46.9 288 44.0 337 14.3 191 13.7 240 44.3 289 47.3 338 14.5 192 12.9 241 41.5 290 49.2 339 15.4 193 12.5 242 39.5 291 49.8 340 17.8 194 12.2 243 37.0 292 49.2 341 21.1 195 12.0 244 34.6 293 48.1 342 24.1 196 12.0 245 32.3 294 47.3 343 25.0 197 12.0 246 29.0 295 46.8 344 25.3 198 12.0 247 25.1 296 46.7 345 25.5 199 12.5 248 22.2 297 46.8 346 26.4 200 13.0 249 20.9 298 47.1 347 26.6 201 14.0 250 20.4 299 47.3 348 27.1 202 15.0 251 19.5 300 47.3 349 27.7 203 16.5 252 18.4 301 47.1 350 28.1 204 19.0 253 17.8 302 46.6 351 28.2 205 21.2 254 17.8 303 45.8 352 28.1 206 23.8 255 17.4 304 44.8 353 28.0 207 26.9 256 15.7 305 43.3 354 27.9 208 29.6 257 14.5 306 41.8 355 27.9 209 32.0 258 15.4 307 40.8 356 28.1 210 35.2 259 17.9 308 40.3 357 28.2 211 37.5 260 20.6 309 40.1 358 28.0 212 39.2 261 23.2 310 39.7 359 26.9 213 40.5 262 25.7 311 39.2 360 25.0 236/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 214 41.6 263 28.7 312 38.5 361 23.2 215 43.1 264 32.5 313 37.4 362 21.9 216 45.0 265 36.1 314 36.0 363 21.1 217 47.1 266 39.0 315 34.4 364 20.7 218 49.0 267 40.8 316 33.0 365 20.7 219 50.6 268 42.9 317 31.7 366 20.8 220 51.8 269 44.4 318 30.0 367 21.2 221 52.7 270 45.9 319 28.0 368 22.1 222 53.1 271 46.0 320 26.1 369 23.5 223 53.5 272 45.6 321 25.6 370 24.3 224 53.8 273 45.3 322 24.9 371 24.5 225 54.2 274 43.7 323 24.9 372 23.8 226 54.8 275 40.8 324 24.3 373 21.3 227 55.3 276 38.0 325 23.9 374 17.7 228 55.8 277 34.4 326 23.9 375 14.4 229 56.2 278 30.9 327 23.6 376 11.9 230 56.5 279 25.5 328 23.3 377 10.2 231 56.5 280 21.4 329 20.5 378 8.9 232 56.2 281 20.2 330 17.5 379 8.0 233 54.9 282 22.9 331 16.9 380 7.2 234 52.9 283 26.6 332 16.7 381 6.1 235 51.0 284 30.2 333 15.9 382 4.9 236 49.8 285 34.1 334 15.6 383 3.7 384 2.3 433 31.3 482 0.0 531 0.0 385 0.9 434 31.1 483 0.0 532 0.0 386 0.0 435 30.6 484 0.0 533 0.2 387 0.0 436 29.2 485 0.0 534 1.2 388 0.0 437 26.7 486 0.0 535 3.2 389 0.0 438 23.0 487 0.0 536 5.2 390 0.0 439 18.2 488 0.0 537 8.2 391 0.0 440 12.9 489 0.0 538 13 392 0.5 441 7.7 490 0.0 539 18.8 393 2.1 442 3.8 491 0.0 540 23.1 394 4.8 443 1.3 492 0.0 541 24.5 395 8.3 444 0.2 493 0.0 542 24.5 396 12.3 445 0.0 494 0.0 543 24.3 397 16.6 446 0.0 495 0.0 544 23.6 398 20.9 447 0.0 496 0.0 545 22.3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 237/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 399 24.2 448 0.0 497 0.0 546 20.1 400 25.6 449 0.0 498 0.0 547 18.5 401 25.6 450 0.0 499 0.0 548 17.2 402 24.9 451 0.0 500 0.0 549 16.3 403 23.3 452 0.0 501 0.0 550 15.4 404 21.6 453 0.0 502 0.0 551 14.7 405 20.2 454 0.0 503 0.0 552 14.3 406 18.7 455 0.0 504 0.0 553 13.7 407 17.0 456 0.0 505 0.0 554 13.3 408 15.3 457 0.0 506 0.0 555 13.1 409 14.2 458 0.0 507 0.0 556 13.1 410 13.9 459 0.0 508 0.0 557 13.3 411 14.0 460 0.0 509 0.0 558 13.8 412 14.2 461 0.0 510 0.0 559 14.5 413 14.5 462 0.0 511 0.0 560 16.5 414 14.9 463 0.0 512 0.5 561 17.0 415 15.9 464 0.0 513 2.5 562 17.0 416 17.4 465 0.0 514 6.6 563 17.0 417 18.7 466 0.0 515 11.8 564 15.4 418 19.1 467 0.0 516 16.8 565 10.1 419 18.8 468 0.0 517 20.5 566 4.8 420 17.6 469 0.0 518 21.9 567 0.0 421 16.6 470 0.0 519 21.9 568 0.0 422 16.2 471 0.0 520 21.3 569 0.0 423 16.4 472 0.0 521 20.3 570 0.0 424 17.2 473 0.0 522 19.2 571 0.0 425 19.1 474 0.0 523 17.8 572 0.0 426 22.6 475 0.0 524 15.5 573 0.0 427 27.4 476 0.0 525 11.9 574 0.0 428 31.6 477 0.0 526 7.6 575 0.0 429 33.4 478 0.0 527 4.0 576 0.0 430 33.5 479 0.0 528 2.0 577 0.0 431 32.8 480 0.0 529 1.0 578 0.0 432 31.9 481 0.0 530 0.0 579 0.0 580 0.0 581 0.0 582 0.0 583 0.0 238/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 584 0.0 585 0.0 586 0.0 587 0.0 588 0.0 589 0.0 Table A1/8 WLTC, Class 3a cycle, phase Medium (Second 589 is the end of phase Low and the start of phase 3a 3 Medium ) 3a Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 590 0.0 637 53.0 684 18.9 731 41.9 591 0.0 638 53.0 685 18.9 732 42.0 592 0.0 639 52.9 686 21.3 733 42.2 593 0.0 640 52.7 687 23.9 734 42.4 594 0.0 641 52.6 688 25.9 735 42.7 595 0.0 642 53.1 689 28.4 736 43.1 596 0.0 643 54.3 690 30.3 737 43.7 597 0.0 644 55.2 691 30.9 738 44.0 598 0.0 645 55.5 692 31.1 739 44.1 599 0.0 646 55.9 693 31.8 740 45.3 600 0.0 647 56.3 694 32.7 741 46.4 601 1.0 648 56.7 695 33.2 742 47.2 602 2.1 649 56.9 696 32.4 743 47.3 603 5.2 650 56.8 697 28.3 744 47.4 604 9.2 651 56.0 698 25.8 745 47.4 605 13.5 652 54.2 699 23.1 746 47.5 606 18.1 653 52.1 700 21.8 747 47.9 607 22.3 654 50.1 701 21.2 748 48.6 608 26.0 655 47.2 702 21.0 749 49.4 609 29.3 656 43.2 703 21.0 750 49.8 610 32.8 657 39.2 704 20.9 751 49.8 611 36.0 658 36.5 705 19.9 752 49.7 612 39.2 659 34.3 706 17.9 753 49.3 613 42.5 660 31.0 707 15.1 754 48.5 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 239/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 614 45.7 661 26.0 708 12.8 755 47.6 615 48.2 662 20.7 709 12.0 756 46.3 616 48.4 663 15.4 710 13.2 757 43.7 617 48.2 664 13.1 711 17.1 758 39.3 618 47.8 665 12.0 712 21.1 759 34.1 619 47.0 666 12.5 713 21.8 760 29.0 620 45.9 667 14.0 714 21.2 761 23.7 621 44.9 668 19.0 715 18.5 762 18.4 622 44.4 669 23.2 716 13.9 763 14.3 623 44.3 670 28.0 717 12.0 764 12.0 624 44.5 671 32.0 718 12.0 765 12.8 625 45.1 672 34.0 719 13.0 766 16.0 626 45.7 673 36.0 720 16.3 767 20.4 627 46.0 674 38.0 721 20.5 768 24.0 628 46.0 675 40.0 722 23.9 769 29.0 629 46.0 676 40.3 723 26.0 770 32.2 630 46.1 677 40.5 724 28.0 771 36.8 631 46.7 678 39.0 725 31.5 772 39.4 632 47.7 679 35.7 726 33.4 773 43.2 633 48.9 680 31.8 727 36.0 774 45.8 634 50.3 681 27.1 728 37.8 775 49.2 635 51.6 682 22.8 729 40.2 776 51.4 636 52.6 683 21.1 730 41.6 777 54.2 778 56.0 827 37.1 876 75.8 925 62.3 779 58.3 828 38.9 877 76.6 926 62.7 780 59.8 829 41.4 878 76.5 927 62.0 781 61.7 830 44.0 879 76.2 928 61.3 782 62.7 831 46.3 880 75.8 929 60.9 783 63.3 832 47.7 881 75.4 930 60.5 784 63.6 833 48.2 882 74.8 931 60.2 785 64.0 834 48.7 883 73.9 932 59.8 786 64.7 835 49.3 884 72.7 933 59.4 787 65.2 836 49.8 885 71.3 934 58.6 788 65.3 837 50.2 886 70.4 935 57.5 789 65.3 838 50.9 887 70.0 936 56.6 790 65.4 839 51.8 888 70.0 937 56.0 791 65.7 840 52.5 889 69.0 938 55.5 792 66.0 841 53.3 890 68.0 939 55.0 240/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 793 65.6 842 54.5 891 67.3 940 54.4 794 63.5 843 55.7 892 66.2 941 54.1 795 59.7 844 56.5 893 64.8 942 54.0 796 54.6 845 56.8 894 63.6 943 53.9 797 49.3 846 57.0 895 62.6 944 53.9 798 44.9 847 57.2 896 62.1 945 54.0 799 42.3 848 57.7 897 61.9 946 54.2 800 41.4 849 58.7 898 61.9 947 55.0 801 41.3 850 60.1 899 61.8 948 55.8 802 43.0 851 61.1 900 61.5 949 56.2 803 45.0 852 61.7 901 60.9 950 56.1 804 46.5 853 62.3 902 59.7 951 55.1 805 48.3 854 62.9 903 54.6 952 52.7 806 49.5 855 63.3 904 49.3 953 48.4 807 51.2 856 63.4 905 44.9 954 43.1 808 52.2 857 63.5 906 42.3 955 37.8 809 51.6 858 63.9 907 41.4 956 32.5 810 49.7 859 64.4 908 41.3 957 27.2 811 47.4 860 65.0 909 42.1 958 25.1 812 43.7 861 65.6 910 44.7 959 27.0 813 39.7 862 66.6 911 46.0 960 29.8 814 35.5 863 67.4 912 48.8 961 33.8 815 31.1 864 68.2 913 50.1 962 37.0 816 26.3 865 69.1 914 51.3 963 40.7 817 21.9 866 70.0 915 54.1 964 43.0 818 18.0 867 70.8 916 55.2 965 45.6 819 17.0 868 71.5 917 56.2 966 46.9 820 18.0 869 72.4 918 56.1 967 47.0 821 21.4 870 73.0 919 56.1 968 46.9 822 24.8 871 73.7 920 56.5 969 46.5 823 27.9 872 74.4 921 57.5 970 45.8 824 30.8 873 74.9 922 59.2 971 44.3 825 33.0 874 75.3 923 60.7 972 41.3 826 35.1 875 75.6 924 61.8 973 36.5 974 31.7 975 27.0 976 24.7 977 19.3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 241/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 978 16.0 979 13.2 980 10.7 981 8.8 982 7.2 983 5.5 984 3.2 985 1.1 986 0.0 987 0.0 988 0.0 989 0.0 990 0.0 991 0.0 992 0.0 993 0.0 994 0.0 995 0.0 996 0.0 997 0.0 998 0.0 999 0.0 1000 0.0 1001 0.0 1002 0.0 1003 0.0 1004 0.0 1005 0.0 1006 0.0 1007 0.0 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 242/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1016 0.0 1017 0.0 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 Table A1/9 WLTC, Class 3b cycle, phase Medium (Second 589 is the end of phase Low and the start of phase 3b 3 Medium ) 3b Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 590 0.0 637 53.0 684 18.9 731 41.9 591 0.0 638 53.0 685 18.9 732 42.0 592 0.0 639 52.9 686 21.3 733 42.2 593 0.0 640 52.7 687 23.9 734 42.4 594 0.0 641 52.6 688 25.9 735 42.7 595 0.0 642 53.1 689 28.4 736 43.1 596 0.0 643 54.3 690 30.3 737 43.7 597 0.0 644 55.2 691 30.9 738 44.0 598 0.0 645 55.5 692 31.1 739 44.1 599 0.0 646 55.9 693 31.8 740 45.3 600 0.0 647 56.3 694 32.7 741 46.4 601 1.0 648 56.7 695 33.2 742 47.2 602 2.1 649 56.9 696 32.4 743 47.3 603 4.8 650 56.8 697 28.3 744 47.4 604 9.1 651 56.0 698 25.8 745 47.4 605 14.2 652 54.2 699 23.1 746 47.5 606 19.8 653 52.1 700 21.8 747 47.9 607 25.5 654 50.1 701 21.2 748 48.6 608 30.5 655 47.2 702 21.0 749 49.4 609 34.8 656 43.2 703 21.0 750 49.8 610 38.8 657 39.2 704 20.9 751 49.8 611 42.9 658 36.5 705 19.9 752 49.7 612 46.4 659 34.3 706 17.9 753 49.3 613 48.3 660 31.0 707 15.1 754 48.5 614 48.7 661 26.0 708 12.8 755 47.6 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 243/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 615 48.5 662 20.7 709 12.0 756 46.3 616 48.4 663 15.4 710 13.2 757 43.7 617 48.2 664 13.1 711 17.1 758 39.3 618 47.8 665 12.0 712 21.1 759 34.1 619 47.0 666 12.5 713 21.8 760 29.0 620 45.9 667 14.0 714 21.2 761 23.7 621 44.9 668 19.0 715 18.5 762 18.4 622 44.4 669 23.2 716 13.9 763 14.3 623 44.3 670 28.0 717 12.0 764 12.0 624 44.5 671 32.0 718 12.0 765 12.8 625 45.1 672 34.0 719 13.0 766 16.0 626 45.7 673 36.0 720 16.0 767 19.1 627 46.0 674 38.0 721 18.5 768 22.4 628 46.0 675 40.0 722 20.6 769 25.6 629 46.0 676 40.3 723 22.5 770 30.1 630 46.1 677 40.5 724 24.0 771 35.3 631 46.7 678 39.0 725 26.6 772 39.9 632 47.7 679 35.7 726 29.9 773 44.5 633 48.9 680 31.8 727 34.8 774 47.5 634 50.3 681 27.1 728 37.8 775 50.9 635 51.6 682 22.8 729 40.2 776 54.1 636 52.6 683 21.1 730 41.6 777 56.3 778 58.1 827 37.1 876 72.7 925 64.1 779 59.8 828 38.9 877 71.3 926 62.7 780 61.1 829 41.4 878 70.4 927 62.0 781 62.1 830 44.0 879 70.0 928 61.3 782 62.8 831 46.3 880 70.0 929 60.9 783 63.3 832 47.7 881 69.0 930 60.5 784 63.6 833 48.2 882 68.0 931 60.2 785 64.0 834 48.7 883 68.0 932 59.8 786 64.7 835 49.3 884 68.0 933 59.4 787 65.2 836 49.8 885 68.1 934 58.6 788 65.3 837 50.2 886 68.4 935 57.5 789 65.3 838 50.9 887 68.6 936 56.6 790 65.4 839 51.8 888 68.7 937 56.0 791 65.7 840 52.5 889 68.5 938 55.5 792 66.0 841 53.3 890 68.1 939 55.0 793 65.6 842 54.5 891 67.3 940 54.4 244/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 794 63.5 843 55.7 892 66.2 941 54.1 795 59.7 844 56.5 893 64.8 942 54.0 796 54.6 845 56.8 894 63.6 943 53.9 797 49.3 846 57.0 895 62.6 944 53.9 798 44.9 847 57.2 896 62.1 945 54.0 799 42.3 848 57.7 897 61.9 946 54.2 800 41.4 849 58.7 898 61.9 947 55.0 801 41.3 850 60.1 899 61.8 948 55.8 802 42.1 851 61.1 900 61.5 949 56.2 803 44.7 852 61.7 901 60.9 950 56.1 804 48.4 853 62.3 902 59.7 951 55.1 805 51.4 854 62.9 903 54.6 952 52.7 806 52.7 855 63.3 904 49.3 953 48.4 807 53.0 856 63.4 905 44.9 954 43.1 808 52.5 857 63.5 906 42.3 955 37.8 809 51.3 858 64.5 907 41.4 956 32.5 810 49.7 859 65.8 908 41.3 957 27.2 811 47.4 860 66.8 909 42.1 958 25.1 812 43.7 861 67.4 910 44.7 959 26.0 813 39.7 862 68.8 911 48.4 960 29.3 814 35.5 863 71.1 912 51.4 961 34.6 815 31.1 864 72.3 913 52.7 962 40.4 816 26.3 865 72.8 914 54.0 963 45.3 817 21.9 866 73.4 915 57.0 964 49.0 818 18.0 867 74.6 916 58.1 965 51.1 819 17.0 868 76.0 917 59.2 966 52.1 820 18.0 869 76.6 918 59.0 967 52.2 821 21.4 870 76.5 919 59.1 968 52.1 822 24.8 871 76.2 920 59.5 969 51.7 823 27.9 872 75.8 921 60.5 970 50.9 824 30.8 873 75.4 922 62.3 971 49.2 825 33.0 874 74.8 923 63.9 972 45.9 826 35.1 875 73.9 924 65.1 973 40.6 974 35.3 975 30.0 976 24.7 977 19.3 978 16.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 245/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 979 13.2 980 10.7 981 8.8 982 7.2 983 5.5 984 3.2 985 1.1 986 0.0 987 0.0 988 0.0 989 0.0 990 0.0 991 0.0 992 0.0 993 0.0 994 0.0 995 0.0 996 0.0 997 0.0 998 0.0 999 0.0 1000 0.0 1001 0.0 1002 0.0 1003 0.0 1004 0.0 1005 0.0 1006 0.0 1007 0.0 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 1016 0.0 246/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1017 0.0 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 Table A1/10 WLTC, Class 3a cycle, phase High (Second 1022 is the start of this phase) 3a Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1023 0.0 1070 29.0 1117 66.2 1164 52.6 1024 0.0 1071 32.0 1118 65.8 1165 54.5 1025 0.0 1072 34.8 1119 64.7 1166 56.6 1026 0.0 1073 37.7 1120 63.6 1167 58.3 1027 0.8 1074 40.8 1121 62.9 1168 60.0 1028 3.6 1075 43.2 1122 62.4 1169 61.5 1029 8.6 1076 46.0 1123 61.7 1170 63.1 1030 14.6 1077 48.0 1124 60.1 1171 64.3 1031 20.0 1078 50.7 1125 57.3 1172 65.7 1032 24.4 1079 52.0 1126 55.8 1173 67.1 1033 28.2 1080 54.5 1127 50.5 1174 68.3 1034 31.7 1081 55.9 1128 45.2 1175 69.7 1035 35.0 1082 57.4 1129 40.1 1176 70.6 1036 37.6 1083 58.1 1130 36.2 1177 71.6 1037 39.7 1084 58.4 1131 32.9 1178 72.6 1038 41.5 1085 58.8 1132 29.8 1179 73.5 1039 43.6 1086 58.8 1133 26.6 1180 74.2 1040 46.0 1087 58.6 1134 23.0 1181 74.9 1041 48.4 1088 58.7 1135 19.4 1182 75.6 1042 50.5 1089 58.8 1136 16.3 1183 76.3 1043 51.9 1090 58.8 1137 14.6 1184 77.1 1044 52.6 1091 58.8 1138 14.2 1185 77.9 1045 52.8 1092 59.1 1139 14.3 1186 78.5 1046 52.9 1093 60.1 1140 14.6 1187 79.0 1047 53.1 1094 61.7 1141 15.1 1188 79.7 1048 53.3 1095 63.0 1142 16.4 1189 80.3 1049 53.1 1096 63.7 1143 19.1 1190 81.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 247/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1050 52.3 1097 63.9 1144 22.5 1191 81.6 1051 50.7 1098 63.5 1145 24.4 1192 82.4 1052 48.8 1099 62.3 1146 24.8 1193 82.9 1053 46.5 1100 60.3 1147 22.7 1194 83.4 1054 43.8 1101 58.9 1148 17.4 1195 83.8 1055 40.3 1102 58.4 1149 13.8 1196 84.2 1056 36.0 1103 58.8 1150 12.0 1197 84.7 1057 30.7 1104 60.2 1151 12.0 1198 85.2 1058 25.4 1105 62.3 1152 12.0 1199 85.6 1059 21.0 1106 63.9 1153 13.9 1200 86.3 1060 16.7 1107 64.5 1154 17.7 1201 86.8 1061 13.4 1108 64.4 1155 22.8 1202 87.4 1062 12.0 1109 63.5 1156 27.3 1203 88.0 1063 12.1 1110 62.0 1157 31.2 1204 88.3 1064 12.8 1111 61.2 1158 35.2 1205 88.7 1065 15.6 1112 61.3 1159 39.4 1206 89.0 1066 19.9 1113 61.7 1160 42.5 1207 89.3 1067 23.4 1114 62.0 1161 45.4 1208 89.8 1068 24.6 1115 64.6 1162 48.2 1209 90.2 1069 27.0 1116 66.0 1163 50.3 1210 90.6 1211 91.0 1260 95.7 1309 75.9 1358 68.2 1212 91.3 1261 95.5 1310 76.0 1359 66.1 1213 91.6 1262 95.3 1311 76.0 1360 63.8 1214 91.9 1263 95.2 1312 76.1 1361 61.6 1215 92.2 1264 95.0 1313 76.3 1362 60.2 1216 92.8 1265 94.9 1314 76.5 1363 59.8 1217 93.1 1266 94.7 1315 76.6 1364 60.4 1218 93.3 1267 94.5 1316 76.8 1365 61.8 1219 93.5 1268 94.4 1317 77.1 1366 62.6 1220 93.7 1269 94.4 1318 77.1 1367 62.7 1221 93.9 1270 94.3 1319 77.2 1368 61.9 1222 94.0 1271 94.3 1320 77.2 1369 60.0 1223 94.1 1272 94.1 1321 77.6 1370 58.4 1224 94.3 1273 93.9 1322 78.0 1371 57.8 1225 94.4 1274 93.4 1323 78.4 1372 57.8 1226 94.6 1275 92.8 1324 78.8 1373 57.8 1227 94.7 1276 92.0 1325 79.2 1374 57.3 1228 94.8 1277 91.3 1326 80.3 1375 56.2 248/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1229 95.0 1278 90.6 1327 80.8 1376 54.3 1230 95.1 1279 90.0 1328 81.0 1377 50.8 1231 95.3 1280 89.3 1329 81.0 1378 45.5 1232 95.4 1281 88.7 1330 81.0 1379 40.2 1233 95.6 1282 88.1 1331 81.0 1380 34.9 1234 95.7 1283 87.4 1332 81.0 1381 29.6 1235 95.8 1284 86.7 1333 80.9 1382 28.7 1236 96.0 1285 86.0 1334 80.6 1383 29.3 1237 96.1 1286 85.3 1335 80.3 1384 30.5 1238 96.3 1287 84.7 1336 80.0 1385 31.7 1239 96.4 1288 84.1 1337 79.9 1386 32.9 1240 96.6 1289 83.5 1338 79.8 1387 35.0 1241 96.8 1290 82.9 1339 79.8 1388 38.0 1242 97.0 1291 82.3 1340 79.8 1389 40.5 1243 97.2 1292 81.7 1341 79.9 1390 42.7 1244 97.3 1293 81.1 1342 80.0 1391 45.8 1245 97.4 1294 80.5 1343 80.4 1392 47.5 1246 97.4 1295 79.9 1344 80.8 1393 48.9 1247 97.4 1296 79.4 1345 81.2 1394 49.4 1248 97.4 1297 79.1 1346 81.5 1395 49.4 1249 97.3 1298 78.8 1347 81.6 1396 49.2 1250 97.3 1299 78.5 1348 81.6 1397 48.7 1251 97.3 1300 78.2 1349 81.4 1398 47.9 1252 97.3 1301 77.9 1350 80.7 1399 46.9 1253 97.2 1302 77.6 1351 79.6 1400 45.6 1254 97.1 1303 77.3 1352 78.2 1401 44.2 1255 97.0 1304 77.0 1353 76.8 1402 42.7 1256 96.9 1305 76.7 1354 75.3 1403 40.7 1257 96.7 1306 76.0 1355 73.8 1404 37.1 1258 96.4 1307 76.0 1356 72.1 1405 33.9 1259 96.1 1308 76.0 1357 70.2 1406 30.6 1407 28.6 1456 0.0 1408 27.3 1457 0.0 1409 27.2 1458 0.0 1410 27.5 1459 0.0 1411 27.4 1460 0.0 1412 27.1 1461 0.0 1413 26.7 1462 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 249/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1414 26.8 1463 0.0 1415 28.2 1464 0.0 1416 31.1 1465 0.0 1417 34.8 1466 0.0 1418 38.4 1467 0.0 1419 40.9 1468 0.0 1420 41.7 1469 0.0 1421 40.9 1470 0.0 1422 38.3 1471 0.0 1423 35.3 1472 0.0 1424 34.3 1473 0.0 1425 34.6 1474 0.0 1426 36.3 1475 0.0 1427 39.5 1476 0.0 1428 41.8 1477 0.0 1429 42.5 1430 41.9 1431 40.1 1432 36.6 1433 31.3 1434 26.0 1435 20.6 1436 19.1 1437 19.7 1438 21.1 1439 22.0 1440 22.1 1441 21.4 1442 19.6 1443 18.3 1444 18.0 1445 18.3 1446 18.5 1447 17.9 1448 15.0 1449 9.9 1450 4.6 1451 1.2 250/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1452 0.0 1453 0.0 1454 0.0 1455 0.0 Table A1/11 WLTC, Class 3b cycle, phase High (Second 1022 is the start of this phase) 3b Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1023 0.0 1070 26.4 1117 69.7 1164 52.6 1024 0.0 1071 28.8 1118 69.3 1165 54.5 1025 0.0 1072 31.8 1119 68.1 1166 56.6 1026 0.0 1073 35.3 1120 66.9 1167 58.3 1027 0.8 1074 39.5 1121 66.2 1168 60.0 1028 3.6 1075 44.5 1122 65.7 1169 61.5 1029 8.6 1076 49.3 1123 64.9 1170 63.1 1030 14.6 1077 53.3 1124 63.2 1171 64.3 1031 20.0 1078 56.4 1125 60.3 1172 65.7 1032 24.4 1079 58.9 1126 55.8 1173 67.1 1033 28.2 1080 61.2 1127 50.5 1174 68.3 1034 31.7 1081 62.6 1128 45.2 1175 69.7 1035 35.0 1082 63.0 1129 40.1 1176 70.6 1036 37.6 1083 62.5 1130 36.2 1177 71.6 1037 39.7 1084 60.9 1131 32.9 1178 72.6 1038 41.5 1085 59.3 1132 29.8 1179 73.5 1039 43.6 1086 58.6 1133 26.6 1180 74.2 1040 46.0 1087 58.6 1134 23.0 1181 74.9 1041 48.4 1088 58.7 1135 19.4 1182 75.6 1042 50.5 1089 58.8 1136 16.3 1183 76.3 1043 51.9 1090 58.8 1137 14.6 1184 77.1 1044 52.6 1091 58.8 1138 14.2 1185 77.9 1045 52.8 1092 59.1 1139 14.3 1186 78.5 1046 52.9 1093 60.1 1140 14.6 1187 79.0 1047 53.1 1094 61.7 1141 15.1 1188 79.7 1048 53.3 1095 63.0 1142 16.4 1189 80.3 1049 53.1 1096 63.7 1143 19.1 1190 81.0 1050 52.3 1097 63.9 1144 22.5 1191 81.6 1051 50.7 1098 63.5 1145 24.4 1192 82.4 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 251/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1052 48.8 1099 62.3 1146 24.8 1193 82.9 1053 46.5 1100 60.3 1147 22.7 1194 83.4 1054 43.8 1101 58.9 1148 17.4 1195 83.8 1055 40.3 1102 58.4 1149 13.8 1196 84.2 1056 36.0 1103 58.8 1150 12.0 1197 84.7 1057 30.7 1104 60.2 1151 12.0 1198 85.2 1058 25.4 1105 62.3 1152 12.0 1199 85.6 1059 21.0 1106 63.9 1153 13.9 1200 86.3 1060 16.7 1107 64.5 1154 17.7 1201 86.8 1061 13.4 1108 64.4 1155 22.8 1202 87.4 1062 12.0 1109 63.5 1156 27.3 1203 88.0 1063 12.1 1110 62.0 1157 31.2 1204 88.3 1064 12.8 1111 61.2 1158 35.2 1205 88.7 1065 15.6 1112 61.3 1159 39.4 1206 89.0 1066 19.9 1113 62.6 1160 42.5 1207 89.3 1067 23.4 1114 65.3 1161 45.4 1208 89.8 1068 24.6 1115 68.0 1162 48.2 1209 90.2 1069 25.2 1116 69.4 1163 50.3 1210 90.6 1211 91.0 1260 95.7 1309 75.9 1358 68.2 1212 91.3 1261 95.5 1310 75.9 1359 66.1 1213 91.6 1262 95.3 1311 75.8 1360 63.8 1214 91.9 1263 95.2 1312 75.7 1361 61.6 1215 92.2 1264 95.0 1313 75.5 1362 60.2 1216 92.8 1265 94.9 1314 75.2 1363 59.8 1217 93.1 1266 94.7 1315 75.0 1364 60.4 1218 93.3 1267 94.5 1316 74.7 1365 61.8 1219 93.5 1268 94.4 1317 74.1 1366 62.6 1220 93.7 1269 94.4 1318 73.7 1367 62.7 1221 93.9 1270 94.3 1319 73.3 1368 61.9 1222 94.0 1271 94.3 1320 73.5 1369 60.0 1223 94.1 1272 94.1 1321 74.0 1370 58.4 1224 94.3 1273 93.9 1322 74.9 1371 57.8 1225 94.4 1274 93.4 1323 76.1 1372 57.8 1226 94.6 1275 92.8 1324 77.7 1373 57.8 1227 94.7 1276 92.0 1325 79.2 1374 57.3 1228 94.8 1277 91.3 1326 80.3 1375 56.2 1229 95.0 1278 90.6 1327 80.8 1376 54.3 1230 95.1 1279 90.0 1328 81.0 1377 50.8 252/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1231 95.3 1280 89.3 1329 81.0 1378 45.5 1232 95.4 1281 88.7 1330 81.0 1379 40.2 1233 95.6 1282 88.1 1331 81.0 1380 34.9 1234 95.7 1283 87.4 1332 81.0 1381 29.6 1235 95.8 1284 86.7 1333 80.9 1382 27.3 1236 96.0 1285 86.0 1334 80.6 1383 29.3 1237 96.1 1286 85.3 1335 80.3 1384 32.9 1238 96.3 1287 84.7 1336 80.0 1385 35.6 1239 96.4 1288 84.1 1337 79.9 1386 36.7 1240 96.6 1289 83.5 1338 79.8 1387 37.6 1241 96.8 1290 82.9 1339 79.8 1388 39.4 1242 97.0 1291 82.3 1340 79.8 1389 42.5 1243 97.2 1292 81.7 1341 79.9 1390 46.5 1244 97.3 1293 81.1 1342 80.0 1391 50.2 1245 97.4 1294 80.5 1343 80.4 1392 52.8 1246 97.4 1295 79.9 1344 80.8 1393 54.3 1247 97.4 1296 79.4 1345 81.2 1394 54.9 1248 97.4 1297 79.1 1346 81.5 1395 54.9 1249 97.3 1298 78.8 1347 81.6 1396 54.7 1250 97.3 1299 78.5 1348 81.6 1397 54.1 1251 97.3 1300 78.2 1349 81.4 1398 53.2 1252 97.3 1301 77.9 1350 80.7 1399 52.1 1253 97.2 1302 77.6 1351 79.6 1400 50.7 1254 97.1 1303 77.3 1352 78.2 1401 49.1 1255 97.0 1304 77.0 1353 76.8 1402 47.4 1256 96.9 1305 76.7 1354 75.3 1403 45.2 1257 96.7 1306 76.0 1355 73.8 1404 41.8 1258 96.4 1307 76.0 1356 72.1 1405 36.5 1259 96.1 1308 76.0 1357 70.2 1406 31.2 1407 27.6 1456 0.0 1408 26.9 1457 0.0 1409 27.3 1458 0.0 1410 27.5 1459 0.0 1411 27.4 1460 0.0 1412 27.1 1461 0.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 253/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1413 26.7 1462 0.0 1414 26.8 1463 0.0 1415 28.2 1464 0.0 1416 31.1 1465 0.0 1417 34.8 1466 0.0 1418 38.4 1467 0.0 1419 40.9 1468 0.0 1420 41.7 1469 0.0 1421 40.9 1470 0.0 1422 38.3 1471 0.0 1423 35.3 1472 0.0 1424 34.3 1473 0.0 1425 34.6 1474 0.0 1426 36.3 1475 0.0 1427 39.5 1476 0.0 1428 41.8 1477 0.0 1429 42.5 1430 41.9 1431 40.1 1432 36.6 1433 31.3 1434 26.0 1435 20.6 1436 19.1 1437 19.7 1438 21.1 1439 22.0 1440 22.1 1441 21.4 1442 19.6 1443 18.3 1444 18.0 1445 18.3 1446 18.5 1447 17.9 1448 15.0 1449 9.9 254/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1450 4.6 1451 1.2 1452 0.0 1453 0.0 1454 0.0 1455 0.0 Table A1/12 This table is applicable to Level 1A and 4-phase WLTP test in Level 2 only WLTC, Class 3 cycle, phase Extra High (Second 1477 is the start of this phase) 3 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1478 0.0 1525 72.5 1572 120.7 1619 113.0 1479 2.2 1526 70.8 1573 121.8 1620 114.1 1480 4.4 1527 68.6 1574 122.6 1621 115.1 1481 6.3 1528 66.2 1575 123.2 1622 115.9 1482 7.9 1529 64.0 1576 123.6 1623 116.5 1483 9.2 1530 62.2 1577 123.7 1624 116.7 1484 10.4 1531 60.9 1578 123.6 1625 116.6 1485 11.5 1532 60.2 1579 123.3 1626 116.2 1486 12.9 1533 60.0 1580 123.0 1627 115.2 1487 14.7 1534 60.4 1581 122.5 1628 113.8 1488 17.0 1535 61.4 1582 122.1 1629 112.0 1489 19.8 1536 63.2 1583 121.5 1630 110.1 1490 23.1 1537 65.6 1584 120.8 1631 108.3 1491 26.7 1538 68.4 1585 120.0 1632 107.0 1492 30.5 1539 71.6 1586 119.1 1633 106.1 1493 34.1 1540 74.9 1587 118.1 1634 105.8 1494 37.5 1541 78.4 1588 117.1 1635 105.7 1495 40.6 1542 81.8 1589 116.2 1636 105.7 1496 43.3 1543 84.9 1590 115.5 1637 105.6 1497 45.7 1544 87.4 1591 114.9 1638 105.3 1498 47.7 1545 89.0 1592 114.5 1639 104.9 1499 49.3 1546 90.0 1593 114.1 1640 104.4 1500 50.5 1547 90.6 1594 113.9 1641 104.0 1501 51.3 1548 91.0 1595 113.7 1642 103.8 1502 52.1 1549 91.5 1596 113.3 1643 103.9 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 255/710EN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1503 52.7 1550 92.0 1597 112.9 1644 104.4 1504 53.4 1551 92.7 1598 112.2 1645 105.1 1505 54.0 1552 93.4 1599 111.4 1646 106.1 1506 54.5 1553 94.2 1600 110.5 1647 107.2 1507 55.0 1554 94.9 1601 109.5 1648 108.5 1508 55.6 1555 95.7 1602 108.5 1649 109.9 1509 56.3 1556 96.6 1603 107.7 1650 111.3 1510 57.2 1557 97.7 1604 107.1 1651 112.7 1511 58.5 1558 98.9 1605 106.6 1652 113.9 1512 60.2 1559 100.4 1606 106.4 1653 115.0 1513 62.3 1560 102.0 1607 106.2 1654 116.0 1514 64.7 1561 103.6 1608 106.2 1655 116.8 1515 67.1 1562 105.2 1609 106.2 1656 117.6 1516 69.2 1563 106.8 1610 106.4 1657 118.4 1517 70.7 1564 108.5 1611 106.5 1658 119.2 1518 71.9 1565 110.2 1612 106.8 1659 120.0 1519 72.7 1566 111.9 1613 107.2 1660 120.8 1520 73.4 1567 113.7 1614 107.8 1661 121.6 1521 73.8 1568 115.3 1615 108.5 1662 122.3 1522 74.1 1569 116.8 1616 109.4 1663 123.1 1523 74.0 1570 118.2 1617 110.5 1664 123.8 1524 73.6 1571 119.5 1618 111.7 1665 124.4 1666 125.0 1715 127.7 1764 82.0 1667 125.4 1716 128.1 1765 81.3 1668 125.8 1717 128.5 1766 80.4 1669 126.1 1718 129.0 1767 79.1 1670 126.4 1719 129.5 1768 77.4 1671 126.6 1720 130.1 1769 75.1 1672 126.7 1721 130.6 1770 72.3 1673 126.8 1722 131.0 1771 69.1 1674 126.9 1723 131.2 1772 65.9 1675 126.9 1724 131.3 1773 62.7 1676 126.9 1725 131.2 1774 59.7 1677 126.8 1726 130.7 1775 57.0 1678 126.6 1727 129.8 1776 54.6 256/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h Time in s Speed in km/h 1679 126.3 1728 128.4 1777 52.2 1680 126.0 1729 126.5 1778 49.7 1681 125.7 1730 124.1 1779 46.8 1682 125.6 1731 121.6 1780 43.5 1683 125.6 1732 119.0 1781 39.9 1684 125.8 1733 116.5 1782 36.4 1685 126.2 1734 114.1 1783 33.2 1686 126.6 1735 111.8 1784 30.5 1687 127.0 1736 109.5 1785 28.3 1688 127.4 1737 107.1 1786 26.3 1689 127.6 1738 104.8 1787 24.4 1690 127.8 1739 102.5 1788 22.5 1691 127.9 1740 100.4 1789 20.5 1692 128.0 1741 98.6 1790 18.2 1693 128.1 1742 97.2 1791 15.5 1694 128.2 1743 95.9 1792 12.3 1695 128.3 1744 94.8 1793 8.7 1696 128.4 1745 93.8 1794 5.2 1697 128.5 1746 92.8 1795 0.0 1698 128.6 1747 91.8 1796 0.0 1699 128.6 1748 91.0 1797 0.0 1700 128.5 1749 90.2 1798 0.0 1701 128.3 1750 89.6 1799 0.0 1702 128.1 1751 89.1 1800 0.0 1703 127.9 1752 88.6 1704 127.6 1753 88.1 1705 127.4 1754 87.6 1706 127.2 1755 87.1 1707 127.0 1756 86.6 1708 126.9 1757 86.1 1709 126.8 1758 85.5 1710 126.7 1759 85.0 1711 126.8 1760 84.4 1712 126.9 1761 83.8 1713 127.1 1762 83.2 1714 127.4 1763 82.6 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 257/710EN OJ L, 26.6.2026 7. Cycle identification In order to confirm if the correct cycle version was chosen or if the correct cycle was implemented into the test bench operation system, checksums of the vehicle speed values for cycle phases and the whole cycle are listed in Table A1/13. Table A1/13 Checksums for the Extra High phase in this table are applicable to Level 1A and 4-phase WLTP test in Level 2 only 1Hz checksums Cycle class Cycle phase Checksum of 1 Hz target vehicle speeds Low 11988.4 Medium 17162.8 Class 1 Low 11988.4 Total 41139.6 Low 11162.2 Medium 17054.3 Class 2 High 24450.6 Extra High 28869.8 Total 81536.9 Low 11140.3 Medium 16995.7 Class 3a High 25646.0 Extra High 29714.9 Total 83496.9 Low 11140.3 Medium 17121.2 Class 3b High 25782.2 Extra High 29714.9 Total 83758.6 8. Cycle modification This paragraph shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs. However, at the request of the manufacturer and with approval of the responsible authority, the downscaling procedure described in paragraph 8.2. of this annex may be applied for a NOVC-HEV using the maximum rated engine power as the maximum vehicle power rating on the applicable WLTP test cycle where the electric machine does not impact the maximum vehicle power. 258/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 In the case that the voltage of the traction REESS of a NOVC-HEV is less than 60V, the manufacturer shall supply technical evidence to the responsible authority that the electric machine does not impact the maximum vehicle power on the applicable WLTP test cycle . In the case that the voltage of the traction REESS of a NOVC-HEV is equal to or greater than 60V, the manufacturer shall demonstrate to the responsible authority that the electric machine does not impact the maximum vehicle power on the applicable WLTP test cycle . Examples of such demonstration could include: torque/power profiles delivered from the engine and electric machine; electric machine operating envelopes; power curves; or other appropriate information to demonstrate the power delivery. 8.1. General remarks Driveability problems may occur for vehicles with power to mass ratios close to the borderlines between Class 1 and Class 2 vehicles, or between Class 2 and Class 3 vehicles, or for very low powered vehicles in Class 1. Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high accelerations rather than to the maximum speed of the cycle, the downscaling procedure shall be applied to improve driveability. 8.2. This paragraph describes the method to modify the cycle profile using the downscaling procedure. The modified vehicle speed values calculated according to paragraphs 8.2.1. to 8.2.3. shall be rounded according to paragraph 6.1.8. of this Regulation to 1 place of decimal in a final step. 8.2.1. Downscaling procedure for Class 1 cycles Figure A1/14 shows an example of a downscaled medium speed phase of the Class 1 WLTC. Figure A1/14 Downscaled medium speed phase of the Class 1 WLTC ELI: http://data.europa.eu/eli/reg/2026/1130/oj 259/710EN OJ L, 26.6.2026 For the Class 1 cycle, the downscaling period is the time period between second 651 and second 906. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: v – v a ¼ i + 1 i orig i 3:6 where: v is the vehicle speed, km/h; i i is the time between second 651 and second 906. The downscaling shall be applied first in the time period between second 651 and second 848. The downscaled speed trace shall be subsequently calculated using the following equation: v ¼v + a × ð1 – f Þ × 3:6 dsci + 1 dsci orig i dsc with i¼651to847. For i¼651, v ¼ v . dsci orig i In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be calculated using the following equation: v – 36:7 f ¼ dsc 848 corrdec v – 36:7 orig 848 – where 36.7 km/h is the original vehicle speed at second 907. The downscaled vehicle speed between second 849 and second 906 shall be subsequently calculated using the following equation: v ¼v + a × f × 3:6 dsci dsci – 1 orig i – 1 corrdec For i¼849to906. 8.2.2. Downscaling procedure for Class 2 cycles This paragraph is applicable to Level 1A and Level 2 only; Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3 cycles, the downscaling is related to those time periods of the extra high speed phases where driveability problems are expected to occur (see Figures A1/15 and A1/16). 260/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A1/15 Downscaled extra high speed phase of the Class 2 WLTC For the Class 2 cycle, the downscaling period is the time period between second 1520 and second 1742. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: v – v a ¼ i + 1 i orig i 3:6 where: v is the vehicle speed, km/h; i i is the time between second 1520 and second 1742. The downscaling shall be applied first to the time period between second 1520 and second 1725. Second 1725 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed trace shall be subsequently calculated using the following equation: v ¼v + a × ð1 – f Þ × 3:6 dsci + 1 dsci orig i dsc for i¼1520to1724. For i¼1520, v ¼v . dsci orig i In order to meet the original vehicle speed at second 1743, a correction factor for the deceleration shall be calculated using the following equation: v – 90:4 f ¼ dsc 1725 corrdec v – 90:4 orig 1725 90.4 km/h is the original vehicle speed at second 1743. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 261/710EN OJ L, 26.6.2026 The downscaled vehicle speed between second 1726 and second 1742 shall be calculated using the following equation: v ¼v + a × f × 3:6 dsci dsci – 1 orig i – 1 corrdec for i¼1726to1742. 8.2.3. Downscaling procedure for Class 3 cycles This paragraph is applicable to Level 1A and Level 2 only; Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC. Figure A1/16 Downscaled extra high speed phase of the Class 3 WLTC For the Class 3 cycle, the downscaling period is the time period between second 1533 and second 1762. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: v – v a ¼ i + 1 i orig i 3:6 where: v is the vehicle speed, km/h; i i is the time between second 1533 and second 1762. 262/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The downscaling shall be applied first in the time period between second 1533 and second 1724. Second 1724 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed trace shall be subsequently calculated using the following equation: v ¼v + a × ð1 – f Þ × 3:6 dsci + 1 dsci orig i dsc For i¼1533to1723. For i ¼1533, v ¼v . dsci orig i In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be calculated using the following equation: v – 82:6 f ¼ dsc 1724 corrdec v – 82:6 orig 1724 82.6 km/h is the original vehicle speed at second 1763. The downscaled vehicle speed between second 1725 and second 1762 shall be subsequently calculated using the following equation: v ¼v + a × f × 3:6 dsci dsci – 1 orig i – 1 corrdec For i¼1725to1762. 8.3. Determination of the downscaling factor (as applicable) The downscaling factor f is a function of the ratio r between the maximum required power of the cycle dsc max phases where the downscaling is to be applied and the rated power of the vehicle, P . rated The maximum required power P (in kW) is related to a specific time i and the corresponding vehicle req, max, i speed v in the cycle trace and is calculated using the following equation: i � � ðf0 × v iÞ + ðf1 × v2 iÞ + ðf2 × v3 iÞ + ð1:03 × TM × v i × a iÞ P ¼ req;max;i 3600 where: f , f , f are the applicable road load coefficients, N, N/(km/h), and N/(km/h)2respectively; 0 1 2 TM is the applicable test mass, kg; v is the speed at time i, km/h; i a is the acceleration at time i, m/s2. i The cycle time i at which maximum power or power values close to maximum power is required is second 764 for the Class 1 cycle, second 1574 for the Class 2 cycle and second 1566 for the Class 3 cycle. The corresponding vehicle speed values, v, and acceleration values, a, are as follows: i i v ¼61:4km/h, a ¼0:22m/s2for Class 1, i i v ¼109:9km/h, a ¼0:36m/s2for Class 2, i i v ¼111:9km/h, a ¼0:50m/s2for Class 3. i i r shall be calculated using the following equation: max P r ¼ req;max;i max P rated ELI: http://data.europa.eu/eli/reg/2026/1130/oj 263/710EN OJ L, 26.6.2026 The downscaling factor, f , shall be calculated using the following equations: dsc if r <r , then f ¼0 max 0 dsc and no downscaling shall be applied. If r ≥ r , then f ¼a × r + b . max 0 dsc 1 max 1 The calculation parameter/coefficients, r , a and b , are as follows: 0 1 1 Class 1 r ¼0:978, a ¼0:680, b ¼ – 0:665 0 1 1 Class 2 r ¼0:866, a ¼0:606, b ¼ – 0:525. 0 1 1 Class 3 r ¼0:867, a ¼0:588b ¼ – 0:510. 0 1 1 The resulting f shall be rounded according to paragraph 6.1.8. of this Regulation to 3 places of decimal and dsc shall be applied only if it exceeds 0.010. The following data shall be recorded: (a) f ; dsc (b) v ; max (c) d (distance driven), m. cycle The distance shall be calculated using the following equation: ðv + v Þ d = ∑ ( i i – 1 × ðt – t ÞÞ, for cycle 2 × 3:6 i i – 1 i = t + 1 to t start end t is the time at which the applicable test cycle starts (see paragraph 3 of this annex), s; start t is the time at which the applicable test cycle ends (see paragraph 3 of this annex), s. end 8.4. Additional requirements (as applicable) For different vehicle configurations in terms of test mass and driving resistance coefficients, downscaling shall be applied individually. If, after application of downscaling, the vehicle’s maximum speed is lower than the maximum speed of the cycle, the process described in paragraph 9. of this annex shall be applied with the applicable cycle. If the vehicle cannot follow the speed trace of the applicable cycle within the tolerance at speeds lower than its maximum speed, it shall be driven with the accelerator control fully activated during these periods. During such periods of operation, speed trace violations shall be permitted. 9. Cycle modifications for vehicles with a maximum speed lower than the maximum speed of the cycle specified in the previous paragraphs of this annex 9.1. General remarks This paragraph applies to vehicles that are technically able to follow the speed trace of the applicable cycle specified in paragraph 1. of this annex (base cycle) at speeds lower than its maximum speed, but whose maximum speed is limited to a value lower than the maximum speed of the base cycle for other reasons. For the purposes of this paragraph, the applicable cycle specified in paragraph 1. shall be referred to as the "base cycle" and is used to determine the capped speed cycle. In the cases where downscaling according to paragraph 8.2. of this annex is applied, the downscaled cycle shall be used as the base cycle. The maximum speed of the base cycle shall be referred to as v . max,cycle 264/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The maximum speed of the vehicle shall be referred to as its capped speed v . cap If v is applied to a Class 3b vehicle, the Class 3b cycle as defined in paragraph 3.3.2. of this annex shall be used cap as the base cycle. This shall apply even if v is lower than 120 km/h. cap In the cases where v is applied, the base cycle shall be modified as described in paragraph 9.2. of this annex in cap order to achieve the same cycle distance for the capped speed cycle as for the base cycle. 9.2. Calculation steps 9.2.1. Determination of the distance difference per cycle phase An interim capped speed cycle shall be derived by replacing all vehicle speed samples v where v > v by v . i i cap cap 9.2.1.1. If v < v , the distance of the medium speed phases of the base cycle d and the interim capped cap max,medium base,medium speed cycle d shall be calculated using the following equation for both cycles: cap,medium ðv + v Þ d = ∑ ( i i – 1 × ðt – t ÞÞ, for i = 590 to 1022 medium 2 × 3:6 i i – 1 where: v is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for the Class 1 cycle, max,medium in Table A1/4 for the Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle. 9.2.1.2. If v < v , the distances of the high speed phases of the base cycle d and the interim capped speed cap max,high base,high cycle d shall be calculated using the following equation for both cycles: cap,high ðv + v Þ d = ∑ ( i i – 1 × ðt – t ÞÞ, for i = 1023 to 1477 high 2 × 3:6 i i – 1 v is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for the Class 2 cycle, in max,high Table A1/10 for the Class 3a cycle and in Table A1/11 for the Class 3b cycle. 9.2.1.3. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; The distances of the extra high speed phase of the base cycle d and the interim capped speed cycle d base,exhigh cap, shall be calculated applying the following equation to the extra high speed phase of both cycles: exhigh ðv + v Þ d = ∑ ( i i – 1 × ðt – t ÞÞ, for i = 1478 to 1800 exhigh 2 × 3:6 i i – 1 9.2.2. Determination of the time periods to be added to the interim capped speed cycle in order to compensate for distance differences In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle, corresponding time periods with v = v shall be added to the interim capped speed cycle as described in i cap paragraphs 9.2.2.1. to 9.2.2.3. inclusive of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 265/710EN OJ L, 26.6.2026 9.2.2.1. Additional time period for the medium speed phase If v < v , , the additional time period to be added to the medium speed phase of the interim capped cap maxmedium speed cycle shall be calculated using the following equation: ðd – d Þ Δt = base;medium cap;medium × 3:6 medium Vcap The number of time samples n with v = v to be added to the medium speed phase of the interim add,medium i cap capped speed cycle equals Δt , rounded according to paragraph 6.1.8. of this Regulation to the nearest medium integer. 9.2.2.2. Additional time period for the high speed phase If v < v , , the additional time period to be added to the high speed phases of the interim capped speed cap maxhigh cycle shall be calculated using the following equation: ðd – d Þ Δt = base;high cap;high × 3:6 high Vcap The number of time samples n with v = v to be added to the high speed phase of the interim capped add,high i cap speed cycle equals Δt , rounded according to paragraph 6.1.8. of this Regulation to the nearest integer. high 9.2.2.3. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; The additional time period to be added to the extra high speed phase of the interim capped speed cycle shall be calculated using the following equation: ðd – d Þ Δt = base;exhigh cap;exhigh × 3:6 exhigh Vcap The number of time samples n with v = v to be added to the extra high speed phase of the interim add,exhigh i cap capped speed cycle equals Δt , rounded according to paragraph 6.1.8. of this Regulation to the nearest exhigh integer. 9.2.3. Construction of the final capped speed cycle 9.2.3.1. Class 1 cycle The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the medium speed phase where v = v . The time of this sample is referred to as t . cap medium Then n samples with v = v shall be added, so that the time of the last sample is (t + n ). add,medium i cap medium add,medium The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n ). add,medium 9.2.3.2. Class 2 and Class 3 cycles 9.2.3.2.1. v < v , cap maxmedium The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the medium speed phase where v = v . The time of this sample is referred to as t . cap medium Then n samples with v = v shall be added, so that the time of the last sample is (t + n ). add,medium i cap medium add,medium 266/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n ). add,medium In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample in the high speed phase where v = v shall be added. The time of this sample in the interim capped speed is referred to cap as t , so that the time of this sample in the final capped speed cycle is (t + n ). high high add,medium Then, n samples with v = v shall be added, so that the time of the last sample becomes (t + n add,high i cap high add,medium + n ). add,high The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n + n ). add,medium add,high In a next step, the first part of the extra high speed phase (if applicable) of the interim capped speed cycle up to the last sample in the extra high speed phase where v = v shall be added. The time of this sample in the cap interim capped speed is referred to as t , so that the time of this sample in the final capped speed cycle is exhigh (t + n + n ). exhigh add,medium add,high Then n samples with v = v shall be added, so that the time of the last sample is (t + n + add,exhigh i cap exhigh add,medium n + n ). add,high add,exhigh The remaining part of the extra high speed phase (if applicable) of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n + n + n ). add,medium add,high add,exhigh The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process according to paragraph 6.1.8. of this Regulation for n , n and add,medium add,high n . add,exhigh 9.2.3.2.2. v ≤ v < v max, medium cap max, high The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the high speed phase where v = v . The time of this sample is referred to as t . cap high Then, n samples with v = v shall be added, so that the time of the last sample is (t + n ). add,high i cap high add,high The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n ). add,high In a next step, the first part of the extra high speed phase (if applicable) of the interim capped speed cycle up to the last sample in the extra high speed phase where v = v shall be added. The time of this sample in the cap interim capped speed is referred to as t , so that the time of this sample in the final capped speed cycle is exhigh (t + n ). exhigh add,high Then n samples with v = v shall be added, so that the time of the last sample is (t + n + n add,exhigh i cap exhigh add,high add, ). exhigh The remaining part of the extra high speed phase (if applicable) of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n + n ). add,high add,exhigh The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process according to paragraph 6.1.8. of this Regulation for n and n . add,high add,exhigh ELI: http://data.europa.eu/eli/reg/2026/1130/oj 267/710EN OJ L, 26.6.2026 9.2.3.2.3. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; v ≤ v < v max, high cap max, exhigh The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the extra high speed phase where v = v . The time of this sample is referred to as t . cap exhigh Then, n samples with v = v shall be added, so that the time of the last sample is (t + n ). add,exhigh i cap exhigh add,exhigh The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n ). add,exhigh The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process according to paragraph 6.1.8. of this Regulation for n . add,exhigh 10. Allocation of cycles to vehicles 10.1. A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle. However, at the request of the manufacturer and with approval of the responsible authority, a vehicle may be tested on a numerically higher cycle class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this case the differences between Classes 3a and 3b shall be respected and the cycle may be downscaled according to paragraphs 8. to 8.4. inclusive of this annex. 268/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX B2 Gear selection and shift point determination for vehicles equipped with manual transmissions 1. General approach 1.1. The shifting procedures described in this annex shall apply to vehicles equipped with manual shift transmissions. 1.2. The prescribed gears and shifting points are based on the balance between the power required to overcome driving resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase. 1.3. The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus engine speed. 1.4. For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road operation shall be considered for gear use determination. 1.5. The prescriptions for clutch operation shall not be applied if the clutch is operated automatically without the need of an engagement or disengagement of the driver. 1.6. This annex shall not apply to vehicles tested according to Annex B8. 2. Required dataand pre-calculations The following data are required and calculations shall be performed in order to determine the gears to be used when driving the cycle on a chassis dynamometer: (a) P , the maximum rated engine power as declared by the manufacturer, kW; rated (b) n , the rated engine speed declared by the manufacturer as the engine speed at which the engine develops rated its maximum power, min-1; (c) n , idling speed, min-1. idle n shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine idle running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for temperature, peripheral and auxiliary devices, etc. shall be the same as described in Annex B6 for the Type 1 test. The value to be used in this annex shall be the arithmetic average over the measuring period and rounded according to paragraph 6.1.8. of this Regulation to the nearest 10 min-1; (d) ng, the number of forward gears. The forward gears in the transmission range designed for normal on-road operation shall be numbered in descending order of the ratio between engine speed in min-1 and vehicle speed in km/h. Gear 1 is the gear with the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears; (e) (n/v), the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i = 1 to ng, i min-1/(km/h). (n/v) shall be calculated according to the equations in paragraph 8. of Annex B7; i (f) f , f , f , road load coefficients selected for testing, N, N/(km/h), and N/(km/h)2respectively; 0 1 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 269/710EN OJ L, 26.6.2026 (g) n max n = n the maximum engine speed where 95 per cent of rated power is reached, min – 1; max1 95_high, If n cannot be determined because the engine speed is limited to a lower value n for all gears and the 95_high lim corresponding full load power is higher than 95 per cent of rated power, n shall be set to n . 95_high lim n = (n/v)( ng ) × v max2 vmax max,cycle n = (n/v)( ng ) × v max3 vmax max,vehicle where: v is the maximum speed of the vehicle speed trace according to Annex B1, km/h; max,cycle v is the maximum speed of the vehicle according to paragraph 2.(i) of this annex, km/h; max,vehicle (n/v)(ng ) is the ratio obtained by dividing engine speed n by the vehicle speed v for the gear ng , vmax vmax min-1/(km/h ); ng is defined in paragraph 2.(i) of this annex; vmax n is the maximum of n , n and n , min-1. max max1 max2 max3 (h) P (n), the full load power curve over the engine speed range wot The power curve shall consist of a sufficient number of data sets (n, P ) so that the calculation of interim wot points between consecutive data sets can be performed by linear interpolation. Deviation of the linear interpolation from the full load power curve according to UN Regulation No. 85 shall not exceed 2 per cent. The first data set shall be at n (see (k)(3) below) or lower. The last data set shall be at n or higher min_drive_set max engine speed. Data sets need not be spaced equally but all data sets shall be reported. The data sets and the values P and n shall be taken from the power curve as declared by the rated rated manufacturer. The full load power at engine speeds not covered by UN Regulation No. 85 shall be determined according to the method described in UN Regulation No. 85; (i) Determination of ng and v vmax max ng , the gear in which the maximum vehicle speed is reached and shall be determined as follows: vmax If v (ng) ≥ v (ng-1) and v (ng-1) ≥ v (ng-2), then: max max max max ng = ng and v = v (ng). vmax max max If v (ng) < v (ng-1) and v (ng-1) ≥ v (ng-2), then: max max max max ng = ng-1 and v = v (ng-1), vmax max max otherwise, ng = ng -2 and v = v (ng-2) vmax max max where: v (ng) is the vehicle speed at which the required road load power equals the available power P in max wot gear ng (see Figure A2/1a). v (ng-1) is the vehicle speed at which the required road load power equals the available power P in max wot the next lower gear (gear ng-1). See Figure A2/1b. v (ng-2) is the vehicle speed at which the required road load power equals the available power P in max wot the gear ng-2. 270/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Vehicle speed values rounded according to paragraph 6.1.8. of this Regulation to one place of decimal shall be used for the determination of v and ng . max vmax The required road load power, kW, shall be calculated using the following equation: P ¼ðf0 × vÞ + ðf1 × v2Þ + ðf2 × v3Þ required 3600 where: v is the vehicle speed specified above, km/h. The available power at vehicle speed v in gear ng, gear ng - 1 or gear ng-2 shall be determined from the full max load power curve, P (n), by using the following equations: wot n = (n/v) × v (ng); ng ng max n = (n/v) × v (ng-1); ng-1 ng-1 max n = (n/v) × v (ng-2), ng-2 ng-2 max and by reducing the power values of the full load power curve by 10 per cent. The method described above shall be extended to even lower gears, i.e. ng- 3, ng-4, etc. if necessary. If, for the purpose of limiting maximum vehicle speed, the maximum engine speed is limited to n which is lim lower than the engine speed corresponding to the intersection of the road load power curve and the available power curve, then: ng = ng and v = n / (n/v)(ng). vmax max lim Figure A2/1a An example where ng is the highest gear vmax ELI: http://data.europa.eu/eli/reg/2026/1130/oj 271/710EN OJ L, 26.6.2026 Figure A2/1b An example where ng is the 2nd highest gear vmax (j) Exclusion of a crawler gear Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled: (1) The vehicle family is homologated to tow a trailer; (2) (n/v) × (v / n ) > 6.74; 1 max 95_high (3) (n/v) × (v / n ) > 3.85; 2 max 95_high (4) The vehicle, having a mass m as defined in the equation below, is able to pull away from standstill t within 4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 5 minutes. m = m + 25 kg + (MC – m – 25 kg) × 0.28 t r0 r0 (factor 0.28 in the above equation shall be used for category 2 vehicles with a gross vehicle mass up to 3.5 tons and shall be replaced by factor 0.15 in the case of category 1 vehicles), where: v is the maximum vehicle speed as specified in paragraph 2. (i) of this annex. Only the v max max value resulting from the intersection of the required road load power curve and the available power curve of the relevant gear shall be used for the conditions in (2) and (3) above. A v value resulting from a limitation of the engine speed which prevents this max intersection of curves shall not be used; (n/v)(ng ) is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ng , vmax vmax min-1/(km/h); m is the mass in running order, kg; r0 MC is the technically permissible maximum laden mass of the combination (see paragraph 3.2.27. of this Regulation), kg. 272/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 In this case, gear 1 shall not be used when driving the cycle on a chassis dynamometer and the gears shall be renumbered starting with the second gear as gear 1. (k) Definition of n min_drive n is the minimum engine speed when the vehicle is in motion, min-1; min_drive (1) For n = 1, n = n , gear min_drive idle (2) For n = 2, gear (i) for transitions from first to second gear: n = 1.15 × n , min_drive idle (ii) for decelerations to standstill: n = n , min_drive idle (iii) for all other driving conditions: n = 0.9 × n . min_drive idle (3) For n > 2, n shall be determined by: gear min_drive n = n + 0.125 × (n -n ). min_drive idle rated idle This value shall be referred to as n . min_drive_set n shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest integer. min_drive_set Values higher than n may be used for n > 2 if requested by the manufacturer. In this case, the min_drive_set gear manufacturer may specify one value for acceleration/constant speed phases (n ) and a different value min_drive_up for deceleration phases (n ). min_drive_down Samples which have acceleration values ≥ -0.1389 m/s2 shall belong to the acceleration/constant speed phases. This phase specification shall only be used for the determination of the initial gear according to paragraph 3.5. of this annex and shall not be applied to the requirements specified in paragraph 4. of this annex. In addition, for an initial period of time (t ), the manufacturer may specify higher values (n start_phase min_drive_start or n and ) for the values n or n and n for n > 2 min_drive_up_start nmin_drive_down_start min_drive min_drive_up min_drive_down gear than specified above. The initial time period shall be specified by the manufacturer but shall not exceed the low speed phase of the cycle and shall end in a stop phase so that there is no change of n within a short trip. min_drive All individually chosen n values shall be equal to or higher than n but shall not exceed (2 × min_drive min_drive_set n ). min_drive_set All individually chosen n values and t shall be recorded. min_drive start_phase Only n shall be used as the lower limit for the full load power curve according to paragraph 2(h) min_drive_set above. (l) TM, test mass of the vehicle, kg. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 273/710EN OJ L, 26.6.2026 3. Calculations of required power, engine speeds, available power, and possible gear to be used 3.1. Calculation of required power For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be calculated using the following equation: ! P ¼ ðf0 × v jÞ + ðf1 × v2 jÞ + ðf2 × v3 jÞ + ðkr × a j × v j × TMÞ required;j 3600 3600 where: P is the required power at second j, kW; required,j a is the vehicle acceleration at second j, m/s2, and is calculated as follows: j ðv – vÞ a ¼ j + 1 j ; j 3:6 × ðt – tÞ j + 1 j j = t to t – 1, start end t is the time at which the applicable test cycle starts (see paragraph 3 of Annex B1 of this Regulation), s; start t is the time at which the applicable test cycle ends (see paragraph 3 of Annex B1 of this Regulation), s; end The acceleration value at second t (second 1611 for class 1 cycle and second 1800 for class 2 and 3 cycles) may end be set to 0 in order to avoid empty cells. kr is a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to 1.03. 3.2. Determination of engine speeds For any v < 1:0 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to j n .The gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an idle acceleration from standstill where first gear shall be selected with the clutch disengaged. For each v ≥ 1:0km/h of the cycle trace and each gear i, i ¼ 1to ng the engine speed, n , shall be calculated j i,j using the following equation: n ¼ðn=vÞ × v i;j i j The calculation shall be performed with floating point numbers; the results shall not be rounded. 3.3. Selection of possible gears with respect to engine speed The following gears may be selected for driving the speed trace at v: j (a) All gears i < ng where n ≤ n ≤ n ; vmax min_drive i,j max1 (b) All gears i ≥ ng where n ≤ n ≤ n ; vmax min_drive i,j max2 (c) Gear 1, if n < n . 1,j min_drive If a < 0 and n ≤ n , n shall be set to n and the clutch shall be disengaged. j i,j idle i,j idle If a ≥ 0 and n < max(1.15 × n ; min. engine speed of the P (n) curve), n shall be set to the maximum of (1.15 j i,j idle wot i,j × n ) or the min. engine speed of the P (n) curve, and the clutch shall be set to “undefined”. idle wot 274/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 "Undefined" covers any status of the clutch between disengaged and engaged, depending on the individual engine and transmission design. In such a case, the real engine speed may deviate from the calculated engine speed. With regard to the definition of n in paragraph 2 (k) the requirements (a) to (c) specified above can be min_drive expressed as follows for deceleration phases: During a deceleration phase, gears with n > 2 shall be used as long as the engine speed does not drop below gear n . min_drive Gear 2 shall be used during a deceleration phase within a short trip of the cycle (not at the end of a short trip) as long as the engine speed does not drop below (0.9 × n ). idle If the engine speed drops below n , the clutch shall be disengaged. idle If the deceleration phase is the last part of a short trip shortly before a stop phase, the second gear shall be used as long as the engine speed does not drop below n . This requirement shall be applied to the whole deceleration idle phase ending at standstill. A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed (see paragraph 4. of this annex). 3.4. Calculation of available power For each engine speed value n of the full load power curve as specified in paragraph 2 (h) of this annex the available k power, P , shall be calculated using the following equation: available_k P ¼ P ðn Þ × ð1 – ðSM + ASMÞÞ availablek wot k where: P is the power available at n at full load condition from the full load power curve; wot k SM is a safety margin accounting for the difference between the stationary full load condition power curve and the power available during transition conditions. SM shall be set to 10 per cent; ASM is an additional power safety margin which may be applied at the request of the manufacturer. When requested, the manufacturer shall provide the ASM values (in per cent reduction of the wot power) together with data sets for P (n) as shown by the example in Table A2/1. Linear interpolation shall be used between wot consecutive data points. ASM is limited to 50 per cent. The application of an ASM requires the approval of the responsible authority. Table A2/1 n Pwot SM ASM Pavailable min-1 kW per cent per cent kW 700 6.3 10.0 20.0 4.4 1000 15.7 10.0 20.0 11.0 1500 32.3 10.0 15.0 24.2 1800 56.6 10.0 10.0 45.3 1900 59.7 10.0 5.0 50.8 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 275/710EN OJ L, 26.6.2026 n Pwot SM ASM Pavailable min-1 kW per cent per cent kW 2000 62.9 10.0 0.0 56.6 3000 94.3 10.0 0.0 84.9 4000 125.7 10.0 0.0 113.2 5000 157.2 10.0 0.0 141.5 5700 179.2 10.0 0.0 161.3 5800 180.1 10.0 0.0 162.1 6000 174.7 10.0 0.0 157.3 6200 169.0 10.0 0.0 152.1 6400 164.3 10.0 0.0 147.8 6600 156.4 10.0 0.0 140.8 For each possible gear i and each vehicle speed value of the cycle trace v (j as specified in paragraph 3.1 of this j annex) and each engine speed value n ≥ n of the full load power curve the available power shall be calculated i,j min from adjacent n , P values of the full load power curve by linear interpolation. k available_k 3.5. Determination of possible gears to be used The possible gears to be used shall be determined by the following conditions: (a) The conditions of paragraph 3.3. of this annex are fulfilled, and (b) For n > 2, if P ≥ P : gear availablei;j required;j The initial gear to be used for each second jof the cycle trace is the highest final possible gear, i . When starting max from standstill, only the first gear shall be used. The lowest final possible gear is i . min 4. Additional requirements for corrections and/or modifications of gear use The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure driveability and practicality. An acceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1.0 km/h and with strictly monotonic increase of vehicle speed. A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed. A constant speed phase is a time period of more than 2 seconds with a constant vehicle speed ≥ 1.0 km/h. The end of an acceleration/deceleration phase is determined by the last time sample in which the vehicle speed is higher/lower than the vehicle speed of the previous time sample. In this context the end of a deceleration phase could be the beginning of an acceleration phase. In this case the requirements for acceleration phases overrule the requirements for deceleration phases. 276/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Corrections and/or modifications shall be made according to the following requirements: The modification check described in paragraph 4.(a) of this annex shall be applied to the complete cycle trace twice prior to the application of paragraphs 4.(b) to 4.(f) of this annex. (a) If a one step higher gear (n+1) is required for only 1 second and the gears before and after are the same (n) or one of them is one step lower (n – 1), gear (n + 1) shall be corrected to gear n. Examples: Gear sequence i - 1, i, i - 1 shall be replaced by: i - 1, i - 1, i - 1; Gear sequence i - 1, i, i - 2 shall be replaced by: i - 1, i - 1, i - 2; Gear sequence i - 2, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1. If, during acceleration or constant speed phases or transitions from constant speed to acceleration or acceleration to constant speed phases where these phases only contain upshifts, a gear is used for only one second, the gear in the following second shall be corrected to the gear before, so that a gear is used for at least 2 seconds. Examples: Gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by: 1, 1, 2, 2, 3, 3, 3. Gear sequence 1, 2, 3, 4, 5, 5, 6, 6, 6, 6, 6 shall be replaced by: 1, 1, 2, 2, 3, 3, 4, 4, 5, 5, 6. This requirement shall not be applied to downshifts during an acceleration phase or if the use of a gear for just one second follows immediately after such a downshift or if the downshift occurs right at the beginning of an acceleration phase. In these cases, the downshifts shall be first corrected according to paragraph 4.(b) of this annex. Example: Gear sequence 4, 4, 3, 4, 5, 5, 5, where the first second or the third second determines the start of an acceleration phase and where paragraph 4.(b) does not apply in the further course of the acceleration phase, shall be replaced by: 4, 4, 4, 4, 5, 5, 5. However, if the gear at the beginning of an acceleration phase is one step lower than the gear in the previous second and the gears in the following (up to five) seconds are the same as the gear in the previous second but followed by a downshift, so that the application of paragraph 4.(c) would correct them to the same gear as at the beginning of the acceleration phase, the application of paragraph 4.(c) should be performed instead. Example: For a speed trace sequence 19.6 18.3 18.0 18.3 18.5 17.9 15.0 km/h with an initial gear use of 3 3 2 3 3 2 2, the gears in the fourth and fifth second shall be corrected to a one step lower gear (which would be done by an application of paragraph 4.(c)) instead of a correction of the gear at the beginning of the acceleration phase (second three), so that the correction results in the following gear sequence 3 3 2 2 2 2 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 277/710EN OJ L, 26.6.2026 Furthermore, if the gear in the first second of an acceleration phase is the same as the gear in the previous second and the gear in the following seconds is one step higher, the gear in the 2ndsecond of the acceleration phase shall be replaced by the gear used in the first second of the acceleration phase. Example: For a speed trace sequence 30.9 25.5 21.4 20.2 22.9 26.6 30.2 km/h with an initial gear use of 3 3 2 2 3 3 3, the gear in the fifth second (the 2ndsecond of the acceleration phase) shall be corrected to a one step lower gear in order to ensure the use of a gear within the acceleration phase for at least two seconds, so that the correction results in the following gear sequence 3 3 2 2 2 3 3 Gears shall not be skipped during upshifts within acceleration phases. However, an upshift by two gears is permitted at the transition from an acceleration phase to a constant speed phase if the duration of the constant speed phase exceeds 5 seconds. (b) If a downshift is required during an acceleration phase or at the beginning of the acceleration phase, the gear required during this downshift shall be noted (i ). The starting point of a correction procedure is defined by DS either the last previous second when i was identified or by the starting point of the acceleration phase if all DS time samples before have gears > i . The highest gear of the time samples before the downshift determines DS the reference gear i for the downshift. A downshift where i = i – 1 is referred to as a one step downshift, ref DS ref a downshift where i = i – 2 is referred to as a two step downshift, a downshift where i = i – 3 is referred DS ref DS ref to as a three step downshift. The following check shall then be applied. (i) One step downshifts Working forward from the starting point of the correction procedure to the end of the acceleration phase, the latest occurrence of a 10 second window containing i for either 2 or more consecutive seconds, or 2 or DS more individual seconds, shall be identified. The last usage of i in this window defines the end point of the DS correction procedure. Between the start and end of the correction period, all requirements for gears greater than i shall be corrected to a requirement of i . DS DS From the end of the correction period (in case of 10 second windows containing i for either 2 or more DS consecutive seconds, or 2 or more individual seconds) or from the starting point of the correction procedure (in case that all 10 second windows contain i only for one second or some 10 second windows contain no DS i at all) to the end of the acceleration phase all downshifts with a duration of only one second shall be DS removed. (ii) Two or three step downshifts Working forward from the starting point of the correction procedure to the end of the acceleration phase, the latest occurrence of i shall be identified. From the starting point of the correction procedure all DS requirements for gears greater than or equal to i up to the latest occurrence of i shall be corrected to DS DS (i + 1). DS 278/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (iii) One step downshifts and two step and/or three step downshifts If one step downshifts as well as two step and/or three step downshifts occur during an acceleration phase, three step downshifts shall be corrected before two or one step downshifts are corrected and two step downshifts shall be corrected before one step downshifts are corrected. In such cases, the starting point of the correction procedure for the two or one step downshifts is the second immediately following the end of the correction period for the three step downshifts and the starting point of the correction procedure for the one step downshifts is the second immediately following the end of the correction period for the two step downshifts. If a three step downshift occurs after a one or two step downshift, it shall overrule these downshifts in the time period before the three step downshift. If a two step downshift occurs after a one step downshift, it shall overrule the one step downshift in the time period before the two step downshift. Examples are shown in Tables A2/2 to A2/6. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 279/710Table A2/2 Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 Start Down- Down- End of of shift, shift, accel. accel. i = 3 i = 3 DS DS Initial gear use 2 2 3 3 4 4 4 4 3 4 4 4 4 4 4 3 4 4 4 Start of correction check i = 4 ref First 10 second window for the correction check Last 10 second window for the correction check Latest 10 second window containing i twice DS End of correction Correction 3 3 3 3 3 3 3 3 3 3 Removal Final gear use 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 280/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026Table A2/3 Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 Start Down- Down- End of of shift, shift, accel. accel. i = 3 i = 3 DS DS Initial gear 2 2 3 3 4 4 3 4 4 4 4 4 4 4 4 4 4 3 4 use Start of correction check i = 4 ref First 10 second window for the correction check Last 10 second window for the correction check Latest 10 second window containing i twice DS End of correction Correction 3 3 Removal 4 Final gear use 2 2 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 281/710 OJ L, 26.6.2026 ENTable A2/4 Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 Down- Down- Start of End of shift, shift, accel. accel. i = 3 i = 3 DS DS Initial gear 4 4 4 3 4 4 4 4 4 4 4 4 4 4 3 4 4 5 5 use Start of correction check i = 4 ref First 10 second window for the correction check Last 10 second window for the correction check No 10 second window containing i twice DS End of correction Correction Removal 4 4 Final gear use 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 282/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026Table A2/5 Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 j+19 Down- Down- Down- Start of shift by shift by End of shift, accel. 2 steps, 1 step, accel. i = 5 DS1 i = 4 i = 5 DS1 DS2 Initial gear 6 6 6 5 5 4 4 4 4 4 5 6 6 6 6 6 6 6 5 5 use Start of Start of correction correction check for check for i i DS1 DS2 i = 6 i = 6 ref ref Latest 10 second window containing i twice or more Latest 10 second window containing i twice or more DS1 DS2 End of End of correction correction for i for i DS1 DS2 Correction 4 4 4 4 4 5 5 5 5 5 5 5 Removal Final gear use 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 283/710 OJ L, 26.6.2026 ENTable A2/6 Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 Down- Down- Down- Start of End of shift, shift, shift, accel. accel. i = 3 i = 4 i = 5 DS1 DS2 DS3 Initial gear 4 3 3 4 5 5 4 5 5 6 6 6 6 5 5 6 6 6 6 use Start of Start of Start of correction correction correction check for check for check for i i i DS1 DS2 DS3 i = 4 i = 5 i = 6 ref ref ref Latest 10 second window containing i twice or more DS1 Latest 10 second window containing i twice or more DS2 Latest 10 second window containing i twice or more DS3 End of End of End of correction correction correction for i for i for i DS1 DS2 DS3 Correction 3 4 4 5 5 5 5 Removal Final gear use 3 3 3 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 284/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 This correction shall not be performed for gear 1. The requirements of the 3rd sub-paragraph of paragraph 3.3. (If a ≥ 0…..) shall not be applied for gear corrections described in this paragraph for gears > 2. j The modification check described in paragraph 4.(c) of this annex shall be applied to the complete cycle trace twice prior to the application of paragraphs 4.(d) to 4.(f) of this annex. (c) If gear iis used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is one step lower and the gear after this sequence is one or two steps lower than within this sequence or the gear prior to this sequence is two steps lower and the gear after this sequence is one step lower than within the sequence, the gear for the sequence shall be corrected to the maximum of the gears before and after the sequence. Examples: (i) Gear sequence i -1, i, i -1 shall be replaced by: i -1, i -1, i -1; Gear sequence i - 1, i, i - 2 shall be replaced by: i - 1, i - 1, i - 2; Gear sequence i - 2, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1. (ii) Gear sequence i - 1, i, i, i - 1 shall be replaced by: i - 1, i - 1, i - 1, i - 1; Gear sequence i - 1, i, i, i - 2 shall be replaced by: i- 1, i - 1, i - 1, i - 2; Gear sequence i - 2, i, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1, i - 1. (iii) Gear sequence i - 1, i, i,i, i - 1shall be replaced by: i – 1, i – 1, i – 1, i – 1, i - 1; Gear sequence i-1, i, i, i, i - 2 shall be replaced by: i - 1, i - 1, i - 1, i - 1, i - 2; Gear sequence i - 2, i, i, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1, i - 1, i - 1. (iv) Gear sequence i - 1, i,i, i, i, i - 1 shall be replaced by: i - 1, i - 1, i - 1, i - 1, i - 1, i - 1; Gear sequence i - 1, i, i, i, i, i - 2 shall be replaced by: i - 1, i - 1, i - 1, i - 1, i - 1, i - 2; Gear sequence i - 2, i, i, i, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1, i - 1, i - 1, i - 1. (v) Gear sequence i - 1, i,i,i, i, i, i - 1 shall be replaced by: i - 1, i - 1, i - 1, i - 1, i - 1, i – 1, i - 1; Gear sequence i-1, i, i, i, i, i, i - 2 shall be replaced by: i - 1, i - 1, i - 1, i - 1, i - 1, i - 1, i - 2; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 285/710EN OJ L, 26.6.2026 Gear sequence i - 2, i, i, i, i, i, i - 1 shall be replaced by: i - 2, i - 1, i - 1, i - 1, i - 1, i - 1, i - 1. In all cases (i) to (v), i-1 ≥ i shall be fulfilled. min (d) No upshift to a higher gear shall be performed within a deceleration phase. (e) No upshift to a higher gear at the transition from an acceleration or constant speed phase to a deceleration phase shall be performed if one of the gears in the first two seconds following the end of the deceleration phase is lower than the upshifted gear or is gear 0. Example: If v ≤ v and v < v and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) i i+1 i+2 i+1 shall be set to 4 if the gear for the phase following the deceleration phase is gear 4 or lower. For all following cycle trace points with gear 5 within the deceleration phase, the gear shall also be set to 4. If the gear following the deceleration phase is gear 5, an upshift shall be performed. If there is an upshift during the transition and the initial deceleration phase by 2 gears, an upshift by 1 gear shall be performed instead. In this case, no further modifications shall be performed in the following gear use checks. (f) Other gear modifications for deceleration phases A downshift to first gear is not permitted during deceleration phases. If such a downshift would be necessary in the last part of a short trip just before a stop phase, since the engine speed would drop below n in 2nd idle gear, gear 0 shall be used instead and the gear lever shall be placed in neutral and the clutch shall be engaged. If the first gear is required in a time period of at least 2 seconds immediately before a deceleration to stop, this gear should be used until the first sample of the deceleration phase. For the rest of the deceleration phase, gear 0 shall be used and the gear lever shall be placed in neutral and the clutch shall be engaged. If during a deceleration phase the duration of a gear period (a time sequence with constant gear) between two gear periods of 3 seconds or more is only 1 second, it shall be replaced by gear 0 and the clutch shall be disengaged. If during a deceleration phase the duration of a gear period between two gear periods of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for the 1stsecond and for the 2ndsecond with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1stsecond. Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2. This requirement shall only be applied if the gear that follows after the 2 second period is > 0. If several gear periods with durations of 1 or 2 seconds follow one another, corrections shall be performed as follows: A gear sequence i, i, i, i - 1, i - 1, i - 2 or i, i, i, i - 1, i - 2, i - 2 shall be changed to i, i, i, 0, i - 2, i - 2. A gear sequence such as i, i, i, i - 1, i - 2, i - 3 or i, i, i, i - 2, i - 2, i - 3 or other possible combinations shall be changed to i, i, i, 0, i - 3, i - 3. This change shall also be applied to gear sequences where the acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3rdsecond or where the acceleration is ≥ 0 for the last 2 seconds. For extreme transmission designs, it is possible that gear periods with durations of 1 or 2 seconds following one another may last up to 7 seconds. In such cases, the correction above shall be complemented by the following correction requirements in a second step. A gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i – 1) but k > 0 shall be changed to j, 0, i - 1, i - 1, i - 1, k, if gear (i – 1) is one or two steps below i for second 3 of this sequence (one after gear 0). max If gear (i – 1) is more than two steps below i for second 3 of this sequence, a gear sequence j, 0, i, i, i - 1, k max with j > (i + 1) and k ≤ (i –1) but k > 0 shall be changed to j, 0, 0, k, k, k. 286/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) but k > 0 shall be changed to j, 0, i - 2, i - 2 , i - 2, k, if gear (i – 2) is one or two steps below i for second 3 of this sequence (one after gear 0). max If gear (i – 2) is more than two steps below i for second 3 of this sequence, a gear sequence j, 0, i, i, i - 2, k max with j > (i + 1) and k ≤ (i – 2) but k > 0 shall be changed to j, 0, 0, k, k, k. In all cases specified above in this sub-paragraph (paragraph 4.(f) of this annex), the clutch disengagement (gear 0) for 1 second is used in order to avoid too high engine speeds for this second. If this is not an issue and, if requested by the manufacturer, it is allowed to use the lower gear of the following second directly instead of gear 0 for downshifts of up to 3 steps. The use of this option shall be recorded. If the deceleration phase is the last part of a short trip shortly before a stop phase and the last gear > 0 before the stop phase is used only for a period of up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed in neutral and the clutch shall be engaged. Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0. 5. Final requirements (a) Paragraphs 4.(a) to 4.(f) inclusive of this annex shall be applied sequentially, scanning the complete cycle trace in each case. Since modifications to paragraphs 4.(a) to 4.(f) inclusive of this annex may create new gear use sequences, these new gear sequences shall be checked twice and modified if necessary. (b) After the application of paragraph 4.(b) of this annex, a downshift by more than one gear could occur at the transition from a deceleration or constant speed phase to an acceleration phase. In this case, the gear for the last sample of the deceleration or constant speed phase shall be replaced by gear 0 and the clutch shall be disengaged. If the “suppress gear 0 during downshifts” option according to paragraph 4.(f) of this annex is chosen, the gear of the following second (first second of the acceleration phase) shall be used instead of gear 0. (c) In order to enable the assessment of the correctness of the calculation, the checksum of v*gear for v ≥ 1.0 km/h, rounded according to paragraph 6.1.8. of this Regulation to four places of decimal, shall be calculated and recorded. 6. Calculation tools Examples of gear shift calculating tools can be found in the UN GTR No. 15 webpage on the UNECE website.(1)FThe following tools are provided: (a) ACCESS based tool; (b) Matlab code tool; (c) NET framework tool; (d) Python based tool. These tools were validated by the comparison of calculation results between the ACCESS tool, the Matlab code, the .NET framework code and the Python based tool for 115 different vehicle configurations supplemented by additional calculations for 7 of them with additional options like "apply speed cap" "suppress downscaling", "choose other vehicle class cycle" and "choose individual n values". min_drive The 115 vehicle configurations cover extreme technical designs for transmission and engines and all vehicle classes. All four tools deliver identical results with respect to gear use and clutch operation and although only the text in Annexes B1 and B2 is legally binding the tools have achieved a status that qualifies them as reference tools. (1) https://unece.org/transport/standards/transport/vehicle-regulations-wp29/global-technical-regulations-gtrs? accordion=15 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 287/710EN OJ L, 26.6.2026 ANNEX B3 Specifications of reference fuels 1. This annex provides information relating to the specification for the reference fuels to be used when conducting Type 1 tests. 2. (Reserved) 3. Technical data on liquid fuels for testing vehicles with positive-ignition engines 3.1. Gasoline/Petrol (nominal 90 RON, E0) Table A3/1 This table is applicable to Level 1B only Gasoline/petrol (nominal 90 RON, E0) Standard Fuel property or substance name Unit Test method Minimum Maximum Research octane number, RON 90.0 92.0 JIS K2280(a) Motor octane number, MON 80 82 JIS K2280(a) Density g/cm3 0.720 0.734 JIS K2249-1,2,3(a) Vapour pressure kPa 56 60 JIS K2258-1,2(a) Distillation: — 10 % distillation temperature K (°C) 318 (45) 328 (55) JIS K2254(a) — 50 % distillation temperature K (°C) 353 (80) 368 (95) JIS K2254(a) — 70 % distillation temperature K (°C) 393 (120) JIS K2254(a) — 90 % distillation temperature K (°C) 413 (140) 433 (160) JIS K2254(a) — final boiling point K (°C) 468 (195) JIS K2254(a) — olefins % v/v 15 25 JIS K2536-1,2(a) — aromatics % v/v 20 45 JIS K2536-1,2,3(a) — benzene % v/v 1.0 JIS K2536-2,3,4(a) Oxygen content not to be detected JIS K2536-2,4,6(a) Existent gum mg/100ml 5 JIS K2261(a) Sulphur content wt ppm 10 JIS K2541-1,2,6,7(a) 288/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Standard Fuel property or substance name Unit Test method Minimum Maximum Lead content not to be detected JIS K2255(a) Ethanol not to be detected JIS K2536-2,4,6(a) Methanol not to be detected JIS K2536-2,4,5,6(a) MTBE not to be detected JIS K2536-2,4,5,6(a) Kerosene not to be detected JIS K2536-2,4(a) (a) Other method that is traceable to national or international standard may be used. 3.2. (Reserved) 3.3. Gasoline/petrol (nominal 100 RON, E0) Table A3/3 This table is applicable to Level 1B only Gasoline/petrol (nominal 100 RON, E0) Standard Fuel Property or Substance Name Unit Test method Minimum Maximum Research octane number, RON 99.0 101.0 JIS K2280(a) Motor octane number, MON 86.0 88.0 JIS K2280(a) Density g/cm3 0.740 0.754 JIS K2249-1,2,3(a) Vapour pressure kPa 56 60 JIS K2258-1,2(a) Distillation: — 10 % distillation temperature K (°C) 318 (45) 328 (55) JIS K2254(a) — 50 % distillation temperature K (°C) 353 (80) 368 (95) JIS K2254(a) — 70 % distillation temperature K (°C) 393 (120) JIS K2254(a) — 90 % distillation temperature K (°C) 413 (140) 433 (160) JIS K2254(a) — final boiling point K (°C) 468 (195) JIS K2254(a) — olefins % v/v 15 25 JIS K2536-1,2(a) — aromatics % v/v 20 45 JIS K2536-1,2,3(a) — benzene % v/v 1.0 JIS K2536-2,3,4(a) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 289/710EN OJ L, 26.6.2026 Standard Fuel Property or Substance Name Unit Test method Minimum Maximum Oxygen content not to be detected JIS K2536-2,4,6(a) Existent gum mg/100ml 5 JIS K2261(a) Sulphur content wt ppm 10 JIS K2541-1,2,6,7(a) Lead content not to be detected JIS K2255(a) Ethanol not to be detected JIS K2536-2,4,6(a) Methanol not to be detected JIS K2536-2,4,5,6(a) MTBE not to be detected JIS K2536-2,4,5,6(a) Kerosene not to be detected JIS K2536-2,4(a) (a) Other method that is traceable to national or international standard may be used. 3.4. (Reserved) 3.5. (Reserved) 3.6. Gasoline/petrol (nominal 95 RON, E10/E10H) Table A3/6a This table is applicable to Level 1A and Level 2 only Gasoline/petrol (nominal 95 RON, E10) Limits(a) Parameter Unit Test method(b) Minimum Maximum Research octane number, RON(c) 95.0 98.0 EN ISO 5164 Motor octane number, MON(c) 85.0 89.0 EN ISO 5163 Density at 15 °C kg/m3 743.0 756.0 EN ISO 12185 Vapour pressure kPa 56.0 60.0 EN 13016-1 Water content % v/v 0.05 EN 12937 Appearance at -7 °C clear and bright Distillation: — evaporated at 70 °C % v/v 34.0 46.0 EN-ISO 3405 — evaporated at 100 °C % v/v 54.0 62.0 EN-ISO 3405 — evaporated at 150 °C % v/v 86.0 94.0 EN-ISO 3405 — final boiling point °C 170 195 EN-ISO 3405 290/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Limits(a) Parameter Unit Test method(b) Minimum Maximum Residue % v/v 2.0 EN-ISO 3405 Hydrocarbon analysis: — olefins % v/v 6.0 13.0 EN 22854 — aromatics % v/v 25.0 32.0 EN 22854 — benzene % v/v 1.00 EN 22854 EN 238 — saturates % v/v To be recorded EN 22854 Carbon/hydrogen ratio To be recorded Carbon/oxygen ratio To be recorded Induction period(d) minutes 480 EN-ISO 7536 Oxygen content(e) % m/m 3.3 3.7 EN 22854 Solvent washed gum (Existent gum mg/100ml 4 EN-ISO 6246 content) Sulphur content(f) mg/kg 10 EN ISO 20846 EN ISO 20884 Copper corrosion Class 1 EN-ISO 2160 Lead content mg/l 5 EN 237 Phosphorus content(g) mg/l 1.3 ASTM D 3231 Ethanol(e) % v/v 9.0 10.0 EN 22854 (a) The values quoted in the specifications are ‘true values’. In establishing of their limit values the terms of ISO 4259 "Petroleum products - Determination and application of precision data in relation to methods of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (b) Equivalent EN/ISO methods will be adopted when issued for properties listed above. (c) A correction factor of 0.2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (d) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. (e) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. (f) The actual sulphur content of the fuel used for the Type 1 test shall be recorded. (g) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 291/710EN OJ L, 26.6.2026 Table A3/6b Gasoline/petrol (E10H) Limits(a) Parameter Unit Test method(b) Minimum Maximum Research octane number, RON(c) 95.0 98.0 EN ISO 5164 JIS K2280 Motor octane number, MON(c) 85.0 89.0 EN ISO 5163 JIS K2280 Density at 15 °C kg/m3 743.0 756.0 EN ISO 12185 JIS K2249-1,2,3 Vapour pressure kPa 56.0 60.0 EN 13016-1 JIS K2258 Water content % v/v 0.05 EN 12937 Appearance at -7 °C clear and bright Distillation: — evaporated at 70 °C % v/v 34.0 46.0 EN-ISO 3405 — evaporated at 100 °C % v/v 54.0 62.0 EN-ISO 3405 — evaporated at 150 °C % v/v 86.0 94.0 EN-ISO 3405 — final boiling point °C 170 195 EN-ISO 3405 Residue % v/v 2.0 EN-ISO 3405 Hydrocarbon analysis: — olefins % v/v 6.0 13.0 EN 22854 JIS K2536-1,2 — aromatics % v/v 25.0 32.0 EN 22854 JIS K2536-1,2,3 — benzene % v/v 1.00 EN 22854 EN 238 JIS K2536-2,3,4 — saturates % v/v To be recorded EN 22854 Carbon/hydrogen ratio To be recorded Carbon/oxygen ratio To be recorded Induction period(d) minutes 480 EN-ISO 7536 Oxygen content(e) % m/m 3.3 3.7 EN 22854 JIS K2536-2,4,6 Solvent washed gum mg/100ml 4 EN-ISO 6246 (Existent gum content) JIS K2261 292/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Limits(a) Parameter Unit Test method(b) Minimum Maximum Sulphur content(f) mg/kg 10 EN ISO 20846 EN ISO 20884 JIS K2541-1,2,6,7 Copper corrosion Class 1 EN-ISO 2160 Lead content mg/l 5 EN 237 JIS K2255 Phosphorus content(g) mg/l 1.3 ASTM D 3231 Ethanol(e) % v/v 9.0 10.0 EN 22854 JIS K2536-2,4,6 (a) The values quoted in the specifications are ‘true values’. In establishing of their limit values the terms of ISO 4259 "Petroleum products - Determination and application of precision data in relation to methods of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (b) Equivalent EN/ISO methods will be adopted when issued for properties listed above. (c) A correction factor of 0.2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (d) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. (e) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. (f) The actual sulphur content of the fuel used for the Type 1 test shall be recorded. (g) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. 3.7. Ethanol (nominal 95 RON, E85) Table A3/7 This paragraph is applicable to Level 1A and Level 2 only Ethanol (nominal 95 RON, E85) Limits(a) Parameter Unit Test method(b) Minimum Maximum Research octane number, RON 95 EN ISO 5164 Motor octane number, MON 85 EN ISO 5163 Density at 15 °C kg/m3 To be recorded ISO 3675 Vapour pressure kPa 40 60 EN ISO 13016-1 (DVPE) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 293/710EN OJ L, 26.6.2026 Limits(a) Parameter Unit Test method(b) Minimum Maximum EN ISO 20846 EN ISO Sulphur content(c)(d) mg/kg 10 20884 Oxidation stability minutes 360 EN ISO 7536 Existent gum content (solvent mg/100ml 5 EN-ISO 6246 washed) Clear and bright, visibly Appearance: This shall be determined free of suspended or at ambient temperature or 15 °C Visual inspection precipitated whichever is higher. contaminants EN 1601 Ethanol and higher alcohols(g) % v/v 83 85 EN 13132 EN 14517 Higher alcohols (C3-C8) % v/v 2 Methanol % v/v 0.5 Petrol(e) % v/v Balance EN 228 Phosphorus mg/l 0.3(f) ASTM D 3231 Water content % v/v 0.3 ASTM E 1064 Inorganic chloride content mg/l 1 ISO 6227 pHe 6.5 9 ASTM D 6423 Copper strip corrosion (3h at 50 °C) Rating Class 1 EN ISO 2160 % (m/m) Acidity, (as acetic acid CH3COOH) 0.005-40 ASTM D 1613 (mg/l) Carbon/hydrogen ratio Record Carbon/oxygen ratio Record (a) The values quoted in the specifications are ‘true values’. In establishing of their limit values the terms of ISO 4259 "Petroleum products — Determination and application of precision data in relation to methods of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (b) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used. (c) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up (similar to the reference in the national Annex of EN 228). (d) The actual sulphur content of the fuel used for the Type 1 test shall be recorded. (e) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols. (f) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. (g) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. 294/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4. Technical data on gaseous fuels for testing vehicles with positive-ignition engines 4.1. LPG (A and B) Table A3/8 LPG (A and B) Parameter Unit Fuel E1 Fuel E2 Fuel J Fuel K Test method Composition: ISO 7941 Winter: min. 15, C3-content % vol 30 ±2 85 ±2 max. 35 KS M ISO 7941 Summer: max. 10 Propane and propylene Min 20, % mole JIS K2240 content max 30 Winter: min.60, C4-content % vol Balance KS M ISO 7941 Summer: min. 85 Butane and butylene Min 70, JIS K2240 content max 80 Butadiene max. 0.5 KS M ISO 7941 < C3, > C4 % vol Max. 2 Max. 2 Olefins % vol Max. 12 Max. 15 Evaporation residue mg/kg Max. 50 Max. 50 EN 15470 Evaporation residue (100ml) ml - 0.05 ASTM D2158 Water at 0 °C Free EN 15469 mg/kg Max. 10 Max 10 ASTM 6667 Total sulphur content KS M 2150, ASTM Max 40 D4486, ASTM D5504 Hydrogen sulphide None None ISO 8819 Copper strip corrosion rating Class 1 Class 1 ISO 6251(a) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 295/710EN OJ L, 26.6.2026 Parameter Unit Fuel E1 Fuel E2 Fuel J Fuel K Test method 40 °C, Copper corrosion - 1 KS M ISO 6251 1h Odour Characteristic EN 589 Motor octane number Min. 89 Min. 89 Annex B KS M ISO 4256 Vapour pressure (40 °C) MPa - 1.27 KS M ISO 8973 KS M 2150, Density (15 °C) kg/m3 500 620 KS M ISO 3993 KS M ISO 8973 (a) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. 4.2. NG/biomethane 4.2.1. "G20""High Gas" (nominal 100 per cent Methane) Table A3/9 This table is applicable to Level 1A and Level 2 only "G20" "High Gas" (nominal 100 per cent methane) Limits Characteristics Units Basis Test method Minimum Maximum Composition: Methane % mole 100 99 100 ISO 6974 Balance(a) % mole — — 1 ISO 6974 N % mole ISO 6974 2 Sulphur content mg/m3(b) — — 10 ISO 6326-5 Wobbe Index (net) MJ/m3(c) 48.2 47.2 49.2 (a) Inerts (different from N) + C2 + C2+. 2 (b) Value to be determined at 293.15 K (20 °C) and 101.325 kPa. (c) Value to be determined at 273.15 K (0 °C) and 101.325 kPa. 296/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.2. (Reserved) 4.2.3. "G25""Low Gas" (nominal 86 per cent Methane) Table A3/11 This table is applicable to Level 1A and Level 2 only "G25" "Low Gas" (nominal 86 per cent methane) Limits Characteristics Units Basis Test method Minimum Maximum Composition: Methane % mole 86 84 88 ISO 6974 Balance(a) % mole — — 1 ISO 6974 N % mole 14 12 16 ISO 6974 2 Sulphur content mg/m3(b) — — 10 ISO 6326-5 Wobbe Index (net) MJ/m3(c) 39.4 38.2 40.6 (a) Inerts (different from N) + C2 + C2+. 2 (b) Value to be determined at 293.15 K (20 °C) and 101.325 kPa. (c) Value to be determined at 273.15 K (0 °C) and 101.325 kPa. 4.2.4. "J-Gas" (nominal 85 per cent Methane) Table A3/12 This table is applicable to Level 1B and Level 2 only "J-Gas" (nominal 85 per cent methane) Limits Characteristics Units Minimum Maximum Methane % mole 85 Ethane % mole 10 Propane % mole 6 Butane % mole 4 HC of C +C % mole 8 3 4 HC of C or more % mole 0.1 5 Other gases (H +O +N +CO+CO ) % mole 1.0 2 2 2 2 Sulphur content mg/Nm3 10 Wobbe Index WI 13.260 13.730 Gross Calorific value kcal/Nm3 10.410 11.050 Maximum combustion speed MCP 36.8 37.5 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 297/710EN OJ L, 26.6.2026 4.2.5. Hydrogen This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only For ICE vehicles fuelled by hydrogen, the reference fuel described in Table A3/18 shall be used. 5. Technical data on liquid fuels for testing vehicles with compression ignition engines 5.1. J-Diesel (nominal 53 Cetane, B0) Table A3/14 This table is applicable to Level 1B only J-Diesel (nominal 53 cetane, B0) Specification Fuel Property or Substance Name Units Test method Minimum Maximum Cetane index 53 57 JIS K2280(a) Density g/cm3 0.824 0.840 JIS K2249(a) Distillation: — 50 % distillation temperature K (°C) 528 (255) 568 (295) JIS K2254(a) — 90 % distillation temperature K (°C) 573 (300) 618 (345) JIS K2254(a) — final boiling point K (°C) 643 (370) JIS K2254(a) Flash point K (°C) 331(58) JIS K2265–3(a) Kinematic viscosity at 30 °C mm2/s 3.0 4.5 JIS K2283(a) All aromatic series vol % 25 JIS Method HPLC(a) Polycyclic aromatic hydrocarbons vol % 5.0 JIS Method HPLC(a) Sulphur content wt ppm 10 JIS K2541-1,2,6,7(a) Method prescribed in the Japanese concentration FAME % 0.1 measurement procedure announcement(a) Method prescribed in the Japanese concentration Triglyceride % 0.01 measurement procedure announcement(a) (a) Other method that is traceable to national or international standard may be used. 298/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.2. (Reserved) 5.3. (Reserved) 5.4. E-Diesel (nominal 52 Cetane, B7) Table A3/17 This table is applicable to Level 1A only E-Diesel (nominal 52 cetane, B7) Limits(a) Parameter Unit Test method Minimum Maximum Cetane Index 46.0 EN-ISO 4264 Cetane number(b) 52.0 56.0 EN-ISO 5165 Density at 15 °C kg/m3 833.0 837.0 EN-ISO 12185 Distillation: — 50 % point °C 245.0 — EN-ISO 3405 — 95 % point °C 345.0 360.0 EN-ISO 3405 — final boiling point °C — 370.0 EN-ISO 3405 Flash point °C 55 — EN ISO 2719 Cloud point °C — -10 EN ISO 3015 Viscosity at 40 °C mm2/s 2.30 3.30 EN-ISO 3104 Polycyclic aromatic hydrocarbons % m/m 2.0 4.0 EN 12916 Sulphur content mg/kg — 10.0 EN ISO 20846/ EN ISO 20884 Copper corrosion (3 hours, 50 °C) — Class 1 EN-ISO 2160 Conradson carbon residue (10 % DR) % m/m — 0.20 EN-ISO10370 Ash content % m/m — 0.010 EN-ISO 6245 Total contamination mg/kg 24 EN 12662 Water content mg/kg — 200 EN-ISO12937 Acid number mg KOH/g — 0.10 EN ISO 6618 Lubricity (HFRR wear scan diameter at μm — 400 EN ISO 12156 60 °C) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 299/710EN OJ L, 26.6.2026 Limits(a) Parameter Unit Test method Minimum Maximum Oxidation stability at 110 °C(c) h 20.0 EN 15751 FAME(d) % v/v 6.0 7.0 EN 14078 (a) The values quoted in the specifications are 'true values'. In establishing of their limit values the terms of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (b) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations. (c) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. (d) FAME content to meet the specification of EN 14214. Table A3/18 Diesel (B5H) Limits(a) Parameter Unit Test method (as applicable) Minimum Maximum Cetane Index 46.0 EN-ISO 4264 JIS K2280 Cetane number(b) 52.0 56.0 EN-ISO 5165 Density at 15 °C kg/m3 833.0 837.0 EN-ISO 12185 JIS K2249 Distillation: — 50 % point °C 245.0 — EN-ISO 3405 JIS K2254 — 95 % point °C 345.0 360.0 EN-ISO 3405 JIS K2254 — final boiling point °C — 370.0 EN-ISO 3405 JIS K2254 Flash point °C 55 — EN ISO 2719 JIS K2265-3 Cloud point °C — -10 EN ISO 3015 Viscosity at 40 °C mm2/s 2.30 3.30 EN-ISO 3104 JIS K2283 Polycyclic aromatic hydrocarbons % m/m 2.0 4.0 EN 12916 JIS method HPLC 300/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Limits(a) Parameter Unit Test method (as applicable) Minimum Maximum Sulphur content mg/kg — 10.0 EN ISO 20846/ EN ISO 20884 JIS K2541-1,2,6,7 Copper corrosion (3 hours, 50 °C) — Class 1 EN-ISO 2160 Conradson carbon residue (10 % DR) % m/m — 0.20 EN-ISO10370 Ash content % m/m — 0.010 EN-ISO 6245 Total contamination mg/kg 24 EN 12662 Water content mg/kg — 200 EN-ISO12937 Acid number mg KOH/g — 0.10 EN ISO 6618 Lubricity (HFRR wear scan diameter at μm — 400 EN ISO 12156 60 °C) Oxidation stability at 110 °C(c) h 20.0 EN 15751 FAME(d) % v/v 4.5 5.0 EN 14078 (a) The values quoted in the specifications are 'true values'. In establishing of their limit values the terms of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (b) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations. (c) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. (d) FAME content to meet the specification of EN 14214. 6. Technical data on fuels for testing fuel cell vehicles 6.1. Compressed hydrogen gas for fuel cell vehicles Table A3/18 Hydrogen for fuel cell vehicles Limits Characteristics Units Test Method Minimum Maximum Hydrogen fuel index % mole 99.97 (a) fraction Total non-hydrogen gases μmol/mol 300 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 301/710EN OJ L, 26.6.2026 Limits Characteristics Units Test Method Minimum Maximum Lists of non-hydrogen gases and the specification of each contaminant(f) Water (H O) μmol/mol 5 (e) 2 Total hydrocarbons(b)except methane (C1 μmol/mol 2 (e) equivalent) Methane (CH ) μmol/mol 100 (e) 4 Oxygen (O ) μmol/mol 5 (e) 2 Helium (He) μmol/mol 300 (e) Total Nitrogen (N ) and Argon (Ar)(b) μmol/mol 300 (e) 2 Carbon dioxide (CO ) μmol/mol 2 (e) 2 Carbon monoxide (CO)(c) μmol/mol 0.2 (e) Total sulfur compounds(d)(H S basis) μmol/mol 0.004 (e) 2 Formaldehyde (HCHO) μmol/mol 0.2 (e) Formic acid (HCOOH) μmol/mol 0.2 (e) Ammonia (NH ) μmol/mol 0.1 (e) 3 Total halogenated compounds(e) μmol/mol 0.05 (e) (Halogenate ion basis) (a) The hydrogen fuel index is determined by subtracting the “total non-hydrogen gases” in this table, expressed in mole per cent, from 100 mole per cent. (b) Total hydrocarbons except methane include oxygenated organic species. (c) The sum of measured CO, HCHO and HCOOH shall not exceed 0.2 μmol/mol (d) As a minimum, total sulphur compounds include H S, COS, CS and mercaptans, which are typically found in natural gas. 2 2 (e) Test method shall be documented. Test methods defined in ISO21087 are preferable. (f) The analysis of specific contaminants depending on the production process shall be exempted. A vehicle manufacturer shall provide the responsible authority reasons for exempting specific contaminants. 302/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7. Technical data on fuels for Type 4 test on evaporative emissions Table A3/19 Petrol reference fuel for Type 4 test Limits Parameter Unit Test method Minimum Maximum Research octane number, 95.0 98.0 EN ISO 5164 RON JIS K2280 Density at 15 °C kg/m3 743.0 756.0 EN ISO 12185 JIS K2249-1,2,3 Vapour pressure kPa 56.0 60.0 EN 13016-1 JIS K2258-1,2 Distillation: — evaporated at 70 °C % v/v 34.0 46.0 EN ISO 3405 — evaporated at 100 °C % v/v 54.0 62.0 EN ISO 3405 — evaporated at 150 °C % v/v 86.0 94.0 EN ISO 3405 Hydrocarbon analysis: — olefins % v/v 6.0 13.0 EN 22854 JIS K2536-1,2 — aromatics % v/v 25.0 32.0 EN 22854 JIS K2536-1,2,3 — benzene % v/v - 1.00 EN 22854 EN 238 JIS K2536-2,3,4 Oxygen content % m/m 3.3 3.7 EN 22854 JIS K2536-2,4,6 Sulphur content mg/kg — 10 EN ISO 20846 EN ISO 20884 JIS K2541-1,2,6,7 Lead content mg/l Not detected EN 237 JIS K2255 Ethanol % v/v 9.0 10.0 EN 22854 JIS K2536-2,4,6 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 303/710EN OJ L, 26.6.2026 Limits Parameter Unit Test method Minimum Maximum MTBE Not detected JIS K2536-2,4,5,­ 6(a) Methanol Not detected JIS K2536-2,4,5,­ 6(a) Kerosene Not detected JIS K2536-2,4(a) (a) Other method that is traceable to national or international standard may be used. For Level 1B only: For the vehicle in which manufacturer does not recommend the use of E10 fuel, the fuels defined in paragraph 3.1. or 3.3. in this annex shall be used instead of the fuels defined in this paragraph. 304/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX B4 Road load and dynamometer setting 1. Scope This annex describes the determination of the road load of a test vehicle and the transfer of that road load to a chassis dynamometer. 2. Terms and definitions 2.1. For the purpose of this document, the terms and definitions given in paragraph 3. of this Regulation shall have primacy. Where definitions are not provided in paragraph 3. of this Regulation, definitions given in ISO 3833:1977 "Road vehicles -- Types -- Terms and definitions" shall apply. 2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h and with the highest reference speed according to the following provisions: (a) The highest reference speed point shall be 130 km/h or the reference speed point immediately above the maximum speed of the applicable test cycle if this value is less than 130 km/h. In the case that the applicable test cycle contains less than the 4 cycle phases (Low, Medium, High and Extra High) and at the request of the manufacturer and with approval of the responsible authority, the highest reference speed may be increased to the reference speed point immediately above the maximum speed of the next higher phase, but no higher than 130 km/h; in this case road load determination and chassis dynamometer setting shall be done with the same reference speed points; (b) If a reference speed point applicable for the cycle plus 14 km/h is more than or equal to the maximum vehicle speed v , this reference speed point shall be excluded from the coastdown test and from max chassis dynamometer setting. The next lower reference speed point shall become the highest reference speed point for the vehicle. 2.3. Unless otherwise specified, a cycle energy demand shall be calculated according to paragraph 5. of Annex B7 over the target speed trace of the applicable driving cycle. 2.4. f , f , f are the road load coefficients of the road load equation F = f + f × v + f × v2determined according to 0 1 2 0 1 2 this annex. f is the constant road load coefficient and shall be rounded according to paragraph 6.1.8. of this 0 Regulation to one place of decimal, N; f is the first order road load coefficient and shall be rounded according to paragraph 6.1.8. of this 1 Regulation to three places of decimal, N/(km/h); f is the second order road load coefficient and shall be rounded according to paragraph 6.1.8. of this 2 Regulation to five places of decimal, N/(km/h)2. Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis over the range of the reference speed points. 2.5. Rotational mass 2.5.1. Determination of m r m is the equivalent effective mass of all the wheels and vehicle components rotating with the wheels on the r road while the gearbox is placed in neutral, in kilograms (kg). m shall be measured or calculated using an r appropriate technique agreed upon by the responsible authority. Alternatively, m may be estimated to be r 3 per cent of the sum of the mass in running order and 25 kg. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 305/710EN OJ L, 26.6.2026 2.5.2. Application of rotational mass to the road load Coastdown times shall be transferred to forces and vice versa by taking into account the applicable test mass plus m. This shall apply to measurements on the road as well as on a chassis dynamometer. r 2.5.3. Application of rotational mass for the inertia setting If the vehicle is tested on a dynamometer in 4WD operation, the equivalent inertia mass of the chassis dynamometer shall be set to the applicable test mass. Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set to the test mass plus either the equivalent effective mass of the wheels not influencing the measurement results or 50 per cent of m. r 2.6. Additional masses for setting the test mass shall be applied such that the weight distribution of that vehicle is approximately the same as that of the vehicle with its mass in running order. In the case of Category N vehicles or passenger vehicles derived from Category N vehicles, the additional masses shall be located in a representative manner and shall be justified to the responsible authority upon their request. The weight distribution of the vehicle shall be recorded and shall be used for any subsequent road load determination testing. 3. General requirements The manufacturer shall be responsible for the accuracy of the road load coefficients and shall ensure this for each production vehicle within the road load family. Tolerances within the road load determination, simulation and calculation methods shall not be used to underestimate the road load of production vehicles. At the request of the responsible authority, the accuracy of the road load coefficients of an individual vehicle shall be demonstrated. 3.1. Overall measurement accuracy, precision, resolution and frequency The required overall measurement accuracy shall be as follows: (a) Vehicle speed accuracy: ±0.2 km/h with a measurement frequency of at least 10 Hz; (b) Time: min. accuracy: ±10 ms; min. precision and resolution: 10 ms; (c) Wheel torque accuracy: ±6 Nm or ±0.5 per cent of the maximum measured total torque, whichever is greater, for the whole vehicle, with a measurement frequency of at least 10 Hz; (d) Wind speed accuracy: ±0.3 m/s, with a measurement frequency of at least 1 Hz; (e) Wind direction accuracy: ±3°, with a measurement frequency of at least 1 Hz; (f) Atmospheric temperature accuracy: ±1 °C, with a measurement frequency of at least 0.1 Hz; (g) Atmospheric pressure accuracy: ±0.3 kPa, with a measurement frequency of at least 0.1 Hz; (h) Vehicle mass accuracy measured on the same weighing scale before and after the test: ±10 kg (±20 kg for vehicles > 4,000 kg); (i) Tyre pressure accuracy: ±5 kPa; (j) Wheel rotational speed accuracy: ±0.05 s-1or 1 per cent, whichever is greater. 306/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2. Wind tunnel criteria 3.2.1. Wind velocity The wind velocity during a measurement shall remain within ±2 km/h at the centre of the test section. The possible wind velocity shall be at least 140 km/h. 3.2.2. Air temperature The air temperature during a measurement shall remain within ±3 °C at the centre of the test section. The air temperature distribution at the nozzle outlet shall remain within ±3°C. 3.2.3. Turbulence For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence intensity, Tu, shall not exceed 1 per cent. See Figure A4/1. Figure A4/1 Turbulence intensity Tu¼ u0 U ∞ where: Tu is the turbulence intensity; u' is the turbulent velocity fluctuation, m/s; U is the free flow velocity, m/s. ∞ 3.2.4. Solid blockage ratio The vehicle blockage ratio ε expressed as the quotient of the vehicle frontal area and the area of the nozzle sb outlet as calculated using the following equation, shall not exceed 0.35. A ε ¼ f sb A nozzle where: ε is the vehicle blockage ratio; sb A is the frontal area of the vehicle, m2; f ELI: http://data.europa.eu/eli/reg/2026/1130/oj 307/710EN OJ L, 26.6.2026 A is the nozzle outlet area, m2. nozzle 3.2.5. Rotating wheels To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at such a speed that the resulting vehicle velocity is within ±3 km/h of the wind velocity. 3.2.6. Moving belt To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving belt extending from the front to the rear of the vehicle. The speed of the moving belt shall be within ±3 km/h of the wind velocity. 3.2.7. Fluid flow angle At nine equally distributed points over the nozzle area, the root mean square deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°. 3.2.8. Air pressure At nine equally distributed points over the nozzle outlet area, the standard deviation of the total pressure at the nozzle outlet shall be less than or equal to 0.02. � � ΔP σ t ≤ 0:02 q where: � � σ ΔP is the standard deviation of the pressure ratio t ; q ΔP t is the variation of total pressure between the measurement points, N/m2; q is the dynamic pressure, N/ m2. The absolute difference of the pressure coefficient cpover a distance 3 metres ahead and 3 metres behind the centre of the balance in the empty test section and at a height of the centre of the nozzle outlet shall not deviate more than ±0.02. jcp – cp j≤ 0.02 x¼ + 3m x¼ – 3m where: cp is the pressure coefficient. 3.2.9. Boundary layer thickness At x ¼ 0 (balance center point), the wind velocity shall have at least 99 per cent of the inflow velocity 30 mm above the wind tunnel floor. δ ðx¼0mÞ ≤ 30mm 99 308/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 where: δ is the distance perpendicular to the road where 99 per cent of free stream velocity is reached 99 (boundary layer thickness). 3.2.10. Restraint blockage ratio The restraint system mounting shall not be in front of the vehicle. The relative blockage ratio of the vehicle frontal area due to the restraint system, ε , shall not exceed 0.10. restr A ε ¼ restr restr A f where: ε is the relative blockage ratio of the restraint system; restr A is the frontal area of the restraint system projected on the nozzle face, m2; restr A is the frontal area of the vehicle, m2. f 3.2.11. Measurement accuracy of the balance in the x-direction The inaccuracy of the resulting force in the x-direction shall not exceed ±5 N. The resolution of the measured force shall be within ±3 N. 3.2.12. Measurement precision The precision of the measured force shall be within ±3 N. 4. Road load measurement on road 4.1. Requirements for road test 4.1.1. Atmospheric conditions for road test Atmospheric conditions (wind conditions, atmospheric temperature and atmospheric pressure) shall be measured according to paragraph 3.1. of this annex. Only those atmospheric conditions measured during coastdown time measurements and/or torque measurement shall be used for checking data validity and corrections. 4.1.1.1. Permissible wind conditions when using stationary anemometry and on-board anemometry 4.1.1.1.1. Permissible wind conditions when using stationary anemometry The wind speed shall be measured at a location and height above the road level alongside the test road where the most representative wind conditions will be experienced. In cases where tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), the wind speed and direction shall be measured at the opposite parts of the test track. The wind conditions during run pairs shall meet all of the following criteria: (a) Wind speed shall be less than 5 m/s over a 5 second moving average period; (b) Peak wind speeds shall not exceed 8 m/s for more than 2 consecutive seconds; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 309/710EN OJ L, 26.6.2026 (c) The arithmetic average of the vector component of the wind speed across the test road shall be less than 2 m/s. The wind correction shall be calculated according to paragraph 4.5.3. of this annex. 4.1.1.1.2. Permissible wind conditions when using on-board anemometry For testing with an on-board anemometer, a device as described in paragraph 4.3.2. of this annex shall be used. The wind conditions during run pairs shall meet all of the following criteria: (a) The arithmetic average of the wind speed shall be less than 7 m/s; (b) Peak wind speeds shall not exceed 10 m/s for more than 2 consecutive seconds; (c) The arithmetic average of the vector component of the wind speed across the test road shall be less than 4 m/s. 4.1.1.2. Atmospheric temperature The atmospheric temperature should be within the range of 5 °C up to and including 40°C. At the option of the manufacturer, coastdowns may be performed between 1 °C and 40 °C. If the difference between the highest and the lowest measured temperature during the coastdown test is more than 5 °C, the temperature correction shall be applied separately for each run with the arithmetic average of the ambient temperature of that run. In that case, the values of the road load coefficients f , f and f shall be determined and corrected for each run 0 1 2 pair. The final set of f , f and f values shall be the arithmetic average of the individually corrected coefficients 0 1 2 f , f and f respectively. 0 1 2 4.1.2. Test road The road surface shall be flat, even, clean, dry and free of obstacles or wind barriers that might impede the measurement of the road load, and its texture and composition shall be representative of current urban and highway road surfaces, i.e. no airstrip-specific surface. The longitudinal slope of the test road shall not exceed ±1 per cent. The local slope between any points 3 metres apart shall not deviate more than ±0.5 per cent from this longitudinal slope. If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), the sum of the longitudinal slopes of the parallel test track segments shall be between 0 and an upward slope of 0.1 per cent. The maximum camber of the test road shall be 1.5 per cent. 4.2. Preparation 4.2.1. Test vehicle Each test vehicle shall conform in all its components with the production series, (e.g. side mirrors shall be same position as during normal vehicle operation, body gaps shall not be sealed), or, if the vehicle is different from the production vehicle, a full description shall be recorded. 4.2.1.1. Requirements for test vehicle selection 310/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.1.1.1. Without using the interpolation method A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the family (see paragraphs 6.3.2. and 6.3.3. of this Regulation). If the aerodynamic influence of the different wheels within one interpolation family is not known, the selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic drag may be expected for wheels with (a) the largest width, (b) the largest diameter, and (c) the most open structure design (in that order of importance). The wheel selection shall be performed additional to the requirement of the highest cycle energy demand. 4.2.1.1.2. Using an interpolation method At the request of the manufacturer, an interpolation method may be applied. In this case, two test vehicles shall be selected from the family complying with the respective family requirement. Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that selection. All items of optional equipment and/or body shapes that are chosen not to be considered when applying the interpolation method shall be identical for both test vehicles H and L such that these items of optional equipment produce the highest combination of the cycle energy demand due to their road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance). In the case where individual vehicles can be supplied with a complete set of standard wheels and tyres and in addition a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. 4.2.1.1.2.1. The following requirements between vehicles H and L shall be fulfilled for the road load relevant characteristics: (a) To allow extrapolating road load coefficients: (i) If f is below f* or above f as defined in paragraph 3.2.3.2.2.4. of Annex B7 while 0_ind 0_L 0_H performing the calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following minimum differences between H and L are required: Rolling resistance of at least 1.0 kg/tonne and a mass of at least 30 kg; in case of RR between 0 and 1.0, the minimum of the mass difference is replaced with 100 kg instead of 30 kg; (ii) If f is below f* or above f as defined in paragraph 3.2.3.2.2.4. of Annex B7 while 2_ind 2_L 2_H performing the calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following minimum difference between H and L is required: Aerodynamic drag (C × A) of at least 0.05 m2. If the manufacturer can demonstrate that the D f results after an extrapolation are still rational, the minimum criteria in points (i) to (iii) above can be waived. (b) For each road load characteristic (i.e. mass, aerodynamic drag and tyre rolling resistance) as well as for the road load coefficients f and f , the value of vehicle H shall be higher than that of vehicle L, 0 2 otherwise the worst case shall be applied for that road load relevant characteristic. At the request of the manufacturer and upon approval by the responsible authority the requirements of this point can be waived. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 311/710EN OJ L, 26.6.2026 4.2.1.1.2.2. To achieve a sufficient difference between vehicle H and vehicle L on a particular road load relevant characteristic, or in order to fulfil criteria of paragraph 4.2.1.1.2.1. of this annex, the manufacturer may artificially worsen vehicle H, e.g. by applying a higher test mass. 4.2.1.2. Requirements for families 4.2.1.2.1. Requirements for applying the interpolation family without using the interpolation method For the criteria defining an interpolation family, see paragraph 6.3.2. of this Regulation. 4.2.1.2.2. Requirements for applying the interpolation family using the interpolation method are: (a) Fulfilling the interpolation family criteria listed in paragraph 6.3.2. of this Regulation; (b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Annex B6; (c) Performing the calculations in paragraph 3.2.3.2. of Annex B7. 4.2.1.2.3. Requirements for applying the road load family 4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 6.3.3. of this Regulation, the road load values for vehicles H and L of an interpolation family shall be calculated. 4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. of this annex shall be referred to as H and L for the R R purpose of the road load family. 4.2.1.2.3.3. The difference in cycle energy demand between H and L of the road load family shall be at least 4 per cent R R and shall not exceed 35 per cent based on H over a complete WLTC Class 3 cycle. R If more than one transmission is included in the road load family, a transmission with the highest power losses shall be used for road load determination. 4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is determined according to paragraph 6.8. of this annex, a new road load family shall be calculated which includes the road load delta in both vehicle L and vehicle H of that new road load family. f ¼f + f 0;N 0;R 0;Delta f ¼f + f 1;N 1;R 1;Delta f ¼f + f 2;N 2;R 2;Delta where: N refers to the road load coefficients of the new road load family; R refers to the road load coefficients of the reference road load family; Delta refers to the delta road load coefficients determined in paragraph 6.8.1. of this annex. 4.2.1.3. Allowable combinations of test vehicle selection and family requirements Table A4/1 shows the permissible combinations of test vehicle selection and family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. of this annex. 312/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A4/1 Permissible combinations of test vehicle selection and family requirements (1) w/o (2) Interpolation (4) Interpolation method Requirements to be (3) Applying the interpolation method w/o road using one or more road load fulfilled: road load family method load family families Road load test Paragraph Paragraph Paragraph n.a. vehicle 4.2.1.1.1. of this 4.2.1.1.2. of this 4.2.1.1.2. of this annex. annex. annex. Family Paragraph Paragraph Paragraph Paragraph 4.2.1.2.2. of 4.2.1.2.1. of this 4.2.1.2.2. of this 4.2.1.2.3. of this this annex. annex. annex. annex. Additional none none none Application of column (3) "Applying the road load family" and application of paragraph 4.2.1.3.1. of this annex. 4.2.1.3.1. Deriving road loads of an interpolation family from a road load family Road loads H and/or L shall be determined according to this annex. R R The road load of vehicle H (and L) of an interpolation family within the road load family shall be calculated according to paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. inclusive of Annex B7 by: (a) Using H and L of the road load family instead of H and L as inputs for the equations; R R (b) Using the road load parameters (i.e. test mass, Δ(C ×A) compared to vehicle L , and tyre rolling D f R resistance) of vehicle H (or L) of the interpolation family as inputs for the individual vehicle; (c) Repeating this calculation for each H and L vehicle of every interpolation family within the road load family. The road load interpolation shall only be applied on those road load-relevant characteristics that were identified to be different between test vehicle L and H . For other road load-relevant characteristic(s), the R R value of vehicle H shall apply. R H and L of the interpolation family may be derived from different road load families. If that difference between these road load families comes from applying the delta method, refer to paragraph 4.2.1.2.3.4. of this annex. 4.2.1.4. Application of the road load matrix family A vehicle that fulfils the criteria of paragraph 6.3.4. of this Regulation that is: (a) Representative of the intended series of complete vehicles to be covered by the road load matrix family in terms of estimated worst C value and body shape; and D (b) Representative of the intended series of vehicles to be covered by the road load matrix family in terms of estimated average of the mass of optional equipment shall be used to determine the road load. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 313/710EN OJ L, 26.6.2026 In the case that no representative body shape for a complete vehicle can be determined, the test vehicle shall be equipped with a square box with rounded corners with radii of maximum of 25 mm and a width equal to the maximum width of the vehicles covered by the road load matrix family, and a total height of the test vehicle of 3.0 m ±0.1 m, including the box. The manufacturer and the responsible authority shall agree which vehicle test model is representative. The values of the vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle H and M L shall be determined in such a way that vehicle H produces the highest cycle energy demand and vehicle M M L the lowest cycle energy from the road load matrix family. The manufacturer and the responsible authority M shall agree on the vehicle parameters for vehicles H and L . M M The road load of all individual vehicles of the road load matrix family, including H and L , shall be calculated M M according to paragraph 5.1. of this annex. 4.2.1.5. Movable aerodynamic body parts Movable aerodynamic body parts on the test vehicles shall operate during road load determination as intended under WLTP Type 1 test conditions (test temperature, vehicle speed and acceleration range, engine load, etc.). Every vehicle system that dynamically modifies the vehicle’s aerodynamic drag (e.g. vehicle height control) shall be considered to be a movable aerodynamic body part. Appropriate requirements shall be added if future vehicles are equipped with movable aerodynamic items of optional equipment whose influence on aerodynamic drag justifies the need for further requirements. 4.2.1.6. Weighing Before and after the road load determination procedure, the selected vehicle shall be weighed, including the test driver and equipment, to determine the arithmetic average mass m . The mass of the vehicle shall be av greater than or equal to the test mass of vehicle H or of vehicle L at the start of the road load determination procedure. 4.2.1.7. Test vehicle configuration The test vehicle configuration shall be recorded and shall be used for any subsequent coastdown testing. 4.2.1.8. Test vehicle condition 4.2.1.8.1. Run-in The test vehicle shall be suitably run-in for the purpose of the subsequent test for at least 10,000 but no more than 80,000 km. Alternatively, at the request of the manufacturer, the following vehicles may be used: (a) a vehicle with a minimum of 3,000 km may be used (b) a vehicle with run-in according to paragraph 2.2. or 2.3. of Annex B8 of this Regulation. 4.2.1.8.2. Manufacturer's specifications The vehicle shall conform to the manufacturer’s intended production vehicle specifications regarding: (a) tyre pressures described in paragraph 4.2.2.3. of this annex; (b) wheel alignment described in paragraph 4.2.1.8.3. of this annex; 314/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (c) ground clearance; (d) vehicle height; (e) drivetrain and wheel bearing lubricants; and (f) to avoid unrepresentative parasitic drag, brake adjustment. 4.2.1.8.3. Wheel alignment Toe and camber shall be set to the maximum deviation from the longitudinal axis of the vehicle in the range defined by the manufacturer. If a manufacturer prescribes values for toe and camber for the vehicle, these values shall be used. At the request of the manufacturer, values with higher deviations from the longitudinal axis of the vehicle than the prescribed values may be used. The prescribed values shall be the reference for all maintenance during the lifetime of the vehicle. Other adjustable wheel alignment parameters (such as caster) shall be set to the values recommended by the manufacturer. In the absence of recommended values, they shall be set to the arithmetic average of the range defined by the manufacturer. Such adjustable parameters and set values shall be recorded. 4.2.1.8.4. Closed panels During the road load determination, the engine compartment cover, luggage compartment cover, manually- operated movable panels and all windows shall be closed. 4.2.1.8.5. Vehicle coastdown mode If the determined dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or 8.2.3. of this annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved and its use shall be recorded by the responsible authority. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer. 4.2.2. Tyres 4.2.2.1. Tyre rolling resistance Tyre rolling resistances shall be measured according to Annex 6 to the 02 series of amendments to UN Regulation No. 117, or an internationally-accepted equivalent. The rolling resistance coefficients shall be aligned according to the respective regional procedures (e.g. EU 1235/2011), and categorised according to the rolling resistance classes in Table A4/2. Table A4/2 Energy efficiency classes according to rolling resistance coefficients (RRC) for C1, C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in the interpolation, kg/tonne Energy efficiency Range of RRC for C1 tyres Range of RRC for C2 tyres Range of RRC for C3 tyres class 1 RRC ≤ 6.5 RRC ≤ 5.5 RRC ≤ 4.0 2 6.6 ≤ RRC ≤ 7.7 5.6 ≤ RRC ≤ 6.7 4.1 ≤ RRC ≤ 5.0 3 7.8 ≤ RRC ≤ 9.0 6.8 ≤ RRC ≤ 8.0 5.1 ≤ RRC ≤ 6.0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 315/710EN OJ L, 26.6.2026 Energy efficiency Range of RRC for C1 tyres Range of RRC for C2 tyres Range of RRC for C3 tyres class 4 9.1 ≤ RRC ≤ 10.5 8.1 ≤ RRC ≤ 9.0 6.1 ≤ RRC ≤ 7.0 5 RRC ≥10.6 RRC ≥ 9.1 RRC ≥ 7.1 Energy Value of RRC to be used for Value of RRC to be used for Value of RRC to be used for efficiency interpolation for C1 tyres interpolation for C2 tyres interpolation for C3 tyres class 1 RRC = 5.9(*) RRC = 4.9(*) RRC = 3.5(*) 2 RRC = 7.1 RRC = 6.1 RRC = 4.5 3 RRC = 8.4 RRC = 7.4 RRC = 5.5 4 RRC = 9.8 RRC = 8.6 RRC = 6.5 5 RRC = 11.3 RRC = 9.9 RRC = 7.5 (*) Only for 4 phase WLTP calculation of individual vehicles: In case the actual RRC value is lower than this value, the actual rolling resistance value of the tyre or any higher value up to the RRC value indicated here shall be used for interpolation. If the interpolation method is applied to rolling resistance, the actual rolling resistance values for the tyres fitted to the test vehicles L and H shall be used as input for the interpolation method. For an individual vehicle within an interpolation family, the RRC value for the energy efficiency class of the tyres fitted shall be used. In the case where individual vehicles can be supplied with a complete set of standard wheels and tyres and in addition a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. 4.2.2.2. Tyre condition Tyres used for the test shall: (a) Not be older than 2 years after the production date; (b) Not be specially conditioned or treated (e.g. heated or artificially aged), with the exception of grinding in the original shape of the tread; (c) Be run-in on a road for at least 200 km before road load determination; (d) Have a constant tread depth before the test between 100 and 80 per cent of the original tread depth at any point over the full tread width of the tyre. After measurement of tread depth, the driving distance shall be limited to 500 km. If 500 km are exceeded, the tread depth shall be measured again. 4.2.2.3. Tyre pressure The front and rear tyres shall be inflated to the lower limit of the tyre pressure range for the respective axle for the selected tyre at the coastdown test mass, as specified by the vehicle manufacturer. 4.2.2.3.1. Tyre pressure adjustment If the difference between ambient and soak temperature is more than 5 °C, the tyre pressure shall be adjusted as follows: (a) The tyres shall be soaked for more than 1 hour at 10 per cent above the target pressure; 316/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure as specified in paragraph 4.2.2.3. of this annex, adjusted for difference between the soaking environment temperature and the ambient test temperature at a rate of 0.8 kPa per 1 °C using the following equation: Δp ¼0:8 × ðT – T Þ t soak amb where: Δp is the tyre pressure adjustment added to the tyre pressure defined in paragraph 4.2.2.3. of t this annex, kPa; 0.8 is the pressure adjustment factor, kPa/°C; T is the tyre soaking temperature, °C; soak T is the test ambient temperature, °C. amb (c) Between the pressure adjustment and the vehicle warm-up, the tyres shall be shielded from external heat sources including sun radiation. 4.2.3. Instrumentation Any instruments shall be installed in such a manner as to minimise their effects on the aerodynamic characteristics of the vehicle. If the effect of the installed instrument on (C × A) is expected to be greater than 0.015 m2, the difference in D f the value of (C × A) of the vehicle with and without the instrument shall be measured in a wind tunnel D f fulfilling the criteria in paragraph 3.2. of this annex. The corresponding difference shall be subtracted from f . At the request of the manufacturer, and with approval of the responsible authority, the determined value 2 may be used for similar vehicles where the influence of the equipment is expected to be the same. 4.2.4. Vehicle warm-up 4.2.4.1. On the road Warming up shall only be performed by driving the vehicle. 4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or an automatic transmission placed in neutral by moderate braking from 80 to 20 km/h within 5 to 10 seconds. After this braking, there shall be no further actuation or manual adjustment of the braking system. At the request of the manufacturer and upon approval of the responsible authority, the brakes may also be activated after the warm-up with the same deceleration as described in this paragraph and only if necessary. 4.2.4.1.2. Warming up and stabilization All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle may be driven at 90 per cent of the maximum speed of the next higher phase (see Table A4/3) if this phase is added to the applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this annex. The vehicle shall be warmed up for at least 20 minutes until stable conditions are reached. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 317/710EN OJ L, 26.6.2026 Table A4/3 Warming-up and stabilization across phases (as applicable) 90 per cent of Cycle class Applicable WLTC Next higher phase maximum speed Class 1 Low + Medium + Low 58 km/h NA 1 1 1 Class 2 Low + Medium + High + Extra High 111 km/h NA 2 2 2 2 Low + Medium + High 77 km/h Extra High (111 km/h) 2 2 2 Class 3 Low + Medium + High + Extra High 118 km/h NA 3 3 3 3 Low + Medium + High 88 km/h Extra High (118 km/h) 3 3 3 4.2.4.1.3. Criterion for stable condition Refer to paragraph 4.3.1.4.2. of this annex. 4.3. Measurement and calculation of road load using the coastdown method The road load shall be determined by using either the stationary anemometry (paragraph 4.3.1. of this annex) or the on-board anemometry (paragraph 4.3.2. of this annex) method. 4.3.1. Coastdown method using stationary anemometry 4.3.1.1. Selection of reference speeds for road load curve determination Reference speeds for road load determination shall be selected according to paragraph 2.2. of this annex. 4.3.1.2. Data collection During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 10 Hz. 4.3.1.3. Vehicle coastdown procedure 4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this annex and immediately prior to each coastdown run, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown run shall be started immediately. 4.3.1.3.2. During a coastdown run, the transmission shall be in neutral. Any movement of the steering wheel shall be avoided as much as possible, and the vehicle brakes shall not be operated. 4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in paragraph 4.3.1.4.2. of this annex. 318/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.1.3.4. Although it is recommended that each coastdown run should be performed without interruption, if data cannot be collected in a single run for all the reference speed points, the coastdown test may be performed with coastdown runs where the first and last reference speeds are not necessarily the highest and lowest reference speeds. In this case, the following additional requirements shall apply: (a) At least one reference speed in each coastdown run shall overlap with the immediately higher speed range coastdown run. This reference speed shall be referred to as a split point; (b) At each overlapped reference speed, the average force of the immediately lower speed coastdown run shall not deviate from the average force of the immediately higher speed coastdown run by ±10 N or ± 5 per cent, whichever is greater; (c) Overlapped reference speed data of the lower speed coastdown run shall be used only for checking criterion (b) and shall be excluded from evaluation of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex; (d) The overlapped speed may be less than 10 km/h but shall not be less than 5 km/h. In this case, overlap criterion (b) shall be checked by either extrapolating the polynomial curves for the lower and higher speed segment to a 10 km/h overlap, or by comparing the average force in the specific speed range. 4.3.1.3.5. It is recommended that coastdown runs should be conducted successively without undue delay between runs. If there is a delay between runs (e.g. for a driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up again as described in paragraph 4.2.4. and the coastdown runs shall be re-commenced from this point. 4.3.1.4. Coastdown time measurement 4.3.1.4.1. The coastdown time corresponding to reference speed vas the elapsed time from vehicle speed (v + 5km=h) j j to (v – 5km=h) shall be measured. j 4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of measurements have been obtained that satisfy the statistical precision p defined in the following equation: j h × σ p ¼ j ≤ 0:030 j √n × Δt pj where: p is the statistical precision of the measurements made at reference speed v; j j n is the number of pairs of measurements; Δt is the harmonic average of the coastdown time at reference speed v in seconds given by the pj j following equation: Δt ¼ n pj ∑n 1 i¼1Δt ji ELI: http://data.europa.eu/eli/reg/2026/1130/oj 319/710EN OJ L, 26.6.2026 where: Δt is the harmonic average coastdown time of the ithpair of measurements at velocity v, seconds, s, ji j given by the following equation: Δt ¼ ! 2 ! ji 1 1 + Δt Δt jai jbi where: Δt and Δt are the coastdown times of the ithmeasurement at reference speed v, in seconds, s, in the jai jbi j respective directions a and b; σ is the standard deviation, expressed in seconds, s, defined by: j rffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi σ¼ 1 ∑n ðΔt – Δt Þ2 j n – 1 i¼1 ji pj h is a coefficient given in Table A4/4. Table A4/4 Coefficient h as a function of n n h n h 3 4.3 17 2.1 4 3.2 18 2.1 5 2.8 19 2.1 6 2.6 20 2.1 7 2.5 21 2.1 8 2.4 22 2.1 9 2.3 23 2.1 10 2.3 24 2.1 11 2.2 25 2.1 12 2.2 26 2.1 13 2.2 27 2.1 14 2.2 28 2.1 15 2.2 29 2.0 16 2.1 30 2.0 4.3.1.4.3. If during a measurement in one direction any external factor or driver action occurs that obviously influences the road load test, that measurement and the corresponding measurement in the opposite direction shall be rejected. All the rejected data and the reason for rejection shall be recorded, and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of measurement pairs. In the case of split runs, the rejection criteria shall be applied at each split run speed range. 320/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Due to uncertainty of data validity and for practical reasons, more than the minimum number of run pairs required in paragraph 4.3.1.4.2. of this annex may be performed, but the total number of run pairs shall not exceed 30 runs including the rejected pairs as described in this paragraph. In this case, data evaluation shall be carried out as described in paragraph 4.3.1.4.2. of this annex starting from the first run pair, then including as many consecutive run pairs as needed to reach the statistical precision on a data set containing no more than 1/3 of rejected pairs. 4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the road load where the harmonic average of the alternate coastdown times shall be used: 1 2 × Δv F ¼ × ðm + m Þ × j 3:6 av r Δt j where: Δv is 5 km/h; Δt is the harmonic average of alternate coastdown time measurements at velocity v, seconds, s, j j given by: 2 Δt ¼ j 1 1 + Δt Δt ja jb where: Δt and Δt are the harmonic average coastdown times in directions a and b, respectively, corresponding ja jb to reference speed v, in seconds, s, given by the following two equations: j Δt ¼ n ja ∑n 1 i¼1t jai and: Δt ¼ n . jb ∑n 1 i¼1t jbi where: m is the arithmetic average of the test vehicle masses at the beginning and end of road load av determination, kg; m is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this annex; r The coefficients, f , f and f , in the road load equation shall be calculated with a least squares regression 0 1 2 analysis. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f 1 shall be set to zero and the coefficients f and f shall be recalculated with a least squares regression analysis. 0 2 4.3.1.4.5. Correction to reference conditions The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to reference conditions as specified in paragraph 4.5. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 321/710EN OJ L, 26.6.2026 4.3.2. Coastdown method using on-board anemometry The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of this annex. 4.3.2.1. Additional instrumentation for on-board anemometry The on-board anemometer and instrumentation shall be calibrated by means of operation on the test vehicle where such calibration occurs during the warm-up for the test. 4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to an accuracy of 0.3 m/s. Vehicle blockage shall be accounted for in the calibration of the anemometer. 4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind direction (yaw) shall be measured with a resolution of 1 degree and an accuracy of 3 degrees; the dead band of the instrument shall not exceed 10 degrees and shall be directed towards the rear of the vehicle. 4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for speed and yaw offset as specified in ISO 10521-1:2006(E) Annex A. 4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as described in ISO 10521-1:2006(E) Annex A in order to minimise its effect. 4.3.2.2. Selection of vehicle speed range for road load curve determination The test vehicle speed range shall be selected according to paragraph 2.2. of this annex. 4.3.2.3. Data collection During the procedure, elapsed time, vehicle speed, and air velocity (speed, direction) relative to the vehicle, shall be measured at a minimum frequency of 5 Hz. Ambient temperature shall be synchronised and sampled at a minimum frequency of 0.1 Hz. 4.3.2.4. Vehicle coastdown procedure The measurements shall be carried out in run pairs in opposite directions until a minimum of ten consecutive runs (five pairs) have been obtained. Should an individual run fail to satisfy the required on-board anemometry test conditions, that pair, i.e. that run and the corresponding run in the opposite direction, shall be rejected. All valid pairs shall be included in the final analysis with a minimum of 5 pairs of coastdown runs. See paragraph 4.3.2.6.10. of this annex for statistical validation criteria. The anemometer shall be installed in a position such that the effect on the operating characteristics of the vehicle is minimised. The anemometer shall be installed according to one of the options below: (a) Using a boom approximately 2 metres in front of the vehicle’s forward aerodynamic stagnation point; (b) On the roof of the vehicle at its centreline. If possible, the anemometer shall be mounted within 30 cm from the top of the windshield; (c) On the engine compartment cover of the vehicle at its centreline, mounted at the midpoint position between the vehicle front and the base of the windshield. 322/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 In all cases, the anemometer shall be mounted parallel to the road surface. In the event that positions (b) or (c) are used, the coastdown results shall be analytically adjusted for the additional aerodynamic drag induced by the anemometer. The adjustment shall be made by testing the coastdown vehicle in a wind tunnel both with and without the anemometer installed in the same position as used on the track. The calculated difference shall be the incremental aerodynamic drag coefficient C combined with the frontal area, which shall be D used to correct the coastdown results. 4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this annex and immediately prior to each coastdown run, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown run shall be started immediately. 4.3.2.4.2. During a coastdown run, the transmission shall be in neutral. Any steering wheel movement shall be avoided as much as possible, and the vehicle’s brakes shall not be operated. 4.3.2.4.3. Although it is recommended that each coastdown run be performed without interruption, if data cannot be collected in a single run for all the reference speed points the coastdown test may be performed with coastdown runs where the first and last reference speeds are not necessarily the highest and lowest reference speeds. For split runs, the following additional requirements shall apply: (a) At least one reference speed in each coastdown run shall overlap with the immediately higher speed range coastdown run. This reference speed shall be referred to as a split point; (b) At each overlapped reference speed, the average force of the immediately lower speed coastdown run shall not deviate from the average force of the immediately higher speed range coastdown run by ±10 N or ±5 per cent, whichever is greater; (c) Overlapped reference speed data of the lower speed coastdown run shall be used only for checking criterion (b) and shall be excluded from evaluation of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex; (d) The overlapped speed may be less than 10 km/h but shall not be less than 5 km/h. In this case, overlap criterion (b) shall be checked by either extrapolating the polynomial curves for the lower and higher speed segment to a 10 km/h overlap, or by comparing the average force in the specific speed range. 4.3.2.4.4. It is recommended that coastdown runs should be conducted successively without undue delay between runs. If there is a delay between runs (e.g. for a driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up again as described in paragraph 4.2.4. and the coastdown runs shall be re-commenced from this point. 4.3.2.5. Determination of the equation of motion Symbols used in the on-board anemometer equations of motion are listed in Table A4/5. Table A4/5 Symbols used in the on-board anemometer equations of motion Symbol Units Description A m2 frontal area of the vehicle f a … a degrees-1 aerodynamic drag coefficients as a function of yaw angle 0 n A N mechanical drag coefficient m ELI: http://data.europa.eu/eli/reg/2026/1130/oj 323/710EN OJ L, 26.6.2026 Symbol Units Description B N/(km/h) mechanical drag coefficient m C N/(km/h)2 mechanical drag coefficient m C ðYÞ aerodynamic drag coefficient at yaw angle Y D D N drag D N aerodynamic drag aero D N front axle drag (including driveline) f D N gravitational drag grav D N mechanical drag mech D N rear axle drag (including driveline) r D N tyre rolling resistance tyre ðdh=dsÞ - sine of the slope of the track in the direction of travel (+ indicates ascending) ðdv=dtÞ m/s2 acceleration g m/s2 gravitational constant m kg arithmetic average mass of the test vehicle before and after road load av determination m kg effective vehicle mass including rotating components e ρ kg/m3 air density t s time T K temperature v km/h vehicle speed v km/h relative wind speed r Y degrees yaw angle of apparent wind relative to direction of vehicle travel 4.3.2.5.1. General form The general form of the equation of motion is as follows: � � – m dv ¼D + D + D e dt mech aero grav where: D ¼D + D + D ; mech tyre f r � � D ¼ 1 ρC ðYÞA v2; aero 2 D f r � � D ¼m × g × dh grav ds In the case that the slope of the test track is equal to or less than 0.1 per cent over its length, D may be set grav to zero. 324/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.2.5.2. Mechanical drag modelling Mechanical drag consisting of separate components representing tyre D and front and rear axle frictional tyre losses D and D (including transmission losses) shall be modelled as a three-term polynomial as a function f r of vehicle speed v as in the equation below: D ¼A + B v + C v2 mech m m m where A , B , and C are determined in the data analysis using the least squares method. These constants m m m reflect the combined driveline and tyre drag. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient B m shall be set to zero and the coefficients A and C shall be recalculated with a least squares regression m m analysis. 4.3.2.5.3. Aerodynamic drag modelling The aerodynamic drag coefficient C (Y) shall be modelled as a five-term polynomial as a function of yaw D angle Y as in the equation below: C ðYÞ¼a + a Y + a Y2 + a Y3 + a Y4 D 0 1 2 3 4 a to a are constant coefficients whose values are determined in the data analysis. 0 4 The aerodynamic drag shall be determined by combining the drag coefficient with the vehicle’s frontal area A f and the relative wind velocity v :. r � � D ¼ 1 × ρ × A × v2 × C ðYÞ aero 2 f r D � � D ¼ 1 × ρ × A × v2ða + a Y + a Y2 + a Y3 + a Y4Þ aero 2 f r 0 1 2 3 4 4.3.2.5.4. Final equation of motion Through substitution, the final form of the equation of motion becomes: � � � � � � -m dv ¼ A + B v + C v2 + 1 × ρ × A × v2ða + a Y + a Y2 + a Y3 + a Y4Þ + m × g × dh e dt m m m 2 f r 0 1 2 3 4 ds 4.3.2.6. Data reduction A three-term equation shall be generated to describe the road load force as a function of velocity, F¼A + Bv + Cv2, corrected to standard ambient temperature and pressure conditions, and in still air. The method for this analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive of this annex. 4.3.2.6.1. Determining calibration coefficients If not previously determined, calibration factors to correct for vehicle blockage shall be determined for relative wind speed and yaw angle. Vehicle speed v, relative wind velocityvand yawYmeasurements during r the warm-up phase of the test procedure shall be recorded. Paired runs in alternate directions on the test track at a constant velocity of 80 km/h shall be performed, and the arithmetic average values of v, v and Y r for each run shall be determined. Calibration factors that minimize the total errors in head and cross winds over all the run pairs, i.e. the sum of ðhead – head Þ2, etc., shall be selected where head and head i i + 1 i i + 1 refer to wind speed and wind direction from the paired test runs in opposing directions during the vehicle warm-up/stabilization prior to testing. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 325/710EN OJ L, 26.6.2026 4.3.2.6.2. Deriving second by second observations � �� � From the data collected during the coastdown runs, values for v, dh dv , v2, and Yshall be determined ds dt r by applying calibration factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this annex. Data filtering shall be used to adjust samples to a frequency of 1 Hz. 4.3.2.6.3. Preliminary analysis Using a linear least squares regression technique, all data points shall be analysed at once to determine A , � � � � m B , C , a , a , a , a and a given m ; dh ; dv ; v; v ; and ρ. m m 0 1 2 3 4 e ds dt r 4.3.2.6.4. Data outliers � � dv A predicted force m shall be calculated and compared to the observed data points. Data points with e dt excessive deviations, e.g., over three standard deviations, shall be flagged. 4.3.2.6.5. Data filtering (optional) Appropriate data filtering techniques may be applied and the remaining data points shall be smoothed out. 4.3.2.6.6. Data elimination Data points gathered where yaw angles are greater than ±20 degrees from the direction of vehicle travel shall be flagged. Data points gathered where relative wind is less than + 5 km/h (to avoid conditions where tailwind speed is higher than vehicle speed) shall also be flagged. Data analysis shall be restricted to vehicle speeds within the speed range selected according to paragraph 4.3.2.2. of this annex. 4.3.2.6.7. Final data analysis All data that has not been flagged shall be analysed using a linear least squares regression technique. Given � � � � m ; dh ; dv ; v; v ; and ρ, A , B , C , a , a , a , a and a shall be determined. e ds dt r m m m 0 1 2 3 4 4.3.2.6.8. Constrained analysis (optional) To better separate the vehicle aerodynamic and mechanical drag, a constrained analysis may be applied such that the vehicle’s frontal area A and the drag coefficient C may be fixed if they have been previously f D determined. 4.3.2.6.9. Correction to reference conditions Equations of motion shall be corrected to reference conditions as specified in paragraph 4.5. of this annex. 326/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.2.6.10. Statistical criteria for on-board anemometry The exclusion of each single pair of coastdown runs shall change the calculated road load for each coastdown reference speed v less than the convergence requirement, for all iand j: j � � � � 0:030 ΔF v =F v ≤ pffiffiffiffiffiffiffiffiffiffi i j j n – 1 where: ΔFðvÞ is the difference between the calculated road load with all coastdown runs and the calculated road i j load with the ithpair of coastdown runs excluded, N; FðvÞ is the calculated road load with all coastdown runs included, N; j v is the reference speed, km/h; j n is the number of pairs of coastdown runs, all valid pairs are included. In the case that the convergence requirement is not met, pairs shall be removed from the analysis, starting with the pair giving the highest change in calculated road load, until the convergence requirement is met, as long as a minimum of 5 valid pairs are used for the final road load determination. 4.4. Measurement and calculation of running resistance using the torque meter method As an alternative to the coastdown methods, the torque meter method may also be used in which the running resistance is determined by measuring wheel torque on the driven wheels at the reference speed points for time periods of at least 5 seconds. 4.4.1. Installation of torque meters Wheel torque meters shall be installed between the wheel hub and the wheel of each driven wheel, measuring the required torque to keep the vehicle at a constant speed. The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or international standards, in order to meet the required accuracy and precision. 4.4.2. Procedure and data sampling 4.4.2.1. Selection of reference speeds for running resistance curve determination Reference speed points for running resistance determination shall be selected according to paragraph 2.2. of this annex. The reference speeds shall be measured in descending order. At the request of the manufacturer, there may be stabilization periods between measurements but the stabilization speed shall not exceed the speed of the next reference speed. 4.4.2.2. Data collection Data sets consisting of actual speed v actual torque C and time over a period of at least 5 seconds shall be ji ji measured for every v at a sampling frequency of at least 10 Hz. The data sets collected over one time period j for a reference speed v shall be referred to as one measurement. j ELI: http://data.europa.eu/eli/reg/2026/1130/oj 327/710EN OJ L, 26.6.2026 4.4.2.3. Vehicle torque meter measurement procedure Prior to the torque meter method test measurement, a vehicle warm-up shall be performed according to paragraph 4.2.4. of this annex. During test measurement, steering wheel movement shall be avoided as much as possible, and the vehicle brakes shall not be operated. The test shall be repeated until the running resistance data satisfy the measurement precision requirements as specified in paragraph 4.4.3.2. of this annex. 4.4.2.4. Velocity deviation During a measurement at a single reference speed point, the velocity deviation from the arithmetic average velocity (v -v ) calculated according to paragraph 4.4.3. of this annex, shall be within the values in ji jm Table A4/6. Additionally, the arithmetic average velocity v at every reference speed point shall not deviate from the jm reference speed v by more than ±1 km/h or 2 per cent of the reference speed v, whichever is greater. j j Table A4/6 Velocity deviation Time period, s Velocity deviation, km/h 5 - 10 ±0.2 10 - 15 ±0.4 15 - 20 ±0.6 20 - 25 ±0.8 25 - 30 ±1.0 ≥ 30 ±1.2 4.4.2.5. Atmospheric temperature Tests shall be performed under the same temperature conditions as defined in paragraph 4.1.1.2. of this annex. 4.4.3. Calculation of arithmetic average velocity and arithmetic average torque 4.4.3.1. Calculation process Arithmetic average velocity v , km/h, and arithmetic average torque C , in Nm, of each measurement shall jm jm be calculated from the data sets collected according to the requirements of paragraph 4.4.2.2. of this annex using the following equations: v ¼ 1 ∑k v jm k i¼1 ji 328/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 and C ¼ 1 ∑k C – C jm k i¼1 ji js where: v is the actual vehicle speed of the ithdata set at reference speed point j, km/h; ji k is the number of data sets in a single measurement; C is the actual torque of the ithdata set, Nm; ji C is the compensation term for speed drift, Nm, given by the following equation: js C ¼ðm + m Þ × αr. js st r j j C js shall be no greater than 0.05 and may be disregarded if α is not greater than ±0.005 m/s2; 1∑k j C k i¼1 ji m is the test vehicle mass at the start of the measurements and shall be measured immediately before the st warm-up procedure and no earlier, kg; mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this annex, kg; r is the dynamic radius of the tyre determined at a reference point of 80 km/h or at the highest j reference speed point of the vehicle if this speed is lower than 80 km/h, calculated using the following equation: r ¼ 1 × v jm j 3:6 2 × πn where: n is the rotational frequency of the driven tyre, s-1; α is the arithmetic average acceleration, m/s2, calculated using the following equation: j k k k α ¼ 1 × k∑ i¼1t iv ji – ∑ i¼1t i∑ i¼1v ji j 3:6 k × ∑k t2 – ½∑k t�2 i¼1 i i¼1 i where: t is the time at which the ithdata set was sampled, s. i 4.4.3.2. Measurement precision The measurements shall be carried out in opposite directions until a minimum of three pairs of measurements at each reference speed v have been obtained, for which C satisfies the precision ρ according i j j to the following equation: h × s ρ ¼ pffiffiffi ≤ 0:030 j n × C j where: n is the number pairs of measurements for C ; jm ELI: http://data.europa.eu/eli/reg/2026/1130/oj 329/710EN OJ L, 26.6.2026 C is the running resistance at the speed v, Nm, given by the equation: j j C ¼1 ∑n C j n i¼1 jmi where: C is the arithmetic average torque of the ithpair of measurements at speed v, Nm, and given by: jmi j 1 C ¼ × ðC + C Þ jmi 2 jmai jmbi where: C and C are the arithmetic average torques of the ith measurement at speed v determined in jmai jmbi j paragraph 4.4.3.1. of this annex for each direction, a and b respectively, Nm; s is the standard deviation, Nm, calculated using the following equation: vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi u u k t 1 s¼ ∑ðC – CÞ2 k – 1 i¼1 jmi j h is a coefficient as a function of n as given in Table A4/4 in paragraph 4.3.1.4.2. of this annex. 4.4.4. Running resistance curve determination The arithmetic average speed and arithmetic average torque at each reference speed point shall be calculated using the following equations: V = ½ × (v + v ) jm jma jmb C = ½ × (C +C ) jm jma jmb The following least squares regression curve of arithmetic average running resistance shall be fitted to all the data pairs (v , C ) at all reference speeds described in paragraph 4.4.2.1. of this annex to determine the jm jm coefficients c , c and c 0 1 2. The coefficients, c , c and c , as well as the coastdown times measured on the chassis dynamometer (see 0 1 2 paragraph 8.2.4. of this annex) shall be recorded. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient c 1 shall be set to zero and the coefficients c and c shall be recalculated with a least squares regression analysis. 0 2 4.4.5. Correction to reference conditions Equations of motion shall be corrected to reference conditions as specified in paragraph 4.5.of this annex. 330/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5. Correction to reference conditions and measurement equipment 4.5.1. Air resistance correction factor The correction factor for air resistance K shall be determined using the following equation: 2 K ¼ T × 100kPa 2 293K P where: T is the arithmetic average atmospheric temperature of all individual runs, Kelvin (K); P is the arithmetic average atmospheric pressure, kPa. 4.5.2. Rolling resistance correction factor The correction factor K for rolling resistance, in Celsius-1(°C-1), may be determined based on empirical data 0 and approved by the responsible authority for the particular vehicle and tyre combination to be tested, or may be assumed to be as follows: K ¼8:6 × 10 – 3°C – 1 0 4.5.3. Wind correction 4.5.3.1. Wind correction when using stationary anemometry Wind correction may be waived when the arithmetic average wind speed for each valid run pair is 2 m/s or less. In the case that wind speed is measured at more than one part of the test track, such as when the test is performed on an oval test track (see paragraph 4.1.1.1.1. of this annex), the wind speed shall be averaged at each measurement location and the higher of two average wind speeds shall be used to determine whether a wind speed correction is to be applied or may be waived. 4.5.3.1.1. The wind resistance correction w for the coastdown method or w for the torque meter method shall be 1 2 calculated using the following equations: w ¼3:62 × f × v2 1 2 w or: w ¼3:62 × c × v2 2 2 w where: w is the wind resistance correction for the coastdown method, N; 1 f is the coefficient of the aerodynamic term determined according to paragraph 4.3.1.4.4. of this annex; 2 v in the case that wind speed is measured at only one point, v is the arithmetic average vector w w component of the wind speed parallel to the test road during all valid run pairs, m/s; v in the case that the wind speed is measured at two points, v is the lower of the two arithmetic average w w vector components of the wind speed parallel to the test road during all valid run pairs, m/s; w is the wind resistance correction for the torque meter method, Nm; 2 c is the coefficient of the aerodynamic term for the torque meter method determined according to 2 paragraph 4.4.4. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 331/710EN OJ L, 26.6.2026 4.5.3.2. Wind correction when using on-board anemometry In the case that the coastdown method is based on on-board anemometry, w and w in the equations in 1 2 paragraph 4.5.3.1.1. of this annex shall be set to zero, as the wind correction is already applied according to paragraph 4.3.2. of this annex. 4.5.4. Test mass correction factor The correction factor K for the test mass of the test vehicle shall be determined using the following equation: 1 � � K ¼ 1 – TM 1 m av where: TM is the test mass of the test vehicle, kg; m is the arithmetic average of the test vehicle masses at the beginning and end of road load av determination, kg. 4.5.5. Road load curve correction 4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to reference conditions as follows: F� ¼ððf ð1 – K Þ – w Þ + f vÞ × ð1 + K ðT – 20ÞÞ + K f v2 0 1 1 1 0 2 2 where: F* is the corrected road load, N; f is the constant road load coefficient, N; 0 f is the first order road load coefficient, N/(km/h); 1 f is the second order road load coefficient, N/(km/h)2; 2 K is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex; 0 K is the test mass correction as defined in paragraph 4.5.4. of this annex; 1 K is the correction factor for air resistance as defined in paragraph 4.5.1. of this annex; 2 T is the arithmetic average atmospheric temperature during all valid run pairs, °C; v is vehicle velocity, km/h; w is the wind resistance correction as defined in paragraph 4.5.3. of this annex, N. 1 The result of the calculation below shall be used as the target road load coefficient A in the calculation of the t chassis dynamometer load setting described in paragraph 8.1. of this annex: ððf ð1 – K Þ – w ÞÞ × ð1 + K ðT – 20ÞÞ: 0 1 1 0 The result of the calculation below shall be used as the target road load coefficient B in the calculation of the t chassis dynamometer load setting described in paragraph 8.1. of this annex: (f × (1 + K × (T-20))). 1 0 332/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The result of the calculation below shall be used as the target road load coefficient C in the calculation of the t chassis dynamometer load setting described in paragraph 8.1. of this annex: (K × f ). 2 2 4.5.5.2. The curve determined in paragraph 4.4.4. of this annex shall be corrected to reference conditions and measurement equipment installed according to the following procedure. 4.5.5.2.1. Correction to reference conditions C� ¼ððc ð1 – K Þ – w Þ + c vÞ × ð1 + K ðT – 20ÞÞ + K c v2 0 1 2 1 0 2 2 where: C* is the corrected running resistance, Nm; c is the constant term as determined in paragraph 4.4.4. of this annex, Nm; 0 c is the coefficient of the first order term as determined in paragraph 4.4.4. of this annex, Nm/(km/h); 1 c is the coefficient of the second order term as determined in paragraph 4.4.4. of this annex, 2 Nm/(km/h)2; K is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex; 0 K is the test mass correction as defined in paragraph 4.5.4. of this annex; 1 K is the correction factor for air resistance as defined in paragraph 4.5.1. of this annex; 2 v is the vehicle velocity, km/h; T is the arithmetic average atmospheric temperature during all valid run pairs, °C; w is the wind resistance correction as defined in paragraph 4.5.3. of this annex. 2 4.5.5.2.2. Correction for installed torque meters If the running resistance is determined according to the torque meter method, the running resistance shall be corrected for effects of the torque measurement equipment installed outside the vehicle on its aerodynamic characteristics. The running resistance coefficient c shall be corrected using the following equation: 2 c = K × c × (1 + (Δ(C × A))/(C × A)) 2corr 2 2 D f D’ f’ where: Δ(C × A) = (C × A) - (C × A); D f D f D’ f’ C × A is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle D’ f’ with the torque meter measurement equipment installed measured in a wind tunnel fulfilling the criteria of paragraph 3.2. of this annex, m2; C × A is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle D f with the torque meter measurement equipment not installed measured in a wind tunnel fulfilling the criteria of paragraph 3.2. of this annex, m2. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 333/710EN OJ L, 26.6.2026 4.5.5.2.3. Target running resistance coefficients The result of the calculation below shall be used as the target running resistance coefficient a in the t calculation of the chassis dynamometer load setting described in paragraph 8.2. of this annex: ððc ð1 – K Þ – w ÞÞ × ð1 + K ðT – 20ÞÞ: 0 1 2 0 The result of the calculation below shall be used as the target running resistance coefficient b in the t calculation of the chassis dynamometer load setting described in paragraph 8.2. of this annex: (c × (1 + K × (T-20))). 1 0 The result of the calculation below shall be used as the target running resistance coefficient c in the t calculation of the chassis dynamometer load setting described in paragraph 8.2. of this annex: (c × r). 2corr 5. Method for the calculation of road load or running resistance based on vehicle parameters 5.1. Calculation of road load and running resistance for vehicles based on a representative vehicle of a road load matrix family If the road load of the representative vehicle is determined according to a coastdown method described in paragraph 4.3. of this annex or according to the wind tunnel method described in paragraph 6. of this annex, the road load of an individual vehicle shall be calculated according to paragraph 5.1.1. of this annex considering vehicle parameters in paragraph 4.2.1.4. If the running resistance of the representative vehicle is determined according to the torque meter method described in paragraph 4.4. of this annex, the running resistance of an individual vehicle shall be calculated according to paragraph 5.1.2. of this annex considering vehicle parameters in paragraph 4.2.1.4. 5.1.1. The road load force for an individual vehicle shall be calculated using the following equation: F ¼f + ðf × vÞ + ðf × v2Þ c 0 1 2 where: F is the calculated road load force as a function of vehicle velocity, N; c f is the constant road load coefficient, N, defined by the equation: 0 RR – RRr f = Max((0.05 × f + 0.95 × (f × TM/TM + ( ) × 9.81 × TM)); 0 0r 0r r 1000 RR – RRr (0.2 × f + 0.8 × (f × TM/TM + ( ) × 9.81 × TM))) 0r 0r r 1000 f is the constant road load coefficient of the representative vehicle of the road load matrix family, N; 0r f is the first order road load coefficient, N/(km/h), and shall be set to zero; 1 f is the second order road load coefficient, N/(km/h)2, defined by the equation: 2 f = Max((0.05 × f + 0.95 × f × A / A ); (0.2 × f + 0.8 × f × A / A )) 2 2r 2r f fr 2r 2r f fr f is the second order road load coefficient of the representative vehicle of the road load matrix family, 2r N/(km/h)2; 334/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 v is the vehicle speed, km/h; TM is the actual test mass of the individual vehicle of the road load matrix family, kg; TM is the test mass of the representative vehicle of the road load matrix family, kg; r A is the frontal area of the individual vehicle of the road load matrix family, m2, f A is the frontal area of the representative vehicle of the road load matrix family, m2; fr RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RR is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne. r For the tyres fitted to an individual vehicle, the value of the rolling resistance RR shall be set to the class value of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated using the equation in paragraph 3.2.3.2.2.2. of Annex B7. If the same tyres were fitted to test vehicles L and H, the value of RR when using the interpolation method ind shall be set to RR . H 5.1.2. The running resistance for an individual vehicle shall be calculated using the following equation: C ¼c + c × v + c × v2 c 0 1 2 where: C is the calculated running resistance as a function of vehicle velocity, Nm; c c is the constant running resistance coefficient, Nm, defined by the equation: 0 RR – RRr c = r’/1.02 × Max((0.05 × 1.02 × c /r’ + 0.95 × (1.02 × c /r’ × TM/TM + ( ) × 9.81 × TM)); 0 0r 0r r 1000 RR – RRr (0.2 × 1.02 × c /r’ + 0.8 × (1.02 × c /r’ × TM/TM + ( ) × 9.81 × TM))) 0r 0r r 1000 c is the constant running resistance coefficient of the representative vehicle of the road load matrix 0r family, Nm; c is the first order running resistance coefficient, Nm/(km/h), and shall be set to zero; 1 c is the second order running resistance coefficient, Nm/(km/h)2, defined by the equation: 2 c = r’/1.02 × Max((0.05 × 1.02 × c /r’ + 0.95 × 1.02 × c /r’ × A / A ); 2 2r 2r f fr (0.2 × 1.02 × c /r’ + 0.8 × 1.02 ×c /r’ × A / A )) 2r 2r f fr c is the second order running resistance coefficient of the representative vehicle of the road load 2r matrix family, N/(km/h)2; v is the vehicle speed, km/h; TM is the actual test mass of the individual vehicle of the road load matrix family, kg; TMr is the test mass of the representative vehicle of the road load matrix family, kg; A is the frontal area of the individual vehicle of the road load matrix family, m2; f A is the frontal area of the representative vehicle of the road load matrix family, m2; fr ELI: http://data.europa.eu/eli/reg/2026/1130/oj 335/710EN OJ L, 26.6.2026 RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RR is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne; r r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m; 1.02 is an approximate coefficient compensating for drivetrain losses. 5.2. Calculation of the default road load based on vehicle parameters 5.2.1. As an alternative for determining road load with the coastdown or torque meter method, a calculation method for default road load may be used. For the calculation of a default road load based on vehicle parameters, several parameters such as test mass, width and height of the vehicle shall be used. The default road load F shall be calculated for the reference c speed points. 5.2.2. The default road load force shall be calculated using the following equation: F ¼f + ðf × vÞ + ðf × v2Þ c 0 1 2 where: F is the calculated default road load force as a function of vehicle velocity, N; c f is the constant road load coefficient, N, defined by the following equation: 0 f ¼0:140 × TM; 0 f is the first order road load coefficient, N/(km/h), and shall be set to zero; 1 f is the second order road load coefficient, N/(km/h)2, defined by the following equation: 2 f ¼ð2:8 × 10 – 6 × TMÞ + ð0:0170 × width × heightÞ; 2 v is vehicle velocity, km/h; TM test mass, kg; width vehicle width as defined in term No. 6.2. of Standard ISO 612:1978, m; height vehicle height as defined in term No. 6.3. of Standard ISO 612:1978, m. 6. Wind tunnel method The wind tunnel method is a road load measurement method using a combination of a wind tunnel and a chassis dynamometer or of a wind tunnel and a flat belt dynamometer. The test benches may be separate facilities or integrated with one another. 6.1. Measurement method 6.1.1. The road load shall be determined by: (a) Adding the road load forces measured in a wind tunnel and those measured using a flat belt dynamometer; or (b) Adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer. 6.1.2. Aerodynamic drag shall be measured in the wind tunnel. 336/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a chassis dynamometer, measuring the front and rear axles simultaneously. 6.2. Approval of the facilities by the responsible authority The results of the wind tunnel method shall be compared to those obtained using the coastdown method to demonstrate qualification of the facilities and recorded. 6.2.1. Three vehicles shall be selected by the responsible authority. The vehicles shall cover the range of vehicles (e.g. size, weight) planned to be measured with the facilities concerned. Each change of the range of vehicles requires a new selection of three vehicles. If a vehicle is reselected, the original measurements according to paragraphs 6.2.2. and 6.2.3. of this annex can be re-used. 6.2.2. Two separate coastdown tests shall be performed with each of the three vehicles according to paragraph 4.3. of this annex, and the resulting road load coefficients, f , f and f , shall be determined according to that 0 1 2 paragraph and corrected according to paragraph 4.5.5. of this annex. The coastdown test result of a test vehicle shall be the arithmetic average of the road load coefficients of its two separate coastdown tests. If more than two coastdown tests are necessary to fulfil the approval of facilities' criteria, all valid tests shall be averaged. 6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7. inclusive of this annex shall be performed on the same three vehicles as selected in paragraph 6.2.1. of this annex and in the same conditions, and the resulting road load coefficients, f , f and f , shall be determined. 0 1 2 If the manufacturer chooses to use one or more of the available alternative procedures within the wind tunnel method (i.e. paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, including paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be used also for the approval of the facilities. 6.2.4. Approval criteria The facility or combination of facilities used shall be approved if both of the following two criteria are fulfilled: (a) The difference in cycle energy, expressed as ε , between the wind tunnel method and the coastdown k method shall be within ±0.05 for each of the three vehicles k according to the following equation: E ε ¼ k;WTM – 1 k E k;coastdown where: ε is the difference in cycle energy over a complete Class 3 WLTC for vehicle k between the k wind tunnel method and the coastdown method, per cent; E is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road k,WTM load derived from the wind tunnel method (WTM) calculated according to paragraph 5. of Annex B7, J; E is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road k,coastdown load derived from the coastdown method calculated according to paragraph 5. of Annex B7, J.; and (b) The arithmetic average xof the three differences shall be within 0.02. x ¼ jε1 + ε2 + ε3j 3 The approval shall be recorded by the responsible authority including measurement data and the facilities concerned. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 337/710EN OJ L, 26.6.2026 The facility may be used for road load determination for a maximum of two years after the approval has been granted. Before the expiry of this period, and every two years thereafter, the approval can be extended for a further two years if the manufacturer provides the approval authority with the following evidence obtained over the current (initial or extended) period: (a) A list of all facility modifications and scheduled updates, along with a justification that these do not adversely affect measurement accuracy. (b) Measurement results, taken at intervals of approximately three months, satisfying the requirements of (CD × Af) repeatability in paragraph 6.4.1. and force measurement accuracy in paragraph 6.5.1.3. or, where applicable, paragraph 6.6.1.3. of this annex. An extension and the corresponding evidence shall be added to the approval records of the facility concerned. Each combination of roller chassis dynamometer or moving belt and wind tunnel shall be approved separately. Every combination of wind speeds (see paragraph 6.4.3. of this annex) used for the determination of road load values shall be validated separately. 6.3. Vehicle preparation and temperature Conditioning and preparation of the vehicle shall be performed according to paragraphs 4.2.1. and 4.2.2. of this annex and applies to both the flat belt or roller chassis dynamometers and the wind tunnel measurements. In the case that the alternative warm-up procedure described in paragraph 6.5.2.1. of this annex is applied, the target test mass adjustment, the weighing of the vehicle and the measurement shall all be performed without the driver in the vehicle. The flat belt or the chassis dynamometer test cells shall have a temperature set point of 20 °C with a tolerance of ±3 °C. At the request of the manufacturer, the set point may also be 23 °C with a tolerance of ±3 °C. 6.4. Wind tunnel procedure 6.4.1. Wind tunnel criteria The wind tunnel design, test methods and the corrections shall provide a value of (C × A) representative of D f the on-road (C × A) value and with a repeatability of ±0.015 m2. D f For all (C × A) measurements, the wind tunnel criteria listed in paragraph 3.2. of this annex shall be met D f with the following modifications: (a) The solid blockage ratio described in paragraph 3.2.4. of this annex shall be less than 25 per cent; (b) The belt surface contacting any tyre shall exceed the length of that tyre's contact area by at least 20 per cent and shall be at least as wide as that contact patch; (c) The standard deviation of total air pressure at the nozzle outlet described in paragraph 3.2.8. of this annex shall be less than 1 per cent; (d) The restraint system blockage ratio described in paragraph 3.2.10. of this annex shall be less than 3 per cent; (e) Additionally to the requirement defined in paragraph 3.2.11. of this annex, when measuring Class 1 vehicles, the precision of the measured force shall not exceed ±2.0 N. 338/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.4.2. Wind tunnel measurement The vehicle shall be in the condition described in paragraph 6.3. of this annex. The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum tolerance of ±10 mm. The vehicle shall be placed with a yaw angle of 0 ° within a tolerance of ±0.1 °. Aerodynamic drag shall be measured for at least for 60 seconds and at a minimum frequency of 5 Hz. Alternatively, the drag may be measured at a minimum frequency of 1 Hz and with at least 300 subsequent samples. The result shall be the arithmetic average of the drag. Prior to a test it shall be checked that at the aerodynamic force measured at a wind speed of 0 km/h yields a result equal to 0 Newtons. In the case that the vehicle has movable aerodynamic body parts, paragraph 4.2.1.5. of this annex shall apply. Where movable parts are velocity-dependent, every applicable position shall be measured in the wind tunnel and evidence shall be provided to the responsible authority indicating the relationship between reference speed, movable part position, and the corresponding (C × A). D f 6.4.3. Wind speeds for wind tunnel measurement The aerodynamic force shall be measured at two wind speeds under the following speed conditions: (a) Class 1 vehicles Lower wind speed v to measure aerodynamic force shall be v < 80 km/h; low low Higher wind speed v shall be (v + 40 km/h ≤ v ≤150 km/h). high low high (b) Class 2 and 3 vehicles Lower wind speed v to measure aerodynamic force shall be 80 km/h ≤ v ≤100 km/h; low low Higher wind speed shall be (v + 40 km/h ≤ v ≤150 km/h). low high 6.5. Flat belt applied for the wind tunnel method 6.5.1. Flat belt criteria 6.5.1.1. Description of the flat belt test bench The wheels shall rotate on flat belts that do not change the rolling characteristics of the wheels compared to those on the road. The measured forces in the x-direction shall include the frictional forces in the drivetrain. 6.5.1.2. Vehicle restraint system The dynamometer shall be equipped with a centring device aligning the vehicle within a tolerance of ±0.5 degrees of rotation around the z-axis. The restraint system shall maintain the centred drive wheel position throughout the coastdown runs of the road load determination within the following limits: 6.5.1.2.1. Lateral position (y-axis) The vehicle shall remain aligned in the y-direction and lateral movement shall be minimised. 6.5.1.2.2. Front and rear position (x-axis) Additional to the requirement of paragraph 6.5.1.2.1. of this annex, both wheel axes shall be within ±10 mm of the belt’s lateral centre lines. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 339/710EN OJ L, 26.6.2026 6.5.1.2.3. Vertical force The restraint system shall be designed so as to impose no vertical force on the drive wheels. 6.5.1.3. Accuracy of measured forces Only the reaction force for turning the wheels shall be measured. No external forces shall be included in the result (e.g. force of the cooling fan air, vehicle restraints, aerodynamic reaction forces of the flat belt, dynamometer losses, etc.). The force in the x-direction shall be measured with an accuracy of ±5 N. 6.5.1.4. Flat belt speed control The belt speed shall be controlled with an accuracy of ±0.1 km/h. 6.5.1.5. Flat belt surface The flat belt surface shall be clean, dry and free from foreign material that might cause tyre slippage. 6.5.1.6. Cooling A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the corresponding measurement speed, whichever is greater. 6.5.2. Flat belt measurement The measurement procedure may be performed according to either paragraph 6.5.2.2. or paragraph 6.5.2.3. of this annex. 6.5.2.1. Preconditioning The vehicle shall be conditioned on the dynamometer as described in paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this annex. The dynamometer load setting F for the preconditioning shall be: d F ¼a + ðb × vÞ + ðc × v2Þ d d d d where in the case of applying paragraph 6.7.2.1: a = 0 d b = f ; d 1a c ¼f d 2a or, where in the case of applying paragraph 6.7.2.2.: a = 0 d b = 0 d � � c ¼ C × A × ρ 0 × 1 d D f 2 3:62 The equivalent inertia of the dynamometer shall be the test mass. The aerodynamic drag used for the load setting shall be determined in accordance with paragraph 6.7.2. of this annex and may be set directly as input. Otherwise, a , b , and c from this paragraph shall be used. d d d 340/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of this annex, the warm-up may be conducted by driving the vehicle with the flat belt. In this case, the warm-up speed shall be 110 per cent of the maximum speed of the applicable WLTC. The warm up is considered complete when the vehicle has been driven for at least 1,200 seconds and the change of measured force over a period of 200 seconds is less than 5 N. 6.5.2.2. Measurement procedure with stabilised speeds 6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed point. 6.5.2.2.2. Immediately after the measurement at the previous speed point, the deceleration from the current to the next applicable reference speed point shall be performed in a smooth transition of approximately 1 m/s2. 6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a maximum of 10 seconds. The measurement equipment shall ensure that the signal of the measured force is stabilised after that period. 6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while the vehicle speed is kept constant. The resulting force for that reference speed point F shall be the arithmetic average of the force jDyno during the measurement. 6.5.2.2.5. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. inclusive of this annex shall be repeated for each reference speed. 6.5.2.3. Measurement procedure by deceleration 6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to paragraph 6.5.2.1. of this annex. Prior to each coastdown, the vehicle shall be driven at the highest reference speed or, in the case that the alternative warm-up procedure is used at 110 per cent of the highest reference speed, for at least 1 minute. The vehicle shall be subsequently accelerated to at least 10 km/h above the highest reference speed and the coastdown shall be started immediately. 6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this annex but excluding paragraph 4.3.1.4.2., where Δt and Δt are replaced by Δt. The measurement shall be ja jb j stopped after two decelerations if the force of both coastdowns at each reference speed point is within ±10 N, otherwise at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this annex. 6.5.2.3.3. The force f at each reference speed v shall be calculated by removing the dynamometer set force: jDyno j f ¼ f – f jDyno jDecel dj where: f is the force determined according to the equation calculating F in paragraph 4.3.1.4.4. of this jDecel j annex at reference speed point j, N; f is the force determined to the equation calculating F in paragraph 6.5.2.1. of this annex at dj d reference speed point j, N. Alternatively, at the request of the manufacturer, b and c may be set to zero during the coastdown and for d d calculating f . jDyno ELI: http://data.europa.eu/eli/reg/2026/1130/oj 341/710EN OJ L, 26.6.2026 6.5.2.4. Measurement conditions The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this annex. 6.5.3. Measurement result of the flat belt method The result of the flat belt dynamometer f shall be referred to as f for the further calculations in jDyno j paragraph 6.7. of this annex. 6.6. Chassis dynamometer applied for the wind tunnel method 6.6.1. Criteria In addition to the descriptions in paragraphs 1. and 2. of Annex B5, the criteria described in paragraphs 6.6.1.1. to 6.6.1.6. shall apply. 6.6.1.1. Description of a chassis dynamometer The front and rear axles shall be equipped with a single roller with a diameter of not less than 1.2 metres. 6.6.1.2. Vehicle restraint system The dynamometer shall be equipped with a centring device aligning the vehicle. The restraint system shall maintain the centred drive wheel position within the following recommended limits throughout the coastdown runs of the road load determination: 6.6.1.2.1. Vehicle position The vehicle to be tested shall be installed on the chassis dynamometer roller as defined in paragraph 7.3.3. of this annex. 6.6.1.2.2. Vertical force The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this annex. 6.6.1.3. Accuracy of measured forces The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of this annex apart from the force in the x-direction that shall be measured with an accuracy as described in paragraph 2.4.1. of Annex B5. 6.6.1.4. Dynamometer speed control The roller speeds shall be controlled with an accuracy of ±0.2 km/h. 6.6.1.5. Roller surface The roller surface shall be clean, dry and free from foreign material that might cause tyre slippage. 6.6.1.6. Cooling The cooling fan shall be as described in paragraph 6.5.1.6. of this annex. 6.6.2. Dynamometer measurement The measurement shall be performed as described in paragraph 6.5.2. of this annex. 342/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat surface) and the result shall be referred to as f. j vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi u 1 f ¼ f × c1 × u + f × ð1 – c1Þ j jDyno tR jDyno Wheel × c2 + 1 R Dyno where: c1 is the tyre rolling resistance fraction of f ; jDyno c2 is a chassis dynamometer-specific radius correction factor; f is the force calculated in paragraph 6.5.2.3.3. of this annex for each reference speed j, N; jDyno R is one-half of the nominal design tyre diameter, m; Wheel R is the radius of the chassis dynamometer roller, m. Dyno The manufacturer and the responsible authority shall agree on the factors c1 and c2 to be used, based on correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be tested on the chassis dynamometer. As an alternative the following conservative equation may be used: vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi u 1 f ¼ f × u j jDyno tR Wheel × 0:2 + 1 R Dyno C2 shall be 0.2 except that 2.0 shall be used if the road load delta method (see paragraph 6.8. of this annex) is used and the road load delta calculated according to paragraph 6.8.1. of this annex is negative. 6.7. Calculations 6.7.1. Correction of the flat belt and chassis dynamometer results The measured forces determined in paragraphs 6.5. and 6.6. of this annex shall be corrected to reference conditions using the following equation: F ¼ðf ð1 – K ÞÞ × ð1 + K ðT – 293ÞÞ Dj j 1 0 where: F is the corrected resistance measured at the flat belt or chassis dynamometer at reference speed j, N; Dj f is the measured force at reference speed j, N; j K is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex, K-1; 0 K is the test mass correction as defined in paragraph 4.5.4. of this annex, N; 1 T is the arithmetic average temperature in the test cell during the measurement, K. 6.7.2. Calculation of the aerodynamic force The calculation in paragraph 6.7.2.1. shall be applied considering the results of both wind speeds. However, if the difference of the product of the drag coefficient and frontal area ðC × A Þmeasured at the wind speeds D f v and v is less than 0.015 m2, the calculation in paragraph 6.7.2.2. may be applied at the request of the low high manufacturer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 343/710EN OJ L, 26.6.2026 6.7.2.1. The aerodynamic force of each wind speed F , F , and F shall be calculated using the equation below. 0wind low high ρ v2 F ¼ðC × A Þ × 0 × w Aw D f w 2 3:62 where: ðC × A Þ is the product of the drag coefficient and frontal area measured in the wind tunnel at a D f j certain reference speed point j, if applicable, m2; ρ is the dry air density defined in paragraph 3.2.10. of this Regulation, kg/m3; 0 F is the aerodynamic force calculated at wind speed w, N; w v is the applicable wind speed, km/h. w w is the reference to the applicable wind speed "0wind", "low" and "high"; F is the aerodynamic force at 0 km/h, N; 0wind F is the aerodynamic force at v , N; low low F is the aerodynamic force at v , N. high high The aerodynamic force coefficients f and f shall be calculated with a least square regression analysis using 1a 2a F , F , and F and the equation below: 0wind low high F¼f × v + f × v2 1a 2a The final result for the aerodynamic force F shall be calculated with the equation below at each reference Aj speed point v. If the vehicle is equipped with velocity-dependent movable aerodynamic body parts, the j corresponding aerodynamic force shall be applied for the reference speed points concerned. F ¼f × v + f × v2 Aj 1a j 2a j 6.7.2.2. The aerodynamic force shall be calculated using the equation below, where the final ðC × A Þof that wind D f speed shall be used that is also used for determination of optional equipment within the interpolation method. If the vehicle is equipped with velocity-dependent movable aerodynamic body parts, the corresponding (C × A) values shall be applied for the reference speed points concerned. D f F ¼ðC × A Þ × ρ 0 × v2 j Aj D f j 2 3:62 where: F is the aerodynamic force calculated at reference speed j, N; Aj ðC × A Þ is the product of the drag coefficient and frontal area measured in the wind tunnel at a D f j certain reference speed point j, if applicable, m2; ρ is the dry air density defined in paragraph 3.2.10. of this Regulation, kg/m3; 0 v is the reference speed j, km/h. j 6.7.3. Calculation of road load values The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this annex shall be calculated using the following equation: F� ¼F + F j Dj Aj for all applicable reference speed points j, N. 344/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For all calculatedF�, the coefficients f , f and f in the road load equation shall be calculated with a least j 0 1 2 squares regression analysis and shall be used as the target coefficients in paragraph 8.1.1. of this annex. In the case that the vehicle tested according to the wind tunnel method is the representative vehicle of a road load matrix family, the coefficient f shall be set to zero and the coefficients f and f shall be recalculated with 1 0 2 a least squares regression analysis. 6.8. Road load delta method For the purpose of including options when using the interpolation method which are not incorporated in the road load interpolation (i.e. aerodynamics, rolling resistance and mass), a delta in vehicle friction may be measured by the road load delta method (e.g. friction difference between brake systems). The following steps shall be performed: (a) The friction of reference vehicle R shall be measured; (b) The friction of the vehicle with the option (vehicle N) causing the difference in friction shall be measured; (c) The difference shall be calculated according to paragraph 6.8.1. of this annex. These measurements shall be performed on a flat belt according to paragraph 6.5. of this annex or on a chassis dynamometer according to paragraph 6.6. of this annex, and the correction of the results (excluding aerodynamic force) calculated according to paragraph 6.7.1. of this annex. The application of this method is permitted only if the following criterion is fulfilled: j j 1∑n ðF – F Þ ≤ 25N n j¼1 Dj;R Dj;N where: F is the corrected resistance of vehicle R measured on the flat belt or chassis dynamometer at Dj,R reference speed j calculated according to paragraph 6.7.1. of this annex, N; F is the corrected resistance of vehicle N measured on the flat belt or chassis dynamometer at Dj,N reference speed j calculated according to paragraph 6.7.1. of this annex, N; n is the total number of speed points. This alternative road load determination method may only be applied if vehicles R and N have identical aerodynamic resistance and if the measured delta appropriately covers the entire influence on the vehicle's energy consumption. This method shall not be applied if the overall accuracy of the absolute road load of vehicle N is compromised in any way. 6.8.1. Determination of delta flat belt or chassis dynamometer coefficients The delta road load shall be calculated using the following equation: F ¼F – F Dj;Delta Dj;N Dj;R where: F is the delta road load at reference speed j, N; Dj,Delta F is the corrected resistance measured on the flat belt or chassis dynamometer at reference speed j Dj,N calculated according to paragraph 6.7.1. of this annex for vehicle N, N; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 345/710EN OJ L, 26.6.2026 F is the corrected resistance of the reference vehicle measured on the flat belt or chassis Dj,R dynamometer at reference speed j calculated according to paragraph 6.7.1. of this annex for reference vehicle R, N. For all calculated F , the coefficients f , f and f in the road load equation shall be calculated Dj,Delta 0,Delta 1,Delta 2,Delta with a least squares regression analysis. 6.8.2. Determination of total road load If the interpolation method (see paragraph 3.2.3.2. of Annex B7) is not used, the road load coefficients for vehicle N shall be calculated according to the following equations: f ¼f + f 0;N 0;R 0;Delta f ¼f + f 1;N 1;R 1;Delta f ¼f + f 2;N 2;R 2;Delta where: N refers to the road load coefficients of vehicle N; R refers to the road load coefficients of reference vehicle R; Delta refers to the delta road load coefficients determined in paragraph 6.8.1. of this annex. 7. Transferring road load to a chassis dynamometer 7.1. Preparation for chassis dynamometer test 7.1.0. Selection of dynamometer operation The test shall be carried out in accordance with paragraph 2.4.2.4. of Annex B6. 7.1.1. Laboratory conditions 7.1.1.1. Roller(s) The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre slippage. The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the roller coupled to the power absorption unit. 7.1.1.1.1. Tyre slippage Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The manufacturer shall perform the load setting on the chassis dynamometer with the additional weight. The additional weight shall be present for both load setting and the emissions and fuel consumption tests. The use of any additional weight shall be recorded. 7.1.1.2. Room temperature The laboratory atmospheric temperature shall be at a set point of 23 °C and shall not deviate by more than ±5 °C during the test unless otherwise required by any subsequent test. 346/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7.2. Preparation of chassis dynamometer 7.2.1. Inertia mass setting The equivalent inertia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this annex. If the chassis dynamometer is not capable to meet the inertia setting exactly, the next higher inertia setting shall be applied with a maximum increase of 10 kg. 7.2.2. Chassis dynamometer warm-up The chassis dynamometer shall be warmed up in accordance with the dynamometer manufacturer’s recommendations, or as appropriate, so that the frictional losses of the dynamometer may be stabilized. 7.3. Vehicle preparation 7.3.1. Tyre pressure adjustment The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent above the lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufacturer (see paragraph 4.2.2.3. of this annex), and shall be recorded. 7.3.2. If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. of this annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The coastdown mode shall be approved by the responsible authority and its use shall be included in all relevant test reports. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer. 7.3.3. Vehicle placement on the dynamometer The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a safe manner. 7.3.3.1. In the case that a single roller chassis dynamometer is used, the vehicle shall be positioned and stay positioned throughout the procedure according to the requirements in 7.3.3.1.1. to 7.3.3.1.3. 7.3.3.1.1. Rotational alignment (rotation around z-axis) The vehicle shall be positioned in line with the x-axis in order to minimise rotation around the z-axis 7.3.3.1.2. Lateral position (y-axis) The vehicle shall remain aligned in the y-direction and lateral movement shall be minimised. 7.3.3.1.3. Front and rear position (x-axis) For all rotating wheels the centre of the tyre’s contact patch on the roller shall be within ±25 mm or ±2 per cent of the roller diameter, whichever is smaller, from the top of the roller. 7.3.3.1.4. The tested vehicle shall be restrained with a system compliant with paragraph 2.3.2. of Annex B5 . If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within 0.5 per cent of the dynamic radius r calculated using the equations in paragraph 4.4.3.1. of this annex at the j 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated according to the procedure described in paragraph 4.4.3.1. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 347/710EN OJ L, 26.6.2026 If this adjustment is outside the range defined in paragraph 7.3.1. of this annex, the torque meter method shall not apply. 7.3.4. Vehicle warm-up 7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the vehicle was warmed up at 90 per cent of the maximum speed of the next higher phase during the procedure defined in paragraph 4.2.4.1.2. of this annex, this higher phase shall be added to the applicable WLTC. Table A4/7 Vehicle warm-up Vehicle class Applicable WLTC Adopt next higher phase Warm-up cycle Class 1 Low + Medium + Low NA Low + Medium + Low 1 1 1 1 1 1 Low + Medium + 2 2 NA High 2+ Extra High 2 Low 2+ Medium 2+ High 2 + Extra High 2 Class 2 Yes (Extra High ) 2 Low + Medium + 2 2 High 2 No Low + Medium + High 2 2 2 Low + Medium + Low + Medium + High + 3 3 3 3 3 High 3+ Extra High 3 Extra High 3 Low 3+ Medium 3+ High 3 + Extra High 3 Class 3 Yes (Extra High ) 3 Low + Medium + 3 3 High 3 No Low + Medium + High 3 3 3 7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in paragraph 7.3.4.1. of this annex, with the highest speed, shall be driven. 7.3.4.3. Alternative warm-up procedure 7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the responsible authority, an alternative warm-up procedure may be used. The approved alternative warm-up procedure may be used for vehicles within the same road load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2. to 7.3.4.3.5. inclusive of this annex. 7.3.4.3.2. At least one vehicle representing the road load family shall be selected. 7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Annex B7 with corrected road load coefficients f , f and f , for the alternative warm-up procedure shall be equal to or higher than the cycle 0a 1a 2a energy demand calculated with the target road load coefficients f , f , and f , for each applicable phase. 0 1 2 348/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The corrected road load coefficients f , f and f , shall be calculated according to the following equations: 0a 1a 2a f ¼f + A – A 0a 0 dalt dWLTC f ¼f + B – B 1a 1 dalt dWLTC f ¼f + C – C 2a 2 dalt dWLTC where: A , B and C are the chassis dynamometer setting coefficients after the alternative warm-up d_alt d_alt d_alt procedure; A , B and are the chassis dynamometer setting coefficients after a WLTC warm-up procedure d_WLTC d_WLTC C described in paragraph 7.3.4.1. of this annex and a valid chassis dynamometer load d_WLTC setting according to paragraph 8. of this annex. 7.3.4.3.4. The corrected road load coefficients f , f and f , shall be used only for the purpose of paragraph 7.3.4.3.3. 0a 1a 2a of this annex. For other purposes, the target road load coefficients f , f and f , shall be used as the target road 0 1 2 load coefficients. 7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the responsible authority. 8. Chassis dynamometer load setting 8.1. Chassis dynamometer load setting using the coastdown method This method is applicable when the road load coefficients f , f and f have been determined. 0 1 2 In the case of a road load matrix family, this method shall be applied when the road load of the representative vehicle is determined using the coastdown method described in paragraph 4.3. of this annex. The target road load values are the values calculated using the method described in paragraph 5.1. of this annex. 8.1.1. Initial load setting For a chassis dynamometer with coefficient control, the chassis dynamometer power absorption unit shall be adjusted with the arbitrary initial coefficients, A , B and C , of the following equation: d d d F ¼A + B v + C v2 d d d d where: F is the chassis dynamometer setting load, N; d v is the speed of the chassis dynamometer roller, km/h. The following are recommended coefficients to be used for the initial load setting: (a) A ¼0:5 × A; B ¼0:2 × B; C ¼C d t d t d t for single-axis chassis dynamometers, or A ¼0:1 × A; B ¼0:2 × B; C ¼C d t d t d t for dual-axis chassis dynamometers, where A, B and C are the target road load coefficients; t t t (b) Empirical values, such as those used for the setting for a similar type of vehicle. For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set to the chassis dynamometer power absorption unit. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 349/710EN OJ L, 26.6.2026 8.1.2. Coastdown The coastdown test on the chassis dynamometer shall be performed with the procedure given in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex and shall start no later than 120 seconds after completion of the warm-up procedure. Consecutive coastdown runs shall be started immediately. At the request of the manufacturer and with approval of the responsible authority, the time between the warm-up procedure and coastdowns using the iterative method may be extended to ensure a proper vehicle setting for the coastdown. The manufacturer shall provide the responsible authority with evidence for requiring additional time and evidence that the chassis dynamometer load setting parameters (e.g. coolant and/or oil temperature, force on a dynamometer) are not affected. 8.1.3. Verification 8.1.3.1. The target road load value shall be calculated using the target road load coefficient, A, B and C, for each t t t reference speed, v: j F ¼A + Bv + Cv2 tj t t j t j where: A, B and C are the target road load parameters; t t t F is the target road load at reference speed v, N; tj j v is the jthreference speed, km/h. j 8.1.3.2. The measured road load shall be calculated using the following equation: 1 2 × Δv F ¼ × ðTM + m Þ × mj 3:6 r Δt j where: Δv is 5 km/h; F is the measured road load for each reference speed v, N; mj j TM is the test mass of the vehicle, kg; m is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this r annex, kg; Δt is the coastdown time corresponding to speed v, s. j j 8.1.3.3. The coefficients A, B and C in the road load equation of the simulated road load on the chassis s s s dynamometer shall be calculated using a least squares regression analysis: F ¼ A + ðB × vÞ + ðC × v2Þ s s s s The simulated road load for each reference speed v shall be determined using the following equation, using j the calculated A, B and C: s s s F ¼A + ðB × vÞ + ðC × v2) sj s s j s j 8.1.3.4. For dynamometer load setting, two different methods may be used. If the vehicle is accelerated by the dynamometer, the methods described in paragraph 8.1.3.4.1. of this annex shall be used. If the vehicle is accelerated under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex shall be used and the minimum acceleration multiplied by speed shall be 6 m2/sec3. Vehicles which are unable to achieve 6 m2/s3shall be driven with the acceleration control fully applied. 350/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 8.1.3.4.1. Fixed run method 8.1.3.4.1.1. The dynamometer software shall perform a total of four coastdowns. From the first coastdown, the dynamometer setting coefficients for the second run shall be calculated according to paragraph 8.1.4. of this annex. Following the first coastdown, the software shall perform three additional coastdowns with either the fixed dynamometer setting coefficients determined after the first coastdown or the adjusted dynamometer setting coefficients according to paragraph 8.1.4. of this annex. 8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be calculated using the following equations: 4 ∑ ðA – A Þ A¼A t – n¼2 3sn dn 4 ∑ ðB – B Þ B¼B t – n¼2 3sn dn 4 ∑ ðC – C Þ C¼C t – n¼2 3sn dn where: A, B and C are the target road load parameters; t t t A , B and C are the simulated road load coefficients of the nthrun; sn sn sn A , B and are the dynamometer setting coefficients of the nthrun; dn dn C dn n is the index number of coastdowns including the first stabilisation run. 8.1.3.4.2. Iterative method The calculated forces in the specified speed ranges shall either be within ±10 N after a least squares regression of the forces for two consecutive coastdowns when compared with the target values, or additional coastdowns shall be performed after adjusting the chassis dynamometer load setting according to paragraph 8.1.4. of this annex until the tolerance is satisfied. 8.1.4. Adjustment The chassis dynamometer setting load shall be adjusted according to the following equations: � F ¼ F – F ¼ F – F + F dj dj j dj sj tj ¼ ðA + B v + C v2Þ – ðA + B v + C v2Þ + ðA + Bv + Cv2Þ d d j d j s s j s j t t j t j ¼ ðA + A – A Þ + ðB + B – B Þv + ðC + C – C Þv2 d t s d t s j d t s j Therefore: � A ¼A + A – A d d t s � B ¼B + B – B d d t s � C ¼C + C – C d d t s ELI: http://data.europa.eu/eli/reg/2026/1130/oj 351/710EN OJ L, 26.6.2026 where: F is the initial chassis dynamometer setting load, N; dj � F is the adjusted chassis dynamometer setting load, N; dj F is the adjustment road load equal to ðF – F Þ, N; j sj tj F is the simulated road load at reference speed v, N; sj j F is the target road load at reference speed v, N; tj j � � � A , B and C are the new chassis dynamometer setting coefficients. d d d 8.1.5. A, B and C shall be used as the final values of f , f and f , and shall be used for the following purposes: t t t 0 1 2 (a) Determination of downscaling, paragraph 8. of Annex B1; (b) Determination of gearshift points, Annex B2; (c) Interpolation of CO and fuel consumption, paragraph 3.2.3. of Annex B7; 2 (d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Annex B8. 8.2. Chassis dynamometer load setting using the torque meter method This method is applicable when the running resistance is determined using the torque meter method described in paragraph 4.4. of this annex. In the case of a road load matrix family, this method shall be applied when the running resistance of the representative vehicle is determined using the torque meter method as specified in paragraph 4.4. of this annex. The target running resistance values are the values calculated using the method specified in paragraph 5.1. of this annex. 8.2.1. Initial load setting For a chassis dynamometer of coefficient control, the chassis dynamometer power absorption unit shall be adjusted with the arbitrary initial coefficients, A , B and C , of the following equation: d d d F ¼A + B v + C v2 d d d d where: F is the chassis dynamometer setting load, N; d v is the speed of the chassis dynamometer roller, km/h. The following coefficients are recommended for the initial load setting: a b c (a) A ¼0:5 × t; B ¼0:2 × t; C ¼ t d r0 d r0 d r0 For single-axis chassis dynamometers, or a b c A ¼0:1 × t; B ¼0:2 × t;C ¼ t d r0 d r0 d r0 For dual-axis chassis dynamometers, where: a, b and c are the target running resistance coefficients; and t t t r'is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m, or (b) Empirical values, such as those used for the setting for a similar type of vehicle. For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set for the chassis dynamometer power absorption unit. 352/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 8.2.2. Wheel torque measurement The torque measurement test on the chassis dynamometer shall be performed with the procedure defined in paragraph 4.4.2. of this annex. The torque meter(s) shall be identical to the one(s) used in the preceding road test. 8.2.3. Verification 8.2.3.1. The target running resistance (torque) curve shall be determined using the equation in paragraph 4.5.5.2.1. of this annex and may be written as follows: C� ¼a + b × v + c × v2 t t t j t j 8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer shall be calculated according to the method described and the measurement precision specified in paragraph 4.4.3.2. of this annex, and the running resistance (torque) curve determination as described in paragraph 4.4.4. of this annex with applicable corrections according to paragraph 4.5. of this annex, all with the exception of measuring in opposite directions, resulting in a simulated running resistance curve: C� ¼C + C × v + C × v2 s 0s 1s j 2s j The simulated running resistance (torque) shall be within a tolerance of ±10 N×r’ from the target running resistance at every speed reference point where r’ is the dynamic radius of the tyre in metres on the chassis dynamometer obtained at 80 km/h. If the tolerance at any reference speed does not satisfy the criterion of the method described in this paragraph, the procedure specified in paragraph 8.2.3.3. of this annex shall be used to adjust the chassis dynamometer load setting. 8.2.3.3. Adjustment The chassis dynamometer load setting shall be adjusted using the following equation: F F F F� ¼ F – ej ¼F – sj + tj dj dj r0 dj r0 r0 ða + b v + c v2Þ ða + bv + cv2Þ ¼ðA + B v + C v2Þ – s s j s j + t t j t j d d j d j r0 r0 � � � � � � ða – a Þ ðb – b Þ ðc – c Þ ¼ A + t s + B + t s v + C + t s v2 d r0 d r0 j d r0 j therefore: A� ¼A + a t – a s d d r0 B� ¼B + b t – b s d d r0 C� ¼C + c t – c s d d r0 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 353/710EN OJ L, 26.6.2026 where: � F is the new chassis dynamometer setting load, N; dj F is the adjustment road load equal to (F -F ), Nm; ej sj tj F is the simulated road load at reference speed v, Nm; sj j F is the target road load at reference speed v, Nm; tj j � � � A , B and C are the new chassis dynamometer setting coefficients; d d d r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m. Paragraphs 8.2.2. and 8.2.3. of this annex shall be repeated until the tolerance in paragraph 8.2.3.2. of this annex is met. 8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer load setting shall be recorded when the requirement of paragraph 8.2.3.2. of this annex is fulfilled. 8.2.4. Transforming running resistance coefficients to road load coefficients f , f , f 0 1 2 8.2.4.1. If the vehicle does not coast down in a repeatable manner and a vehicle coastdown mode according to paragraph 4.2.1.8.5. of this annex is not feasible, the coefficients f , f and f in the road load equation shall 0 1 2 be calculated using the equations in paragraph 8.2.4.1.1. of this annex. In any other case, the procedure described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this annex shall be performed. 8.2.4.1.1. f ¼c0 × 1:02 0 r f ¼c1 × 1:02 1 r c f ¼ 2 × 1:02 2 r where: c , c , c are the running resistance coefficients determined in paragraph 4.4.4. of this annex, Nm, 0 1 2 Nm/(km/h), Nm/(km/h)2; r is the dynamic tyre radius of the vehicle with which the running resistance was determined, m; 1.02 is an approximate coefficient compensating for drivetrain losses. 8.2.4.1.2. The determined f , f , f values shall not be used for a chassis dynamometer setting or any emission or range 0 1 2 testing. They shall be used only in the following cases: (a) Determination of downscaling, paragraph 8. of Annex B1; (b) Determination of gearshift points, Annex B2; (c) Interpolation of CO and fuel consumption, paragraph 3.2.3 of Annex B7; 2 (d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Annex B8. 8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a vehicle coastdown procedure shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this annex. The coastdown times shall be recorded. 8.2.4.3. The road load F at reference speed v, N, shall be determined using the following equation: j j 1 2 × Δv F ¼ × ðTM + m Þ × j 3:6 r Δt j 354/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 where: F is the road load at reference speed v, N; j j TM is the test mass of the vehicle, kg; m is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this r annex, kg; Δv = 5 km/h Δt is the coastdown time corresponding to speed v, s. j j 8.2.4.4. The coefficients f , f and f in the road load equation shall be calculated with a least squares regression 0 1 2 analysis over the reference speed range. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 355/710EN OJ L, 26.6.2026 ANNEX B5 Test equipment and calibrations 1. Test bench specifications and settings 1.1. Cooling fan specifications 1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the corresponding roller speed, whichever is greater. 1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a number of measuring points that: (a) For fans with rectangular outlets, are located at the centre of each rectangle dividing the whole of the fan outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal parts). The centre area shall not be measured (as shown in Figure A5/1); Figure A5/1 Fan with rectangular outlet (b) For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal and 45° lines. The measurement points shall lie on the radial centre line of each sector (22.5°) at two- thirds of the outlet radius (as shown in Figure A5/2). Figure A5/2 Fan with circular outlet These measurements shall be made with no vehicle or other obstruction in front of the fan. The device used to measure the linear velocity of the air shall be located between 0 and 20 cm from the air outlet. 356/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.1.3. The outlet of the fan shall have the following characteristics: (a) An area of at least 0.3 m2; and (b) A width/diameter of at least 0.8 metre. 1.1.4. The position of the fan shall be as follows: (a) Height of the lower edge above ground: approximately 20 cm; (b) Distance from the front of the vehicle: approximately 30 cm; (c) Approximately on the longitudinal centreline of the vehicle. 1.1.5. At the request of the manufacturer and if considered appropriate by the responsible authority, the height, lateral position and distance from the vehicle of the cooling fan may be modified. If the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear- mounted engines or side air intakes, or it does not provide adequate cooling to properly represent in-use operation, at the request of the manufacturer and if considered appropriate by the responsible authority, the height, capacity, longitudinal and lateral position of the cooling fan may be modified and additional fans which may have different specifications (including constant speed fans) may be used. 1.1.6. In the cases described in paragraph 1.1.5. of this annex, the position and capacity of the cooling fan(s) and details of the justification supplied to the responsible authority shall be recorded. For any subsequent testing, similar positions and specifications shall be used in consideration of the justification to avoid non- representative cooling characteristics. 2. Chassis dynamometer 2.1. General requirements 2.1.1. The dynamometer shall be capable of simulating road load with three road load coefficients that can be adjusted to shape the load curve. 2.1.2. The chassis dynamometer may have a single or twin-roller configuration. In the case that twin-roller chassis dynamometers are used, the rollers shall be permanently coupled or the front roller shall drive, directly or indirectly, any inertial masses and the power absorption device. 2.2. Specific requirements The following specific requirements relate to the dynamometer manufacturer's specifications. 2.2.1. The roller run-out shall be less than 0.25 mm at all measured locations. 2.2.2. The roller diameter shall be within ±1.0 mm of the specified nominal value at all measurement locations. 2.2.3. The dynamometer shall have a time measurement system for use in determining acceleration rates and for measuring vehicle/dynamometer coastdown times. This time measurement system shall not exceed an accuracy of ±0.001 per cent after at least 1,000 seconds of operation. This shall be verified upon initial installation. 2.2.4. The dynamometer shall have a speed measurement system with an accuracy of at least ±0.080 km/h. This shall be verified upon initial installation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 357/710EN OJ L, 26.6.2026 2.2.5. The dynamometer shall have a response time (90 per cent response to a tractive effort step change) of less than 100 ms with instantaneous accelerations that are at least 3 m/s2. This shall be verified upon initial installation and after major maintenance. 2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer manufacturer and shall be confirmed to within 0.5 per cent or 7.5 kg whichever is the greater for each measured base inertia and ±0.2 per cent relative to any arithmetic average value by dynamic derivation from trials at constant acceleration, deceleration and force. 2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz. 2.3. Additional specific requirements for a chassis dynamometer in 4WD operation 2.3.1. For testing in 4WD operation, unless the conditions in paragraph 2.3.1.3. are met the chassis dynamometer shall have a single roller configuration. The 4WD control system shall be designed such that the following requirements are fulfilled when tested with a vehicle driven over the WLTC. 2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD operation reproduces the same proportioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface. 2.3.1.2. Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of this annex and of either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this annex shall be satisfied. The speed difference between the front and rear rollers shall be assessed by applying a 1 second moving average filter to roller speed data acquired at a minimum frequency of 20 Hz. 2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less than 0.2 per cent of the distance driven over the WLTC. The absolute number shall be integrated for the calculation of the total difference in distance over the WLTC. 2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less than 0.1 m in any 200 ms time period. 2.3.1.2.3. The speed difference of all roller speeds shall be within ±0.16 km/h. 2.3.1.3. The usage of twin roller dynamometers with 4WD configuration shall be accepted if the following conditions are met: (a) The separation distance between the front and rear sets of twin rollers of the dynamometer (X in diagram below) is set as closely as possible to match the manufacturer’s declared wheelbase of the vehicle to be tested, and (b) It shall be ensured that the setting of the separation distance between the roller sets used for dyno load setting is reproduced for vehicle testing. 358/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3.2. Vehicle restraint system for single roller chassis dynamometers 2.3.2.1. Vertical force In addition to the requirement of paragraph 7.3.3.1.3. of Annex B4, the restraint system shall be designed so that the vertical force imposed on the vehicle is minimised and is the same during the chassis dynamometer setting and all tests. This criterion is fulfilled, if either the restraint system is designed such that it cannot impose any different vertical force, or if a procedure to demonstrate how this requirement can be met is agreed between the responsible authority and the manufacturer. 2.3.2.2. Restraint stiffness The restraint system shall exhibit sufficient stiffness in order to minimize any movements and rotations. Only limited movements along the z-axis and rotations over the y-axis are allowed to avoid non-negligible effects towards the test results and to fulfil the requirements of paragraph 2.3.2.1. of this annex. 2.4. Chassis dynamometer calibration 2.4.1. Force measurement system The accuracy of the force transducer shall be at least ±10 N for all measured increments. This shall be verified upon initial installation, after major maintenance and within 370 days before testing. 2.4.2. Dynamometer parasitic loss calibration The dynamometer's parasitic losses shall be measured and updated if any measured value differs from the current loss curve by more than 9.0 N. This shall be verified upon initial installation, after major maintenance and within 35 days before testing. 2.4.3. Verification of road load simulation without a vehicle The dynamometer performance shall be verified by performing an unloaded coastdown test upon initial installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown force error shall be less than 10 N or 2 per cent, whichever is greater, at each reference speed point. 3. Exhaust gas dilution system 3.1. System specification 3.1.1. Overview 3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously diluted with ambient air under controlled conditions using a constant volume sampler. A critical flow venturi (CFV) or multiple critical flow venturis arranged in parallel, a positive displacement pump (PDP), a subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The total volume of the mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the volume shall be collected for analysis. The quantities of exhaust gas compounds shall be determined from the sample concentrations, corrected for their respective content of the dilution air and the totalised flow over the test period. 3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel, dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be fitted in the dilution tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 359/710EN OJ L, 26.6.2026 3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this annex shall be a vessel such as that illustrated in Figure A5/3 in which vehicle exhaust gases and the dilution air are combined so as to produce a homogeneous mixture at the sampling position. 3.2. General requirements 3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water condensation in the sampling and measuring system at all conditions that may occur during a test. 3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probes are located (see paragraph 3.3.3. of this annex). The sampling probes shall extract representative samples of the diluted exhaust gas. 3.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured. 3.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the materials used in its construction shall be such that the concentration of any compound in the diluted exhaust gases is not affected. If any component in the system (heat exchanger, cyclone separator, suction device, etc.) changes the concentration of any of the exhaust gas compounds and the systematic error cannot be corrected, sampling for that compound shall be carried out upstream from that component. 3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall be designed to minimise deposition or alteration of the particulate or particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. 3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes shall be connected as near as possible to the vehicle without adversely affecting their operation. 3.3. Specific requirements 3.3.1. Connection to vehicle exhaust 3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the sample point, or first point of dilution. For multiple tailpipe configurations where all the tailpipes are combined, the start of the connecting tube shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the exit of the tailpipe and the start of the connecting tube may or may not be insulated or heated. 3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed so as to minimize heat loss. 3.3.1.3. The connecting tube shall satisfy the following requirements: (a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated. Its internal diameter shall not exceed 105 mm; the insulating materials shall have a thickness of at least 25 mm and thermal conductivity shall not exceed 0.1 W/m-1K-1 at 400 °C. Optionally, the tube may be heated to a temperature above the dew point. This may be assumed to be achieved if the tube is heated to 70 °C; 360/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (b) Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than ±0.75 kPa at 50 km/h, or more than ±1.25 kPa for the duration of the test from the static pressures recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be measured in the exhaust outlet or in an extension having the same diameter and as near as possible to the end of the tailpipe. Sampling systems capable of maintaining the static pressure to within ±0.25 kPa may be used if a written request from a manufacturer to the responsible authority substantiates the need for the tighter tolerance; (c) No component of the connecting tube shall be of a material that might affect the gaseous or solid composition of the exhaust gas. To avoid generation of any particles from elastomer connectors, elastomers employed shall be as thermally stable as possible and have minimum exposure to the exhaust gas. It is recommended not to use elastomer connectors to bridge the connection between the vehicle exhaust and the connecting tube. 3.3.2. Dilution air conditioning 3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall pass through a medium capable of reducing particles of the most penetrating particle size in the filter material by ≥ 99.95 per cent, or through a filter of at least Class H13 of EN 1822:2019. This represents the specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may optionally be charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used. 3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled according to good engineering practice to determine the tunnel contribution to background particulate and particle levels, which can be subsequently subtracted from the values measured in the diluted exhaust. See paragraph 2.1.3. of Annex B6. 3.3.3. Dilution tunnel 3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing device may be used. 3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not vary by more than ±2 per cent from the arithmetic average of the values obtained for at least five points located at equal intervals on the diameter of the gas stream. 3.3.3.3. For PM and PN emissions sampling, a dilution tunnel shall be used that: (a) Consists of a straight tube of electrically-conductive material that is grounded; (b) Causes turbulent flow (Reynolds number ≥ 4,000) and be of sufficient length to cause complete mixing of the exhaust and dilution air; (c) Is at least 200 mm in diameter; (d) May be insulated and/or heated. 3.3.4. Suction device 3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to prevent any water condensation. This result is obtained if the flow is either: (a) Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or (b) Sufficient to ensure that the CO concentration in the dilute exhaust sample bag is less than 3 per cent 2 by volume for petrol and diesel, less than 2.2 per cent by volume for LPG and less than 1.5 per cent by volume for NG/biomethane. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 361/710EN OJ L, 26.6.2026 3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this annex may not be necessary if the CVS system is designed to inhibit condensation by such techniques, or combination of techniques, as: (a) Reducing water content in the dilution air (dilution air dehumidification); (b) Heating of the CVS dilution air and of all components up to the diluted exhaust flow measurement device and, optionally, the bag sampling system including the sample bags and also the system for the measurement of the bag concentrations. In such cases, the selection of the CVS flow rate for the test shall be justified by showing that condensation of water cannot occur at any point within the CVS, bag sampling or analytical system. 3.3.5. Volume measurement in the primary dilution system 3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall be such that measurement is accurate to ±2 per cent under all operating conditions. If the device cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the measuring point, a heat exchanger shall be used to maintain the temperature to within ±6 °C of the specified operating temperature for a PDP CVS, ±11 °C for a CFV CVS, ±6 °C for a UFM CVS, and ±11 °C for an SSV CVS. 3.3.5.2. If necessary, some form of protection for the volume measuring device may be used e.g. a cyclone separator, bulk stream filter, etc. 3.3.5.3. A temperature sensor shall be installed immediately before the volume measuring device. This temperature sensor shall have an accuracy of ±1 °C and a response time of 1 second or less at 62 per cent of a given temperature variation (value measured in water or silicone oil). 3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if necessary, downstream from the volume measuring device. 3.3.5.5. The pressure measurements shall have a precision and an accuracy of ±0.4 kPa during the test. See Table A5/5. 3.3.6. Recommended system description Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the requirements of this annex. The following components are recommended: (a) A dilution air filter, which may be pre-heated if necessary. This filter shall consist of the following filters in sequence: an optional activated charcoal filter (inlet side), and a HEPA filter (outlet side). It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon concentrations of ambient emissions in the dilution air; (b) A connecting tube by which vehicle exhaust is admitted into a dilution tunnel; (c) An optional heat exchanger as described in paragraph 3.3.5.1. of this annex; (d) A mixing device in which exhaust gas and dilution air are mixed homogeneously, and which may be located close to the vehicle so that the length of the connecting tube is minimized; (e) A dilution tunnel from which particulate and, if applicable, particles are sampled; 362/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (f) Some form of protection for the measurement system may be used e.g. a cyclone separator, bulk stream filter, etc.; (g) A suction device of sufficient capacity to handle the total volume of diluted exhaust gas. Exact conformity with these figures is not essential. Additional components such as instruments, valves, solenoids and switches may be used to provide additional information and co-ordinate the functions of the component system. Figure A5/3 Exhaust dilution system 3.3.6.1. Positive displacement pump (PDP) A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions made by the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant flow rate. 3.3.6.2. Critical flow venturi (CFV) 3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the principles of flow mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic velocity that is directly proportional to the square root of the gas temperature. Flow is continually monitored, computed and integrated throughout the test. 3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality of the gas samples taken from the dilution tunnel. As both pressure and temperature are equal at the two venturi inlets, the volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust gas mixture produced, and thus the requirements of this annex are fulfilled. 3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 363/710EN OJ L, 26.6.2026 3.3.6.3. Subsonic flow venturi (SSV) 3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is based on the principles of flow mechanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a subsonic velocity that is calculated from the physical dimensions of the subsonic venturi and measurement of the absolute temperature (T) and pressure (P) at the venturi inlet and the pressure in the throat of the venturi. Flow is continually monitored, computed and integrated throughout the test. 3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas. Figure A5/4 Schematic of a subsonic venturi tube (SSV) 3.3.6.4. Ultrasonic flow meter (UFM) 3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the principle of ultrasonic flow detection by means of a pair, or multiple pairs, of ultrasonic transmitters/receivers mounted within the pipe as in Figure A5/5. The velocity of the flowing gas is determined by the difference in the time required for the ultrasonic signal to travel from transmitter to receiver in the upstream direction and the downstream direction. The gas velocity is converted to standard volumetric flow using a calibration factor for the tube diameter with real time corrections for the diluted exhaust temperature and absolute pressure. 3.3.6.4.2. Components of the system include: (a) A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate and also for maintaining constant volumetric flow at standard conditions; (b) A UFM; (c) Temperature and pressure measurement devices, T and P, required for flow correction; (d) An optional heat exchanger for controlling the temperature of the diluted exhaust to the UFM. If installed, the heat exchanger shall be capable of controlling the temperature of the diluted exhaust to that specified in paragraph 3.3.5.1. of this annex. Throughout the test, the temperature of the air/ exhaust gas mixture measured at a point immediately upstream of the suction device shall be within ±6 °C of the arithmetic average operating temperature during the test. 364/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A5/5 Schematic of an ultrasonic flow meter (UFM) 3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type CVS: (a) The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4,000 in order to maintain a consistent turbulent flow before the ultrasonic flow meter; (b) An ultrasonic flow meter shall be installed in a pipe of constant diameter with a length of 10 times the internal diameter upstream and 5 times the diameter downstream; (c) A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic flow meter. This sensor shall have an accuracy of ±1 °C and a response time of 0.1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil); (d) The absolute pressure (P) of the diluted exhaust shall be measured immediately before the ultrasonic flow meter to within ±0.3 kPa; (e) If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the diluted exhaust, corrected to standard conditions, shall be maintained at a constant level during the test. This may be achieved by control of the suction device, flow valve or other method. 3.4. CVS calibration procedure 3.4.1. General requirements 3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a restricting device and at the intervals listed in Table A5/4. The flow through the system shall be measured at various pressure readings and the control parameters of the system measured and related to the flows. The flow metering device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine meter) shall be dynamic and suitable for the high flow rate encountered in constant volume sampler testing. The device shall be of certified accuracy. 3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV and UFM units using a laminar flow meter, which gives the required accuracy, along with a statistical check on the calibration validity. 3.4.2. Calibration of a positive displacement pump (PDP) 3.4.2.1. The following calibration procedure outlines the equipment, the test configuration and the various parameters that are measured to establish the flow rate of the CVS pump. All the parameters related to the pump are simultaneously measured with the parameters related to the flow meter that is connected in series with the pump. The calculated flow rate (given in m3/min at pump inlet for the measured absolute pressure and temperature) shall be subsequently plotted versus a correlation function that includes the relevant pump parameters. The linear equation that relates the pump flow and the correlation function shall be subsequently determined. In the case that a CVS has a multiple speed drive, a calibration for each range used shall be performed. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 365/710EN OJ L, 26.6.2026 3.4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow meter parameters relating the flow rate at each point. The following conditions shall be maintained to ensure the accuracy and integrity of the calibration curve: 3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump drive head plate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials. 3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow meter is sensitive to inlet temperature oscillations that cause data points to be scattered. Gradual changes of ±1 °C in temperature are acceptable as long as they occur over a period of several minutes. 3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of leakage. 3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used to calculate the flow rate from the calibration equation. 3.4.2.4. Figure A5/6 of this annex shows an example of a calibration set-up. Variations are permissible, provided that the responsible authority approves them as being of comparable accuracy. If the set-up shown in Figure A5/6 is used, the following data shall be found within the limits of accuracy given: Barometric pressure (corrected), P ±0.03 kPa b Ambient temperature, T ±0.2 °C Air temperature at LFE, ETI ±0.15 °C Pressure depression upstream of LFE, EPI ±0.01 kPa Pressure drop across the LFE matrix, EDP ±0.0015 kPa Air temperature at CVS pump inlet, PTI ±0.2 °C Air temperature at CVS pump outlet, PTO ±0.2 °C Pressure depression at CVS pump inlet, PPI ±0.22 kPa Pressure head at CVS pump outlet, PPO ±0.22 kPa Pump revolutions during test period, n ±1 min-1 Elapsed time for period (minimum 250 s), t ±0.1 s 366/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A5/6 PDP calibration configuration 3.4.2.5. After the system has been connected as shown in Figure A5/6, the variable restrictor shall be set in the wide- open position and the CVS pump shall run for 20 minutes before starting the calibration. 3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments of pump inlet depression (about 1 kPa) that will yield a minimum of six data points for the total calibration. The system shall be allowed to stabilize for 3 minutes before the data acquisition is repeated. 3.4.2.5.2. The air flow rate Q at each test point shall be calculated in standard m3/min from the flow meter data using s the manufacturer's prescribed method. 3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V in m3/rev at absolute pump inlet 0 temperature and pressure. V ¼Q s × T p × 101:325kPa 0 n 273:15K P p where: V is the pump flow rate at T and P m3/rev; 0 p p, Q is the air flow at 101.325 kPa and 273.15 K (0 °C), m3/min; s T is the pump inlet temperature, Kelvin (K); p P is the absolute pump inlet pressure, kPa; p n is the pump speed, min-1. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 367/710EN OJ L, 26.6.2026 3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the correlation function x between the pump speed n, the pressure differential from pump inlet to pump 0 outlet and the absolute pump outlet pressure shall be calculated using the following equation: rffiffiffiffiffiffiffiffi x ¼1 ΔP p 0 n P e where: x is the correlation function; 0 ΔP is the pressure differential from pump inlet to pump outlet, kPa; p P absolute outlet pressure ðPPO + P Þ, kPa. e b A linear least squares fit shall be performed to generate the calibration equations having the following form: V ¼D – M × x 0 0 0 n¼A – B × ΔP p where B and M are the slopes, and A and D are the intercepts of the lines. 0 3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves generated for the ranges shall be approximately parallel and the intercept values D shall increase as the pump flow 0 range decreases. 3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the measured value of V . Values of 0 M will vary from one pump to another. A calibration shall be performed at initial installation and after major maintenance. 3.4.3. Calibration of a critical flow venturi (CFV) 3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi: Q ¼KpvffiPffiffi s T where: Q is the flow, m3/min; s K is the calibration coefficient; v P is the absolute pressure, kPa; T is the absolute temperature, Kelvin (K). Gas flow is a function of inlet pressure and temperature. The calibration procedure described in paragraphs 3.4.3.2. to 3.4.3.3.3.4. inclusive of this annex establishes the value of the calibration coefficient at measured values of pressure, temperature and air flow. 368/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and the following data shall be within the limits of accuracy given: Barometric pressure (corrected), P ±0.03 kPa, b LFE air temperature, flow meter, ETI ±0.15 °C, Pressure depression upstream of LFE, EPI ±0.01 kPa, Pressure drop across LFE matrix, EDP ±0.0015 kPa, Air flow, Q ±0.5 per cent, s CFV inlet depression, PPI ±0.02 kPa, Temperature at venturi inlet, T ±0.2 °C. v 3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks. Any leaks between the flow- measuring device and the critical flow venturi will seriously affect the accuracy of the calibration and shall therefore be prevented. Figure A5/7 CFV calibration configuration 3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction device shall be started and the system stabilized. Data from all instruments shall be collected. 3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi shall be made. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 369/710EN OJ L, 26.6.2026 3.4.3.3.3. The data recorded during the calibration shall be used in the following calculation: 3.4.3.3.3.1. The air flow rate Q at each test point shall be calculated from the flow meter data using the manufacturer's s prescribed method. Values of the calibration coefficient shall be calculated for each test point: pffiffiffiffiffi Q T K ¼ s v v P v where: Q is the flow rate, m3/min at 273.15 K (0 °C) and 101.325, kPa; s T is the temperature at the venturi inlet, Kelvin (K); v P is the absolute pressure at the venturi inlet, kPa. v 3.4.3.3.3.2. K shall be plotted as a function of venturi inlet pressure P. For sonic flow K will have a relatively constant v v v value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K decreases. These v values of K shall not be used for further calculations. v 3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average K and the standard deviation v shall be calculated. 3.4.3.3.3.4. If the standard deviation exceeds 0.3 per cent of the arithmetic average K , corrective action shall be taken. v 3.4.4. Calibration of a subsonic venturi (SSV) 3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of inlet pressure and temperature, and the pressure drop between the SSV inlet and throat. 3.4.4.2. Data analysis 3.4.4.2.1. The airflow rate, Q , at each restriction setting (minimum 16 settings) shall be calculated in standard m3/s SSV from the flow meter data using the manufacturer's prescribed method. The discharge coefficient C shall be d calculated from the calibration data for each setting using the following equation: Q C d ¼ v uffi (ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiSffiffiSffiVffiffiffiffiffiffiffiffiffiffiffiffiffi ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi !ffiffiffiffi )ffiffiffiffi u d2 × p × t 1 × ðr1:426 – r1:713Þ × 1 V p T p p 1 – r4 × r1:426 D p where: Q is the airflow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s; SSV T is the temperature at the venturi inlet, Kelvin (K); d is the diameter of the SSV throat, m; V r Δp p is the ratio of the SSV throat pressure to inlet absolute static pressure, 1 – ; p p r is the ratio of the SSV throat diameter d to the inlet pipe inner diameter D; D V C is the discharge coefficient of the SSV; d p is the absolute pressure at venturi inlet, kPa. p 370/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 To determine the range of subsonic flow, C shall be plotted as a function of Reynolds number Reat the SSV d throat. The Reynolds number at the SSV throat shall be calculated using the following equation: Q Re¼ A × SSV 1 d × μ V where: 1:5 b × T μ¼ S + T � �� �� � A 1 min mm 1 is 25.55152 in SI, ; m3 s m Q is the airflow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s; SSV d is the diameter of the SSV throat, m; V μ is the absolute or dynamic viscosity of the gas, kg/ms; b is 1:458 × 106(empirical constant), kg/ms K0.5; S is 110.4 (empirical constant), Kelvin (K). 3.4.4.2.2. Because Q is an input to the Re equation, the calculations shall be started with an initial estimate for Q SSV SSV or C of the calibration venturi, and repeated until Q converges. The convergence method shall be d SSV accurate to at least 0.1 per cent. 3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated values of C from the d resulting calibration curve fit equation shall be within ±0.5 per cent of the measured C for each calibration d point. 3.4.5. Calibration of an ultrasonic flow meter (UFM) 3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter. 3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the test cell (diluted exhaust piping, suction device) and checked for leaks. See Figure A5/8. 3.4.5.3. A heater shall be installed to condition the calibration flow in the event that the UFM system does not include a heat exchanger. 3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed at temperatures from room temperature to the maximum that will be experienced during vehicle testing. 3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating the electronic portions (temperature (T) and pressure (P) sensors) of the UFM. 3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in the case that a laminar flow element is used) shall be found within the limits of accuracy given: Barometric pressure (corrected), P ±0.03 kPa, b LFE air temperature, flow meter, ETI ±0.15 °C, Pressure depression upstream of LFE, EPI ±0.01 kPa, Pressure drop across (EDP) LFE matrix ±0.0015 kPa, Air flow, Q ±0.5 per cent, s UFM inlet depression, P ±0.02 kPa, act Temperature at UFM inlet, T ±0.2 °C. act ELI: http://data.europa.eu/eli/reg/2026/1130/oj 371/710EN OJ L, 26.6.2026 3.4.5.7. Procedure 3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks. Any leaks between the flow- measuring device and the UFM will seriously affect the accuracy of the calibration. Figure A5/8 UFM calibration configuration 3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow valve shall be adjusted to provide the set flow for the validation and the system stabilised. Data from all instruments shall be collected. 3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to increase the temperature of the calibration air, allowed to stabilise and data from all the instruments recorded. The temperature shall be increased in reasonable steps until the maximum diluted exhaust temperature expected during the emissions test is reached. 3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or flow valve shall be adjusted to the next flow setting that will be used for vehicle emissions testing after which the calibration sequence shall be repeated. 3.4.5.8. The data recorded during the calibration shall be used in the following calculations. The air flow rate Q at s each test point shall be calculated from the flow meter data using the manufacturer's prescribed method. Q K ¼ reference v Q s where: Q is the air flow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s; s Q is the air flow rate of the calibration flow meter at standard conditions (101.325 kPa, reference 273.15 K (0 °C)), m3/s; K is the calibration coefficient. v For UFM systems without a heat exchanger, K shall be plotted as a function of T . v act The maximum variation in K shall not exceed 0.3 per cent of the arithmetic average K value of all the v v measurements taken at the different temperatures. 372/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.5. System verification procedure 3.5.1. General requirements 3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of an emissions gas compound into the system whilst it is being operated under normal test conditions and subsequently analysing and calculating the emission gas compounds according to the equations of Annex B7. The CFO method described in paragraph 3.5.1.1.1. of this annex and the gravimetric method described in paragraph 3.5.1.1.2. of this annex are both known to give sufficient accuracy. The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is ±2 per cent. 3.5.1.1.1. Critical flow orifice (CFO) method The CFO method meters a constant flow of pure gas (CO, CO , or C H ) using a critical flow orifice device. 2 3 8 A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate qwhich is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual equipment (see paragraph 4.1. of this annex) and the results compared to the concentration of the known gas samples. If deviations exceed ±2 per cent, the cause of the malfunction shall be determined and corrected. 3.5.1.1.2. Gravimetric method The gravimetric method weighs a quantity of pure gas (CO, CO , or C H ). 2 3 8 The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall be determined with a precision of ±0.01 g. The CVS system shall operate under normal exhaust emissions test conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The quantity of pure gas involved shall be determined by means of differential weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as described in paragraph 4.1. of this annex. The results shall be subsequently compared to the concentration figures computed previously. If deviations exceed ±2 per cent, the cause of the malfunction shall be determined and corrected. 4. Emissions measurement equipment 4.1. Gaseous emissions measurement equipment 4.1.1. System overview 4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected for analysis. 4.1.1.2. The mass of gaseous emissions shall be determined from the proportional sample concentrations and the total volume measured during the test. Sample concentrations shall be corrected to take into account the respective compound concentrations in dilution air. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 373/710EN OJ L, 26.6.2026 4.1.2. Sampling system requirements 4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction device. With the exception of paragraphs 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM measurement equipment) and paragraph 4.3 (PN measurement equipment) of this annex, the dilute exhaust gas sample may be taken downstream of the conditioning devices (if any). 4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of dilution air and diluted exhaust in the CVS bags to allow concentration measurement and shall not exceed 0.3 per cent of the flow rate of the dilute exhaust gases, unless the diluted exhaust bag fill volume is added to the integrated CVS volume. 4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted). 4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the mixing area. 4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the dilute exhaust gases. 4.1.2.6. The materials used for the sampling operations shall be such as not to change the concentration of the emissions compounds. 4.1.2.7. Filters may be used in order to extract the solid particles from the sample. 4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type. 4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way valves and the sample bags, the connections sealing themselves automatically on the bag side. Other systems may be used for conveying the samples to the analyser (e.g. three-way stop valves). 4.1.2.10. Sample storage 4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as not to impede the sample flow. 4.1.2.10.2. The bag material shall be such as to affect neither the measurements themselves nor the chemical composition of the gas samples by more than ±2 per cent after 30 minutes (e.g., laminated polyethylene/ polyamide films, or fluorinated polyhydrocarbons). 4.1.3. Sampling systems 4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID) 4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The sample shall be taken upstream of the heat exchanger (if fitted). The sampling probe shall be installed at the same distance from the exhaust gas inlet as the particulate sampling probe and in such a way that neither interferes with samples taken by the other. It shall have a minimum internal diameter of 4 mm. 4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ±10 °C by the heating system. 4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be determined by integration of the second-by-second data divided by the phase or test duration. 374/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.1.3.1.4. The heated sampling line shall be fitted with a heated filter F having a 99 per cent efficiency for particles H ≥ 0.3 μm to extract any solid particles from the continuous flow of gas required for analysis. 4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall be no more than 4 seconds. 4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CVS volume flow is made. 4.1.4. Analysers 4.1.4.1. General requirements for gas analysis 4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy required to measure the concentrations of the exhaust gas sample compounds. 4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ±2 per cent (intrinsic error of analyser) disregarding the reference value for the calibration gases. 4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same range. 4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to have no effect on the content of the compound in the gas stream. 4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO ) analysis 2 The analysers shall be of the non-dispersive infrared (NDIR) absorption type. 4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent carbon atoms (C ). 1 4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to 190 °C ±10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C ). 1 4.1.4.5. Methane (CH ) analysis 4 The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane or propane gas expressed equivalent to carbon atoms (C ). 1 4.1.4.6. Nitrogen oxides (NOx) analysis The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption (NDUV) types. 4.1.4.7. (Reserved) 4.1.4.8. (Reserved) 4.1.4.9. (Reserved) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 375/710EN OJ L, 26.6.2026 4.1.4.10. (Reserved) 4.1.4.11. Hydrogen (H ) analysis (if applicable) 2 The analyser shall be of the sector field mass spectrometry type, calibrated with hydrogen. 4.1.4.12. Water (H O) analysis (if applicable) 2 The analyser shall be of the non-dispersive infrared analyser (NDIR) absorption type. The NDIR shall be calibrated either with water vapour or with propylene (C H ). If the NDIR is calibrated with water vapour, it 3 6 shall be ensured that no water condensation can occur in tubes and connections during the calibration process. If the NDIR is calibrated with propylene, the manufacturer of the analyser shall provide the information for converting the concentration of propylene to its corresponding concentration of water vapour. The values for conversion shall be periodically checked by the manufacturer of the analyser, and at least once per year. 4.1.5. Recommended system descriptions 4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system. Figure A5/9 Full flow exhaust dilution system schematic 4.1.5.2. Examples of system components are as listed below. 4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the diluted exhaust gas/air mixture. 4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis. 4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted exhaust gas and dilution air samples taken during the course of the test from sampling probes and flow of the gas samples shall be such that, at the end of each test, the quantity of the samples is sufficient for analysis. 4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample bags or to the outside vent. 376/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves and the sample bags. The coupling shall close automatically on the sampling bag side. As an alternative, other methods of transporting the samples to the analyser may be used (three-way stopcocks, for instance). 4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air during the test. 4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted exhaust gas (CFV-CVS only). 4.1.5.3. Additional components required for hydrocarbon sampling using a heated flame ionization detector (HFID) as shown in Figure A5/10. 4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane as the particulate and, if applicable, particle sample probes. 4.1.5.3.2. Heated filter located after the sampling point and before the HFID. 4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the HFID. 4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon concentrations. 4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the HFID. Figure A5/10 Components required for hydrocarbon sampling using an HFID ELI: http://data.europa.eu/eli/reg/2026/1130/oj 377/710EN OJ L, 26.6.2026 4.2. PM measurement equipment 4.2.1. Specification 4.2.1.1. System overview 4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in the dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measuring units. See Figures A5/11, A5/12 and A5/13. 4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In such case, it is recommended that it be employed upstream of the filter holder. Figure A5/11 Alternative particulate sampling probe configuration 4.2.1.2. General requirements 4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged within the dilution tunnel so that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture and shall be upstream of a heat exchanger (if any). 4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 per cent of the particulate sample flow rate. The verification of the proportionality of the particulate sampling shall be made during the commissioning of the system and as required by the responsible authority. 4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above 20 °C and below 52 °C within 20 cm upstream or downstream of the particulate sampling filter face. Heating or insulation of components of the particulate sampling system to achieve this is permitted. In the event that the 52 °C limit is exceeded during a test where periodic regeneration event does not occur, the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS flow rate is already sufficient so as not to cause condensation within the CVS, sample bags or analytical system). 4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a holder in the sampled dilute exhaust gas flow. 378/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulate. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. 4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat exchanger and a temperature control device as specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this annex, so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional. 4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an accuracy of ±1 °C and a response time (t – t ) of 15 seconds or less. 90 10 4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy of ±2.5 per cent of reading or ±1.5 per cent full scale, whichever is the least. The accuracy specified above of the sample flow from the CVS tunnel is also applicable where double dilution is used. Consequently, the measurement and control of the secondary dilution air flow and diluted exhaust flow rates through the filter shall be of a higher accuracy. 4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a frequency of 1 Hz or faster. Typically, these would include: (a) Diluted exhaust temperature at the particulate sampling filter; (b) Sampling flow rate; (c) Secondary dilution air flow rate (if secondary dilution is used); (d) Secondary dilution air temperature (if secondary dilution is used). 4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred from the dilution tunnel V ep defined in paragraph 3.3.2. of Annex B7 in the equation is not measured directly but determined by differential flow measurement. The accuracy of the flow meters used for the measurement and control of the double diluted exhaust passing through the particulate sampling filters and for the measurement/control of secondary dilution air shall be sufficient so that the differential volume V shall meet the accuracy and proportional sampling ep requirements specified for single dilution. The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted exhaust flow rate measurement system, CVS bag collection or analysis systems shall also apply in the case that double dilution systems are used. 4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system shall be subjected to a linearity verification as required by the instrument manufacturer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 379/710EN OJ L, 26.6.2026 Figure A5/12 Particulate sampling system Figure A5/13 Double dilution particulate sampling system 380/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.1.3. Specific requirements 4.2.1.3.1. Sample probe 4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance specified in paragraph 4.2.1.3.1.4. of this annex. It is recommended that this performance be achieved by the use of a sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier (cyclone impactor, etc.). An appropriate sample probe, such as that indicated in Figure A5/11, may alternatively be used provided it achieves the pre-classification performance specified in paragraph 4.2.1.3.1.4. of this annex. 4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 8 mm. If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that probe shall be split into identical sub-flows to avoid sampling artefacts. If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the direction of flow. Probes shall be equally spaced around the central longitudinal axis of the dilution tunnel, with a spacing between probes of at least 5 cm. 4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 2,000 mm. 4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The pre-classifier 50 per cent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling PM. 4.2.1.3.2. Particle transfer tube (PTT) Any bends in the PTT shall be smooth and have the largest possible radii. 4.2.1.3.3. Secondary dilution 4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM measurement may be diluted at a second stage, subject to the following requirements: 4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing particles in the most penetrating particle size of the filter material by ≥ 99.95 per cent, or through a HEPA filter of at least Class H13 of EN 1822:2019. The dilution air may optionally be charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used. 4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the outlet of the diluted exhaust from the dilution tunnel as possible. 4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the filter face shall be at least 0.25 seconds, but no longer than 5 seconds. 4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample return shall be selected so that it does not interfere with the extraction of other samples from the CVS. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 381/710EN OJ L, 26.6.2026 4.2.1.3.4. Sample pump and flow meter 4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring units. 4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ±3 °C except: (a) When the sampling flow meter has real time monitoring and flow control operating at a frequency of 1 Hz or faster; (b) During regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be invalidated. When it is repeated, the flow rate shall be decreased. 4.2.1.3.5. Filter and filter holder 4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall open and close within 1 second of the start and end of test. 4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within the range 20 cm/s to 105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceeded when the dilution system is being operated with sampling flow proportional to CVS flow rate. 4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used. All filter types shall have a 0.3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5.33 cm/s measured according to one of the following standards: (a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element; (b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters; (c) Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing HEPA and ULPA Filter Media. 4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area. The filter shall be round and have a stain area of at least 1,075 mm2. 4.2.2. Weighing chamber (or room) and analytical balance specifications 4.2.2.1. Weighing chamber (or room) conditions (a) The temperature of the weighing chamber (or room) in which the particulate sampling filters are conditioned and weighed shall be maintained to within 22 °C ±2 °C (22 °C ±1 °C if possible) during all filter conditioning and weighing; (b) Humidity shall be maintained at a dew point of less than 10.5 °C and a relative humidity of 45 per cent ±8 per cent; (c) Limited deviations from weighing chamber (or room) temperature and humidity specifications shall be permitted provided their total duration does not exceed 30 minutes in any one filter conditioning period; (d) The levels of ambient contaminants in the weighing chamber (or room) environment that would settle on the particulate sampling filters during their stabilisation shall be minimised; (e) During the weighing operation no deviations from the specified conditions are permitted. 382/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.2.2. Linear response of an analytical balance The analytical balance used to determine the filter weight shall meet the linearity verification criteria of Table A5/1 applying a linear regression. This implies a precision of at least ±2 μg and a resolution of at least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value shall be within ±1 μg. Table A5/1 Analytical balance verification criteria Standard error of Coefficient of Measurement system Intercept a0 Slope a1 estimate ( SEE) determination r2 Particulate balance ≤ 1 μg 0.99 – 1.01 ≤ 1 per cent max ≥ 0.998 4.2.2.3. Elimination of static electricity effects The effects of static electricity shall be nullified. This may be achieved by grounding the balance through placement upon an antistatic mat and neutralisation of the particulate sampling filters prior to weighing using a polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be achieved through equalization of the static charge. 4.2.2.4. Buoyancy correction The sample and reference filter weights shall be corrected for their buoyancy in air. The buoyancy correction is a function of sampling filter density, air density and the density of the balance calibration weight, and does not account for the buoyancy of the particulate matter itself. If the density of the filter material is not known, the following densities shall be used: (a) PTFE coated glass fibre filter: 2,300 kg/m3; (b) PTFE membrane filter: 2,144 kg/m3; (c) PTFE membrane filter with polymethylpentene support ring: 920 kg/m3. For stainless steel calibration weights, a density of 8,000 kg/m3 shall be used. If the material of the calibration weight is different, its density shall be known and be used. International Recommendation OIML R 111-1 Edition 2004(E) (or equivalent) from International Organization of Legal Metrology on calibration weights should be followed. The following equation shall be used: 0 1 ρ 1 – a B ρ C Pe f ¼ Pe uncorr × @ ρwA 1 – a ρ f where: Pe is the corrected particulate sample mass, mg; f Pe is the uncorrected particulate sample mass, mg; uncorr ρ is the density of the air, kg/m3; a ρ is the density of balance calibration weight, kg/m3; w ELI: http://data.europa.eu/eli/reg/2026/1130/oj 383/710EN OJ L, 26.6.2026 ρ is the density of the particulate sampling filter, kg/m3. f The density of the air ρshall be calculated using the following equation: a p × M ρ ¼ b mix a R × T a p is the total atmospheric pressure, kPa; b T is the air temperature in the balance environment, Kelvin (K); a M is the molar mass of air in a balanced environment, 28.836 g mol-1; mix R is the molar gas constant, 8.3144 J mol-1K-1. 4.3. PN measurement equipment This regulation allows for 2 settings for the measurement of PN, differentiated by the particle electrical mobility diameter at which the PNC’s detection efficiency is stated. The two values included are 23 nm and 10 nm. While most of the paragraphs and sub-paragraphs are common to the two different settings and have to be applied for both 23 nm and 10 nm PN measurement, some relate to only one option and these are marked with “SPN23” and “SPN10” respectively. 4.3.1. Specification 4.3.1.1. System overview 4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point extracting a sample from a homogenously mixed flow in a dilution system, a volatile particle remover (VPR) upstream of a particle number counter (PNC) and suitable transfer tubing. See Figure A5/14. 4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone, impactor, etc.) be located prior to the inlet of the VPR. The PCF 50 per cent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for particle sampling. The PCF shall allow at least 99 per cent of the mass concentration of 1 μm particles entering the PCF to pass through the exit of the PCF at the volumetric flow rate selected for particle sampling. A sample probe acting as an appropriate size-classification device, such as that shown in Figure A5/11, is an acceptable alternative to the use of a PCF. 4.3.1.2. General requirements 4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the case that a double dilution system is used, the particle sampling point shall be located within the primary dilution system. 4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle transfer system (PTS). The PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the following conditions: (a) The sampling probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel; (b) The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger); (c) The sampling probe shall be positioned within the dilution tunnel so that the sample is taken from a homogeneous diluent/exhaust mixture. 384/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions: (a) In the case that a full flow exhaust dilution system, is used it shall have a flow Reynolds number Re lower than 1,700; (b) In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower than 1,700 in the PTT i.e. downstream of the sampling probe or point; (c) Shall have a residence time ≤ 3 seconds. 4.3.1.2.1.3. For Level 1B only (SPN23): Any other sampling configuration for the PTS for which equivalent particle penetration at 30 nm can be demonstrated shall be considered acceptable. For Level 1A, Level 1B (optional) and Level 2 (SPN10): Any other sampling configuration for the PTS for which equivalent solid particle penetration at 15 nm can be demonstrated shall be considered acceptable. 4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC, shall have the following properties: (a) An internal diameter ≥ 4mm; (b) A sample gas flow residence time of ≤ 0.8 seconds. 4.3.1.2.1.5. For Level 1B only (SPN23): Any other sampling configuration for the OT for which equivalent solid particle penetration at 30 nm can be demonstrated shall be considered acceptable. For Level 1A, Level 1B (optional) and Level 2 (SPN10): Any other sampling configuration for the OT for which equivalent solid particle penetration at 15 nm can be demonstrated shall be considered acceptable. 4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal. 4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe up to the PNC, which are in contact with raw and diluted exhaust gas, shall be made of electrically conductive materials, shall be electrically grounded to prevent electrostatic effects and shall be designed to minimize deposition of the particles. 4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling practice that includes the avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces and the minimization of the length of the sampling line. Gradual changes in the cross-section are permitted. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 385/710EN OJ L, 26.6.2026 4.3.1.3. Specific requirements 4.3.1.3.1. The particle sample shall not pass through a pump before passing through the PNC. 4.3.1.3.2. A sample pre-classifier is recommended. 4.3.1.3.3. The VPR shall: (a) Be capable of diluting the sample in one or more stages to achieve a particle number concentration below the upper threshold of the single particle count mode of the PNC; (b) Have a gas temperature at the inlet to the PNC below the maximum allowed inlet temperature specified by the PNC manufacturer; (c) Include an initial heated dilution stage that outputs a sample at a temperature of ≥ 150 °C and ≤ 350 °C ±10 °C, and dilutes by a factor of at least 10; (d) Control heated stages to constant nominal operating temperatures, within the range ≥ 150 °C and ≤ 400 °C ±10 °C; (e) Provide an indication of whether or not heated stages are at their correct operating temperatures; (f) Achieve a solid particle penetration efficiency of at least 70 per cent for particles of 100 nm electrical mobility diameter; (g) For Level 1B only (SPN23): Achieve a particle concentration reduction factor f ðdÞfor particles of 30 nm and 50 nm electrical r i mobility diameters that is no more than 30 per cent and 20 per cent respectively higher, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole; The particle concentration reduction factor at each particle size f ðdÞ shall be calculated using the r i following equation: N ðdÞ f ðdÞ ¼ in i r i N ðdÞ out i where: N ðdÞ is the upstream particle number concentration for particles of diameter d; in i i N ðdÞ is the downstream particle number concentration for particles of diameter d; out i i d is the particle electrical mobility diameter (30, 50 or 100 nm). i N ðdÞand N ðdÞshall be corrected to the same conditions. in i out i The arithmetic average particle concentration reduction factor at a given dilution setting f shall be r calculated using the following equation: f ð30nmÞ + f ð50nmÞ + f ð100nmÞ f ¼ r r r r 3 It is recommended that the VPR is calibrated and validated as a complete unit; For Level 1A, Level 1B (optional) and Level 2 (SPN10): Achieve a particle concentration reduction factor f ðdÞ for particles of 15 nm, 30 nm and 50 nm r i electrical mobility diameters that is no more than 100 per cent, 30 per cent and 20 per cent respectively higher, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole; 386/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The particle concentration reduction factor at each particle size f ðdÞ shall be calculated using the r i following equation: N ðdÞ f ðdÞ ¼ in i r i N ðdÞ out i where: N ðdÞ is the upstream particle number concentration for particles of diameter d; in i i N ðdÞ is the downstream particle number concentration for particles of diameter d; out i i d is the particle electrical mobility diameter (30, 50 or 100 nm). i N ðdÞand N ðdÞshall be corrected to the same conditions. in i out i The arithmetic average particle concentration reduction factor at a given dilution setting f shall be r calculated using the following equation: f ð30nmÞ + f ð50nmÞ + f ð100nmÞ f ¼ r r r r 3 It is recommended that the VPR is calibrated and validated as a complete unit; (h) Be designed according to good engineering practice to ensure particle concentration reduction factors are stable across a test; (i) For Level 1B only (SPN23): Achieve more than 99.0 per cent vaporization of 30 nm tetracontane (CH (CH ) CH ) particles, with 3 238 3 an inlet concentration of ≥ 10,000 per cm3, by means of heating and reduction of partial pressures of the tetracontane. For Level 1A, Level 1B (optional) and Level 2 (SPN10): Achieve more than 99.9 per cent vaporization of tetracontane (CH (CH ) CH ) particles with count 3 238 3 median diameter > 50 nm and mass > 1 mg/m3, by means of heating and reduction of partial pressures of the tetracontane. 4.3.1.3.3.1. The solid particle penetration P ðdÞat a particle size, d, shall be calculated using the following equation: r i i � P rðd iÞ ¼ DF · Noutðd iÞ N inðd iÞ Where N ðdÞ is the upstream particle number concentration for particles of diameter d; in i i N ðdÞ is the downstream particle number concentration for particles of diameter d; out i i d is the particle electrical mobility diameter i DF is the dilution factor between measurement positions of N ðdÞand N ðdÞdetermined either in i out i with trace gases, or flow measurements. 4.3.1.3.4. The PNC shall: (a) Operate under full flow operating conditions; (b) Have a counting accuracy of ±10 per cent across the range 1 per cm3to the upper threshold of the single particle count mode of the PNC against a suitable traceable standard. At concentrations below 100 per cm3, measurements averaged over extended sampling periods may be required to demonstrate the accuracy of the PNC with a high degree of statistical confidence; (c) Have a resolution of at least 0.1 particles per cm3at concentrations below 100 per cm3; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 387/710EN OJ L, 26.6.2026 (d) Operate under single counting mode only and have a linear response to particle number concentrations within the instrument’s specified measurement range; (e) Have a data reporting frequency equal to or greater than a frequency of 0.5 Hz; (f) Have a t response time over the measured concentration range of less than 5 seconds; 90 (g) Introduce a correction with a calibration factor as determined in paragraph 5.7.1.3. of this annex; (h) Have counting efficiencies at the different particle sizes as specified in Table A5/2. (i) For Level 1B only (SPN23): The PNC calibration factor from the linearity calibration against a traceable reference shall be applied to determine PNC counting efficiency. The counting efficiency shall be reported including the calibration factor from linearity calibration against a traceable reference. For Level 1A, Level 1B (optional) and Level 2 (SPN10): The PNC calibration factor from the linearity calibration against a traceable reference shall be applied to determine PNC counting efficiency. The counting efficiency shall be reported including the calibration factor from linearity calibration against a traceable reference. (j) If the PNC applies some other working liquid besides n-butyl alcohol or isopropyl alcohol, the counting efficiency of the PNC shall be demonstrated with 4cSt polyalphaolefin and soot-like particles. For Level 1B only (SPN23): Table A5/2a PNC counting efficiency Nominal particle electrical mobility diameter (nm) PNC counting efficiency (per cent) 23 50 ±12 41 > 90 For Level 1A, Level 1B (optional) and Level 2 (SPN10): Table A5/2b PNC counting efficiency Nominal particle electrical mobility diameter (nm) PNC counting efficiency (per cent) 10 65 ± 15 15 > 90 4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by the instrument manufacturer. 388/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow rate is controlled, the pressure and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle number concentration measurements to standard conditions. The standard conditions are 101.325 kPa pressure and 0 °C temperature. 4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t response time of the PNC shall be no 90 greater than 20 seconds. 4.3.1.4. Recommended system description The following paragraph contains the recommended practice for measurement of PN. However, systems meeting the performance specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this annex are acceptable. See Figure A5/14a or Figure A5/14b (as applicable). For Level 1B only (SPN 23): Figure A5/14a A recommended particle sampling system The evaporation tube, ET, shall be catalytically active with a wall temperature of 350 °C (±10 °C). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 389/710EN OJ L, 26.6.2026 For Level 1A, Level 1B (optional) and Level 2 (SPN10): Figure A5/14b A recommended particle sampling system The evaporation tube, ET, shall be catalytically active with a wall temperature of 350 °C (±10 °C). 5. Calibration intervals and procedures 5.1. Calibration intervals All instruments in Table A5/3 shall be calibrated at/after major maintenance intervals. Table A5/3 Instrument calibration intervals Instrument checks Interval Criterion Gas analyser linearization Every 6 months ±2 per cent of reading (calibration) Mid-span Every 6 months ±2 per cent CO NDIR: Monthly -1 to 3 ppm CO /H O interference 2 2 NOx converter check Monthly > 95 per cent CH cutter check Yearly 98 per cent of ethane 4 FID CH response Yearly See paragraph 5.4.3. of this 4 annex. FID air/fuel flow At major maintenance According to the instrument manufacturer. NO/NO NDUV: At major maintenance According to the instrument 2 H O, HC interference manufacturer. 2 390/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Instrument checks Interval Criterion Laser infrared spectrometers Yearly According to the instrument (modulated high resolution narrow manufacturer. band infrared analysers): interference check QCL Yearly According to the instrument manufacturer. GC methods See paragraph 7.2. of this annex. See paragraph 7.2. of this annex. LC methods Yearly According to the instrument manufacturer. Photoacoustics Yearly According to the instrument manufacturer. FTIR: linearity verification Within 370 days before testing See paragraph 7.1. of this annex. Microgram balance linearity Yearly See paragraph 4.2.2.2. of this annex. PNC (particle number counter) See paragraph 5.7.1.1. of this See paragraph 5.7.1.3. of this annex annex. VPR (volatile particle remover) See paragraph 5.7.2.1. of this See paragraph 5.7.2. of this annex. annex. Table A5/4 Constant volume sampler (CVS) calibration intervals CVS Interval Criterion CVS flow After overhaul ±2 per cent Temperature sensor Yearly ±1 °C Pressure sensor Yearly ±0.4 kPa Injection check Monthly ±2 per cent Table A5/5 Environmental data calibration intervals Climate Interval Criterion Temperature Yearly ±1 °C Moisture dew Yearly ±5 per cent RH Ambient pressure Yearly ±0.4 kPa Cooling fan After overhaul According to paragraph 1.1.1. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 391/710EN OJ L, 26.6.2026 5.2. Analyser calibration procedures 5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer or at least as often as specified in Table A5/3. 5.2.2. Each normally used operating range shall be linearized by the following procedure: 5.2.2.1. The analyser linearization curve shall be established by at least five calibration points spaced as uniformly as possible. The nominal concentration of the calibration gas of the highest concentration shall be not less than 80 per cent of the full scale. 5.2.2.2. The calibration gas concentration required may be obtained by means of a gas divider, diluting with purified N or with purified synthetic air. 2 5.2.2.3. The linearization curve shall be calculated by the least squares method. If the resulting polynomial degree is greater than 3, the number of calibration points shall be at least equal to this polynomial degree plus 2. 5.2.2.4. The linearization curve shall not differ by more than ±2 per cent from the nominal value of each calibration gas. 5.2.2.5. From the trace of the linearization curve and the linearization points it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser shall be indicated, particularly: (a) Analyser and gas component; (b) Range; (c) Date of linearisation. 5.2.2.6. If the responsible authority is satisfied that alternative technologies (e.g. computer, electronically controlled range switch, etc.) give equivalent accuracy, these alternatives may be used. 5.3. Analyser zero and calibration verification procedure 5.3.1. Each normally used operating range shall be checked prior to each analysis in accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this annex 5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas according to paragraph 2.14.2.3. of Annex B6. 5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking according to paragraph 2.14.2.4. of Annex B6. 5.4. FID hydrocarbon response check procedure 5.4.1. Detector response optimization The FID shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used on the most common operating range. 5.4.2. Calibration of the HC analyser 5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air. 5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this annex shall be established. 392/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.4.3. Response factors of different hydrocarbons and recommended limits 5.4.3.1. The response factor, Rf, for a particular hydrocarbon compound is the ratio of the FID C reading to the gas 1 cylinder concentration, expressed as ppm C . 1 The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full- scale deflection for the operating range. The concentration shall be known to an accuracy of ±2 per cent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be preconditioned for 24 hours at a temperature between 20 and 30 °C. 5.4.3.2. The methane factor Rf shall be measured and determined when introducing an analyser into service, and CH4 yearly thereafter or after major maintenance intervals, whichever comes first. The propylene response factor Rf and the toluene response factor Rf shall be measured when C3H6 C7H8 introducing an analyser into service. It is recommended that they be measured at or after major maintenance which might possibly affect the response factors. The test gases to be used and the recommended response factors are: Methane and purified air: 0:95 < Rf < 1:15 CH4 or 1.00 < Rf < 1.05 for NG/biomethane fuelled vehicles Propylene and purified air: 0:85< Rf <1:10 C3H6 Toluene and purified air: 0:85 < Rf < 1:10 C7H8 The factors are relative to an Rfof 1.00 for propane and purified air. 5.5. NOx converter efficiency test procedure 5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described below, the efficiency of converters for the conversion of NO into NO shall be tested by means of an ozonator as follows: 2 5.5.1.1. The analyser shall be calibrated in the most common operating range following the manufacturer's specifications using zero and calibration gas (the NO content of which shall amount to approximately 80 per cent of the operating range and the NO concentration of the gas mixture shall be less than 5 per 2 cent of the NO concentration). The NOx analyser shall be in the NO mode so that the calibration gas does not pass through the converter. The indicated concentration shall be recorded. 5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration gas flow until the concentration indicated is approximately 10 per cent less than the indicated calibration concentration given in paragraph 5.5.1.1. of this annex. The indicated concentration (c) shall be recorded. The ozonator shall be kept deactivated throughout this process. 5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO concentration down to 20 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 5.5.1.1. of this annex. The indicated concentration (d) shall be recorded. 5.5.1.4. The NOx analyser shall be subsequently switched to the NOx mode, whereby the gas mixture (consisting of NO, NO , O and N ) now passes through the converter. The indicated concentration (a) shall be recorded. 2 2 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 393/710EN OJ L, 26.6.2026 5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in paragraph 5.5.1.2. of this annex shall pass through the converter into the detector. The indicated concentration (b) shall be recorded. Figure A5/15 NOx converter efficiency test configuration 5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be shut off. The NO reading of the 2 analyser shall then be no more than 5 per cent above the figure given in paragraph 5.5.1.1. of this annex. 5.5.1.7. The per cent efficiency of the NOx converter shall be calculated using the concentrations a, b, c and d determined in paragraphs 5.5.1.2. to 5.5.1.5. inclusive of this annex using the following equation: � � a – b Efficiency ¼ 1 + × 100 c – d The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be tested in the frequency defined in Table A5/3. 5.6. Calibration of the microgram balance The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable to a national or international standard. The balance shall comply with the linearity requirements given in paragraph 4.2.2.2. of this annex. The linearity verification shall be performed at least every 12 months or whenever a system repair or change is made that could influence the calibration. 5.7. Calibration and validation of the particle sampling system 5.7.1. Calibration of the PNC 5.7.1.1. The responsible authority shall ensure the existence of a calibration certificate for the PNC demonstrating compliance with a traceable standard within a 13-month period prior to the emissions test. Between calibrations either the counting efficiency of the PNC shall be monitored for deterioration or the PNC wick shall be routinely changed every 6 months if recommended by the instrument manufacturer. See Figures A5/16 and A5/17. PNC counting efficiency may be monitored against a reference PNC or against at least two other measurement PNCs. If the PNC reports particle number concentrations within ±10 per cent of the arithmetic average of the concentrations from the reference PNC, or a group of two or more PNCs, the PNC shall subsequently be considered stable, otherwise maintenance of the PNC is required. Where the PNC is monitored against two or more other measurement PNCs, it is permitted to use a reference vehicle running sequentially in different test cells each with its own PNC. 394/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A5/16 Nominal PNC annual sequence Figure A5/17 Extended PNC annual sequence (in the case that a full PNC calibration is delayed) 5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued following any major maintenance. 5.7.1.3. Calibration shall be undertaken according to ISO 27891:2015 and shall be traceable to a national or international standard by comparing the response of the PNC under calibration with that of: (a) A calibrated aerosol electrometer when simultaneously sampling electrostatically classified calibration particles; or (b) For Level 1B only (SPN23): A second full flow PNC with counting efficiency above 90 per cent for 23 nm equivalent electrical mobility diameter particles that has been calibrated by the method described above. The second PNC counting efficiency shall be taken into account in the calibration. For Level 1A, Level 1B (optional) and Level 2 (SPN10): A second full flow PNC with counting efficiency above 90 per cent for 10 nm equivalent electrical mobility diameter particles that has been calibrated by the method described above. The second PNC counting efficiency shall be taken into account in the calibration. 5.7.1.3.1. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), calibration shall be undertaken using at least six standard concentrations across the PNC’s measurement range. These standard concentrations shall be as uniformly spaced as possible between the standard concentration of 2,000 particles per cm3or below and the maximum of the PNC’s range in single particle count mode. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 395/710EN OJ L, 26.6.2026 5.7.1.3.2. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), the selected points shall include a nominal zero concentration point produced by attaching HEPA filters of at least Class H13 of EN 1822:2019, or equivalent performance, to the inlet of each instrument. The gradient from a linear least squares regression of the two data sets shall be calculated and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC under calibration. Linearity of response is calculated as the square of the Pearson product moment correlation coefficient (r) of the two data sets and shall be equal to or greater than 0.97. In calculating both the gradient and r2, the linear regression shall be forced through the origin (zero concentration on both instruments). The calibration factor shall be between 0.9 and 1.1. Each concentration measured with the PNC under calibration, shall be within ±5 per cent of the measured reference concentration multiplied with the gradient, with the exception of the zero point. 5.7.1.4. For Level 1B only (SPN23): Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of this annex, on the PNC’s detection efficiency with particles of 23 nm electrical mobility diameter. A check of the counting efficiency with 41 nm particles is not required. For Level 1A, Level 1B (optional) and Level 2 (SPN10): Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of this annex, on the PNC’s counting efficiency with particles of 10 nm electrical mobility diameter. A check of the counting efficiency with 15 nm particles is not required during periodical calibration. 5.7.2. Calibration/validation of the VPR 5.7.2.1. For Level 1B only (SPN23): Calibration of the VPR’s particle concentration reduction factors across its full range of dilution settings, at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new and following any major maintenance. The periodic validation requirement for the VPR’s particle concentration reduction factor is limited to a check at a single setting, typical of that used for measurement on particulate filter-equipped vehicles. The responsible authority shall ensure the existence of a calibration or validation certificate for the VPR within a 6-month period prior to the emissions test. If the VPR incorporates temperature monitoring alarms, a 13-month validation interval is permitted. It is recommended that the VPR is calibrated and validated as a complete unit. The VPR shall be characterised for particle concentration reduction factor with solid particles of 30, 50 and 100 nm electrical mobility diameter. Particle concentration reduction factors f ðdÞ for particles of r 30 nm and 50 nm electrical mobility diameters shall be no more than 30 per cent and 20 per cent higher respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter. For the purposes of validation, the arithmetic average of the particle concentration reduction factor calculated for particles of 30 nm, 50 nm and 100 nm electrical mobility diameters shall be within ±10 per cent of the arithmetic average particle concentration reduction factor f determined during r the latest complete calibration of the VPR. 396/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 1A, Level 1B (optional) and Level 2 (SPN10): Calibration of the VPR’s particle concentration reduction factors across its full range of dilution settings, at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new and following any major maintenance. The periodic validation requirement for the VPR’s particle concentration reduction factor is limited to a check at a single setting, typical of that used for measurement on particulate filter-equipped vehicles. The responsible authority shall ensure the existence of a calibration or validation certificate for the VPR within a 6-month period prior to the emissions test. If the VPR incorporates temperature monitoring alarms, a 13-month validation interval is permitted. It is recommended that the VPR is calibrated and validated as a complete unit. The VPR shall be characterised for particle concentration reduction factor with solid particles of 15, 30, 50 and 100 nm electrical mobility diameter. Particle concentration reduction factors f ðdÞ for particles of r 15 nm, 30 nm and 50 nm electrical mobility diameters shall be no more than 100 per cent, 30 per cent and 20 per cent higher respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter. For the purposes of validation, the arithmetic average of the particle concentration reduction factor calculated for particles of 30 nm, 50 nm and 100 nm electrical mobility diameters shall be within ±10 per cent of the arithmetic average particle concentration reduction factor f r determined during the latest complete calibration of the VPR. 5.7.2.2. For Level 1B only (SPN23): The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical mobility diameter and a minimum concentration of 5,000 particles per cm3 at the VPR inlet. As an option, a polydisperse aerosol with an electrical mobility median diameter of 50 nm may be used for validation. The test aerosol shall be thermally stable at the VPR operating temperatures. Particle number concentrations shall be measured upstream and downstream of the components. The particle concentration reduction factor for each monodisperse particle size, f ðdÞ, shall be calculated r i using the following equation: N ðdÞ f ðdÞ¼ in i r i N ðdÞ out i where: N ðdÞ is the upstream particle number concentration for particles of diameter d; in i i N ðdÞ is the downstream particle number concentration for particles of diameter d; out i i d is the particle electrical mobility diameter (30, 50 or 100 nm). i N ðdÞand N ðdÞshall be corrected to the same conditions. in i out i The arithmetic average particle concentration reduction factor f at a given dilution setting shall be r calculated using the following equation: f ð30nmÞ + f ð50nmÞ + f ð100nmÞ f ¼ r r r r 3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 397/710EN OJ L, 26.6.2026 Where a polydisperse 50 nm aerosol is used for validation, the arithmetic average particle concentration reduction factor f at the dilution setting used for validation shall be calculated using the following v equation: N f ¼ in v N out where: N is the upstream particle number concentration; in N is the downstream particle number concentration. out For Level 1A, Level 1B (optional) and Level 2 (SPN10): The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical mobility diameter with a minimum concentration of 5,000 particles per cm3 and a minimum concentration of 3,000 particles per cm3 of 15 nm electrical mobility diameter at the VPR inlet. The test aerosol shall be thermally stable at the VPR operating temperatures. Particle number concentrations shall be measured upstream and downstream of the components. The particle concentration reduction factor for each monodisperse particle size, f ðdÞ, shall be calculated r i using the following equation: N ðdÞ f ðdÞ¼ in i r i N ðdÞ out i where: N ðdÞ is the upstream particle number concentration for particles of diameter d; in i i N ðdÞ is the downstream particle number concentration for particles of diameter d; out i i d is the particle electrical mobility diameter (30, 50 or 100 nm). i N ðdÞand N ðdÞshall be corrected to the same conditions. in i out i The arithmetic average particle concentration reduction factor f at a given dilution setting shall be r calculated using the following equation: f ð30nmÞ + f ð50nmÞ + f ð100nmÞ f ¼ r r r r 3 5.7.2.3. For Level 1B only (SPN23): The VPR shall demonstrate greater than 99.0 per cent removal of tetracontane (CH (CH ) CH ) particles of 3 238 3 at least 30 nm electrical mobility diameter with an inlet concentration ≥ 10,000 per cm3when operated at its minimum dilution setting and manufacturer's recommended operating temperature. For Level 1A, Level 1B (optional) and Level 2 (SPN10): The VPR shall demonstrate greater than 99.9 per cent removal efficiency of tetracontane (CH (CH ) CH ) 3 238 3 particles with count median diameter > 50 nm and mass > 1 mg/m3. 398/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.7.2.4. The instrument manufacturer shall provide the maintenance or replacement interval that ensures that the removal efficiency of the VPR does not drop below the technical requirements. If such information is not provided, the volatile removal efficiency shall be checked yearly for each instrument. 5.7.2.5. The instrument manufacturer shall prove the solid particle penetration P ðdÞby testing one unit for each r i PN-system model. A PN-system model here covers all PN-systems with the same hardware, i.e. same geometry, conduit materials, flows and temperature profiles in the aerosol path. P ðdÞat a particle size, d, r i i shall be calculated using the equation specified in paragraph 4.3.1.3.3.1. 5.7.3. PN measurement system check procedures On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC nominal flow rate when checked with a calibrated flow meter. Here the term ‘nominal flow rate’ refers to the flow rate stated in the last calibration for the PNC by the instrument manufacturer. 5.8. Accuracy of the mixing device In the case that a gas divider is used to perform the calibrations as defined in paragraph 5.2. of this annex, the accuracy of the mixing device shall be such that the concentrations of the diluted calibration gases may be determined to within ±2 per cent. A calibration curve shall be verified by a mid-span check as described in paragraph 5.3. of this annex. A calibration gas with a concentration below 50 per cent of the analyser range shall be within 2 per cent of its certified concentration. 6. Reference gases For Level 1B only: In the case that gases within the following tolerance of the stated value are not available in the Japan Calibration Service System (JCSS), a gas with a wider, but most tight, tolerance available in the JCSS may be used. 6.1. Pure gases 6.1.1. All values in ppm mean volume-ppm (vpm) which is considered equal to mol-ppm. 6.1.2. The following pure gases shall be available, if necessary, for calibration and operation: 6.1.2.1. Nitrogen: Purity: ≤1 ppm C , ≤1 ppm CO, ≤400 ppm CO , ≤0.1 ppm NO, ≤0.1 ppm N O, ≤0.1 ppm NH . 1 2 2 3 6.1.2.2. Synthetic air: Purity: ≤1 ppm C , ≤1 ppm CO, ≤400 ppm CO , ≤0.1 ppm NO, ≤0.1 ppm NO ; oxygen content between 1 2 2 18 and 21 per cent volume. 6.1.2.3. Oxygen: Purity: > 99.5 per cent vol. O . 2 6.1.2.4. Hydrogen (and mixture containing helium or nitrogen): Purity: ≤1 ppm C , ≤400 ppm CO ; hydrogen content between 39 and 41 per cent volume. 1 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 399/710EN OJ L, 26.6.2026 6.1.2.5. Carbon monoxide: Minimum purity 99.5 per cent. 6.1.2.6. Propane: Minimum purity 99.5 per cent. 6.2. Calibration gases The true concentration of a calibration gas shall be within ±1 per cent of the stated value or as given below, and shall be traceable to national or international standards. Mixtures of gases having the following compositions shall be available with bulk gas specifications according to paragraphs 6.1.2.1. or 6.1.2.2. of this annex: (a) C H in synthetic air (see paragraph 6.1.2.2. of this annex); 3 8 (b) CO in nitrogen; (c) CO in nitrogen; 2 (d) CH in synthetic air; 4 (e) NO in nitrogen (the amount of NO contained in this calibration gas shall not exceed 5 per cent of the 2 NO content). 400/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX B6 Type 1 test procedures and test conditions 1. Description of tests 1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, CO emission, fuel consumption, electric energy consumption and electric ranges over the applicable WLTP 2 test cycle and OBFCM accuracy (where applicable). 1.1.1. The tests shall be carried out according to the method described in paragraph 2. of this annex or paragraph 3. of Annex B8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. 1.1.2. When the reference fuel to be used is LPG or NG/biomethane, the following provisions shall apply additionally. 1.1.2.1. Exhaust emissions approval of a parent vehicle 1.1.2.1.1. The parent vehicle should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. In the case of NG/biomethane there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (Lgas), but with a significant spread within both ranges; they differ significantly in Wobbe index. These variations are reflected in the reference fuels. 1.1.2.1.2. In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s) shall be tested in the Type 1 test on the two extreme reference fuels of Annex B3. In the case of NG/biomethane, if the transition from one fuel to another is in practice aided through the use of a switch, this switch shall not be used during type approval. In such a case on the manufacturer's request and with the agreement of the approval authority the pre-conditioning cycle referred in paragraph 2.6. of this annex may be extended. 1.1.2.1.3. The vehicle is considered to conform if, under the tests and reference fuels mentioned in paragraph 1.1.2.1.2. of this annex, the vehicle complies with the emission limits. 1.1.2.1.4. In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of emission results "r" shall be determined for each pollutant as follows: Type(s) of fuel Reference fuels Calculation of "r" LPG and petrol or LPG only Fuel A r¼ B A Fuel B NG/biomethane and petrol or NG/ Fuel G 20 r¼G25 biomethane only G20 Fuel G 25 1.1.2.2. Exhaust emissions approval of a member of the family: For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles operating in gas mode, fuelled by LPG or NG/Biomethane, as a member of the family, a Type 1 test shall be performed with one gas reference fuel. This reference fuel may be either of the gas reference fuels. The vehicle is considered to comply if the following requirements are met: ELI: http://data.europa.eu/eli/reg/2026/1130/oj 401/710EN OJ L, 26.6.2026 1.1.2.2.1. The vehicle complies with the definition of a family member as defined in paragraph 6.3.6.3. of this Regulation; 1.1.2.2.2. If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the emission result shall be multiplied by the relevant factor "r" calculated in paragraph 1.1.2.1.4. of this annex if r > 1; if r < 1, no correction is needed; 1.1.2.2.3. If the test fuel is reference fuel B for LPG or G25 for NG/biomethane, the emission result shall be divided by the relevant factor "r" calculated in paragraph 1.1.2.1.4. of this annex if r < 1; if r > 1, no correction is needed; 1.1.2.2.4. On the manufacturer's request, the Type 1 test may be performed on both reference fuels, so that no correction is needed; 1.1.2.2.5. The vehicle shall comply with the emission limits valid for the relevant category for both measured and calculated emissions; 1.1.2.2.6. If repeated tests are made on the same engine the results on reference fuel G , or A, and those on reference 20 fuel G , or B, shall first be averaged; the "r" factor shall then be calculated from these averaged results; 25 1.2. The number of tests shall be determined according to the flowchart in Figure A6/1. The limit value is the maximum allowed value for the respective criteria emission as specified in Table 1 of this Regulation. 1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to single phases. 1.2.2. The test results shall be the values after the applicable adjustments specified in the post-processing tables in Annex B7 and Annex B8 are applied. 1.2.3. Determination of total cycle values 1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected. 1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle values of the CO 2 emission, the electric energy consumption, fuel consumption, fuel efficiency, as well as PER, EAER, AER and P according to Table A6/1. LL For PEVs the manufacturer shall declare the low temperature pure electric range ratio K defined PER,WLTC,LT,dec in the output of step 4 of Table A10/1 of Annex B10 of this Regulation. 1.2.3.3. The declared value of the equivalent all electric range for OVC-HEVs and OVC-FCHVs shall not be determined according to Figure A6/1. The declared value shall be taken as the type approval value if it is less than the calculated EAER value according to paragraph 4.4.4.1. If that is not the case, the calculated EAER shall be taken as the type approval value. For Level 1A and 4-phase WLTP test in Level 2: The declared value of the electric energy consumption for OVC-HEVs and OVC-FCHVs under charge- depleting operating condition shall not be determined according to Figure A6/1. It shall be taken as the type approval value if the declared CO value is accepted as the approval value. If that is not the case, the 2 measured value of electric energy consumption shall be taken as the type approval value. Evidence of a correlation between declared CO emission and electric energy consumption shall be submitted to the 2 responsible authority in advance, if applicable. 402/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 1B and 3-phase WLTP test in Level 2; The declared value of the fuel efficiency for OVC-HEVs and OVC-FCHVs under charge-depleting operating condition shall not be determined according to Figure A6/1. It shall be taken as the type approval value if the declared electric energy consumption value is accepted as the approval value. If that is not the case, the measured value of fuel efficiency shall be taken as the type approval value. Evidence of a correlation between declared fuel efficiency and electric energy consumption shall be submitted to the responsible authority in advance, if applicable. 1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle. 1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle. 1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value. 1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second test, at the request of the manufacturer and with the approval of the responsible authority, the values may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges and declared pure electric range ratio at low temperature K , in order to reduce the required number PER,WLTC,LT,dec of tests for type approval. 1.2.3.8. Determination of the acceptance values 1.2.3.8.1. For Level 1A and 4-phase WLTP test in Level 2 only Additional to the requirement of paragraph 1.2.3.8.2., the following acceptance values for dCO2 dCO2 , 1, 2 and dCO2 shall be used in relation to the criteria for the number of tests in Table A6/2: 3 dCO2 = 0.990 1 dCO2 = 0.995 2 dCO2 = 1.000 3 1.2.3.8.2. For Level 1A and 4-phase WLTP test in Level 2 only: If the charge-depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the dCO2x value is below 1.0, the dCO2x value shall be replaced by 1.0. 1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval value, this result shall be referred to as the “declared value” for further calculations. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 403/710Table A6/1 Applicable rules for a manufacturer’s declared values (total cycle values)(a)(as applicable) Level 1A Level 1A Level 1B All electric range / and 4-phase and 4-phase and 3-phase Level 1B and 3-phase Electric energy Equivalent all- WLTP test in WLTP test in WLTP test in WLTP test in Level 2; Declared pure electric range ratio Powertrain consumption(c) electric range/ Pure Level 2 Level 2: Level 2; Lower limit pressure at low temperature (Wh/km) Electric Range(c) M (b) FC FE (km/l or (MPa) CO2 (km) (g/km) (kg/100 km) km/kg) M FE - Vehicles tested according CO2 Paragraph 3. - Paragraph 1.4. - - to Annex B6 (pure ICE) of Annex B7. of Annex B7. FC FE P CS CS LL Paragraph Paragraph Paragraph of 4.8.1 of NOVC-FCHV - - - 4.2.1.2.1. of 4.2.1.2.1. of Annex B8 Annex B8. Annex B8. FC FE For Level 1A: ,CD CD AER Paragraph Paragraph EC CD - AC,CD Paragraph 4.4.1.1. - 4.6.3. of 4.6.3. of Paragraph 4.3.1. of of Annex B8. Annex B8 Annex B8 Annex B8. FC FE CS CS P Paragraph Paragraph LL OVC-FCHV CS - - - Paragraph of 4.8.1 of 4.2.1.2. of 4.2.1.2. of Annex B8 Annex B8. Annex B8. For Level 1B EAER CD/CS EC - - - Paragraph 4.4.6.1. - weighted Paragraph 4.6.3. of of Annex B8 Annex B8 M FE CO2,CS CS Paragraph Paragraph NOVC-HEV - - - - 4.1.1. of 4.1.1.1. of Annex B8. Annex B8. 404/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026Level 1A Level 1A Level 1B All electric range / and 4-phase and 4-phase and 3-phase Level 1B and 3-phase Electric energy Equivalent all- WLTP test in WLTP test in WLTP test in WLTP test in Level 2; Declared pure electric range ratio Powertrain consumption(c) electric range/ Pure Level 2 Level 2: Level 2; Lower limit pressure at low temperature (Wh/km) Electric Range(c) M (b) FC FE (km/l or (MPa) CO2 (km) (g/km) (kg/100 km) km/kg) For Level 1A For Level 1A M FE and 4-phase WLTP and 4-phase WLTP CO2,CD CD Paragraph Paragraph test in Level 2: test in Level 2: CD - - 4.1.2. of 4.6.1. of EC AER AC,CD Annex B8. Annex B8. Paragraph 4.3.1. of Paragraph 4.4.1.1. Annex B8. of Annex B8. M FE CO2,CS CS OVC-HEV Paragraph Paragraph CS - - - - 4.1.1. of 4.1.1.1. of Annex B8. Annex B8. For Level 1B EAER(d) and 3-phase WLTP Paragraph 4.4.4.1. CD/CS - - - test in Level 2: EC - of Paragraph 4.6.2. of Annex B8 Annex B8 EC (d) PER (d) K WLTC WLTC PER,WLTC,LT,dec PEV - - - Paragraph 4.3.4.2. of Paragraph 4.4.2. - Paragraph 6.1.3. of Annex Annex B8. of Annex B8. B10 (a) The declared value shall be the value to which the necessary corrections, as applicable, are applied (b) Rounding to 2 places of decimal according to paragraph 6.1.8. of this Regulation (c) Rounding to one place of decimal according to paragraph 6.1.8. of this Regulation (d) The declared value shall be provided for Level 1A or Level 1B (as applicable) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 405/710 OJ L, 26.6.2026 ENEN OJ L, 26.6.2026 Figure A6/1 Flowchart for the number of Type 1 tests Table A6/2 Criteria for number of tests For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 tests. For Level 1A Judgement Criteria For Level 1B and 3-phase Test and 4-phase WLTP parameter emission WLTP test in Level 2: FE test in Level 2: M CO2 Row 1 First test First test results ≤ Regulation ≤ Declared value × ≥ Declared value × 1.0 limit × 0.9 dCO2 (b) 1 Row 2 Second Arithmetic ≤ Regulation ≤ Declared value × ≥ Declared value × 1.0 test average of the limit × 1.0(a) dCO2 (b) 2 first and second test results 406/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 1A Judgement Criteria For Level 1B and 3-phase Test and 4-phase WLTP parameter emission WLTP test in Level 2: FE test in Level 2: M CO2 Row 3 Third test Arithmetic ≤ Regulation ≤ Declared value × ≥ Declared value × 1.0) average of limit × 1.0(a) dCO2 (b) 3 three test results (a) Each test result shall fulfil the regulation limit. (b) dCO2, dCO2, and dCO2 shall be determined according to paragraph 1.2.3.8. of this annex. 1 2 3 For OVC-HEVs charge-depleting Type 1 tests. For Level 1B For Level 1A For Level 1A and 3-phase Judgement Criteria and 4-phase and 4-phase Test WLTP test in parameter emissions WLTP test in Level WLTP test in Level 2; 2: M Level 2: AER CO2,CD EC Row 1 First test First test ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared results limit × 0.9(a) × dCO2 (c) value ×1.0 value × 1.0 1 Row 2 Second Arithmetic ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared test average of limit × 1.0(b) × dCO2 (c) value ×1.0 value × 1.0 2 the first and second test results Row 3 Third test Arithmetic ≤ Regulation ≤ Declared value ≤ Declared ≥ Declared average of limit × 1.0(b) × dCO2 (c) value ×1.0 value × 1.0 3 three test results (a) "0.9" shall be replaced by “1.0” for a charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or more applicable WLTC cycles. (b) Each test result shall fulfil the regulation limit. (c) dCO2, dCO2, and dCO2 shall be determined according to paragraph 1.2.3.8. of this annex. 1 2 3 For PEVs Electric energy Test Judgement parameter PER consumption Row 1 First test First test results ≤ Declared value × 1.0 ≥ Declared value × 1.0 Row 2 Second test Arithmetic average of ≤ Declared value × 1.0 ≥ Declared value × 1.0 the first and second test results Row 3 Third test Arithmetic average of ≤ Declared value × 1.0 ≥ Declared value × 1.0 three test results ELI: http://data.europa.eu/eli/reg/2026/1130/oj 407/710EN OJ L, 26.6.2026 For PEVs declared pure electric range at low temperature -7 °C Test Judgement parameter K PER,WLTC,LT Row 1 First test First test result ≥ Declared value / 1.04 Row 2 Second test Arithmetic average of the ≥ Declared value / 1.04 first and second test results Row 3 Third test Arithmetic average of three ≥ Declared value / 1.04 test results For OVC-FCHVs charge-depleting Type 1 test. For Level 1A For Level 1A For Level 1B For Level 1A Judgement and 4-phase and 4-phase and 3-phase and 4-phase Test parameter WLTP test in WLTP test in Level WLTP test in WLTP test in Level 2: FC,CD 2: EC Level 2:EC Level 2: AER AC,CD Row 1 First test First test ≤ Declared ≤ Declared value ≤ Declared ≥ Declared results value x 1.0 x 1.0 value x 1.0 value × 1.0 Row 2 Second Arithmetic ≤ Declared ≤ Declared value ≤ Declared ≥ Declared test average of value x1.0 x 1.0 value x 1.0 value × 1.0 the first and second test results Row 3 Third test Arithmetic ≤ Declared ≤ Declared value ≤ Declared ≥ Declared average of value x 1.0 x 1.0 value x 1.0 value × 1.0 three test results For NOVC-FCHVs and OVC-FCHVs in CS condition (as applicable) For Level 1A For Level 1B Judgement and 4-phase For Level 1B and 3-phase Test and 3-phase WLTP parameter WLTP test in WLTP test in Level 2: P test in Level 2: FE LL Level 2: FC CS CS Row 1 First test First test results ≤ Declared ≥ Declared value × ≤ Declared value × 1.0 value × 1.0 1.0 Row 2 Second Arithmetic ≤ Declared ≥ Declared value × ≤ Declared value × 1.0 test average of the value × 1.0 1.0 first and second test results Row 3 Third test Arithmetic ≤ Declared ≥ Declared value × ≤ Declared value × 1.0 average of value × 1.0 1.0 three test results 408/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.2.4. Determination of phase-specific values 1.2.4.1. Phase-specific value for CO 2 1.2.4.1.1. After the total cycle declared value of the CO emission is accepted, the arithmetic average of the phase- 2 specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compensate for the difference between the declared value and the test results. This corrected value shall be the type approval value for CO . 2 CO2 AF¼ Declared value Phase combined value where: ðCO2 × D Þ + ðCO2 × D Þ + ðCO2 × D Þ + ðCO2 × D Þ Phase combined value¼ ave L L ave M M ave H H ave exH exH D + D + D + D L M H exH where: CO2 is the arithmetic average CO emission result for the L phase test result(s), g/km; aveL 2 CO2 is the arithmetic average CO emission result for the M phase test result(s), g/km; aveM 2 CO2 aveH is the arithmetic average CO 2emission result for the H phase test result(s), g/km; CO2 is the arithmetic average CO emission result for the exH phase test result(s), g/km; aveexH 2 D is theoretical distance of phase L, km; L D is theoretical distance of phase M, km; M D is theoretical distance of phase H, km; H D is theoretical distance of phase exH, km. exH 1.2.4.1.2. If the total cycle declared value of the CO emission is not accepted, the type approval phase-specific CO 2 2 emission value shall be calculated by taking the arithmetic average of the all test results for the respective phase. 1.2.4.2. Phase-specific values for fuel consumption The fuel consumption value shall be calculated by the phase-specific CO emission using the equations in 2 paragraph 1.2.4.1. of this annex and the arithmetic average of the emissions. 2. Type 1 test 2.1. Overview 2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 409/710EN OJ L, 26.6.2026 2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the interpolation family. A proportional part of the diluted exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler. For Level 2 only, the applicable WLTC for each part of the procedure shall be taken from the following table: Driven WLTC for Driven WLTC for Type 1 Calculation of final Vehicle type preconditioning test results Pure ICE 4 phases 4 phases 3 phases and 4 phases NOVC-HEV 4 phases 4 phases 3 phases and 4 phases Same as Type 1 test 3 phases and 4 phases Same as Type 1 test CD (separate tests) and city cycle during 4 OVC-HEV phase test CS 4 phases 4 phases 3 phases and 4 phases NOVC-FCHV 4 phases 4 phases 3 phases and 4 phases Same as Type 1 test 3 phases and 4 phases Same as Type 1 test CD (separate tests) and city cycle during 4 OVC-FCHV phase test CS 4 phases 4 phases 3 phases and 4 phases According to 4 phases(*) 3 phases, 4 phases and PEV manufacturer’s city cycle recommendation (*) Dynamic segment of shortened Type 1 test consists of 4 phases followed by city cycle 2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the dilution air. 2.1.3.1. Background particulate measurement 2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background particulate mass from emissions measurements, these background levels shall be determined according to the procedures listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. inclusive of this annex. 2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. 2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. 2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be considered to be zero. 2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from a point immediately downstream of the dilution air filters. Background levels in μg/m3 shall be determined as a rolling arithmetic average of at least 14 measurements with at least one measurement per week. 410/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. 2.1.3.2. Background particle number determination 2.1.3.2.1. Where a manufacturer requests a background correction, these background levels shall be determined as follows: 2.1.3.2.1.1. The background value may be either calculated or measured. The maximum permissible background correction shall be related to the maximum allowable leak rate of the particle number measurement system (0.5 particles per cm3) scaled from the particle concentration reduction factor, PCRF, and the CVS flow rate used in the actual test; 2.1.3.2.1.2. Either the responsible authority or the manufacturer may request that actual background measurements are used instead of calculated ones. 2.1.3.2.1.3. Where subtraction of the background contribution gives a negative result, the PN result shall be considered to be zero. 2.1.3.2.2. The dilution air background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement system. Background levels in particles per cm3shall be determined as a rolling arithmetic average of least 14 measurements with at least one measurement per week. 2.1.3.2.3. The dilution tunnel background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow rate utilised during the test. 2.2. General test cell equipment 2.2.1. Parameters to be measured 2.2.1.1. The following temperatures shall be measured with an accuracy of ±1.5 °C: (a) Test cell ambient air; (b) Dilution and sampling system temperatures as required for emissions measurement systems defined in Annex B5. 2.2.1.2. Atmospheric pressure shall be measurable with a precision of ±0.1 kPa. 2.2.1.3. Specific humidity H shall be measurable with a precision of ±1 g H O/kg dry air. 2 2.2.2. Test cell and soak area 2.2.2.1. Test cell 2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within ±5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0.1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this annex. 2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that: 5:5 ≤ H ≤ 12:2(g H O/kg dry air) 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 411/710EN OJ L, 26.6.2026 2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0.1 Hz. 2.2.2.2. Soak area The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within ±3 °C on a 5-minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0.033 Hz (every 30 s). 2.3. Test vehicle 2.3.1. General The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series (e.g. for worst case testing), a full description shall be recorded. In selecting the test vehicle, the manufacturer and the responsible authority shall agree which vehicle model is representative for the interpolation family. In the case that vehicles within an interpolation family are equipped with different emission control systems that could have an effect on the emission behaviour, the manufacturer shall either demonstrate to the responsible authority that the test vehicle(s) selected and its (their) results from the Type 1 test are representative for the interpolation family, or demonstrate the fulfilment of the criteria emission within the interpolation family by testing one or more individual vehicles that differ in their emission control systems. For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle H according to paragraph 5.1. of Annex B4 shall be applied. M If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Annex B7), an additional measurement of emissions shall be performed with the road load as determined with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shortest n/v ratio (with a tolerance of ±1.5 per cent) within the interpolation family. In the case of a road load matrix family, an additional measurement of emissions shall be performed with the road load as calculated for vehicle L according to paragraph 5.1. of Annex B4. M Road load coefficients and the test mass of test vehicle L and H may be taken from different road load matrix families. They may also be taken from different road load families as long as the difference between these road load families has been demonstrated to and accepted by the responsible authority, and results from either applying paragraph 6.8. of Annex B4 or tyres taken from different tyre categories, while the requirements in paragraph 2.3.2. of this annex are maintained. 2.3.2. CO interpolation range 2 2.3.2.1. The interpolation method shall only be used if the difference in CO over the applicable cycle resulting from 2 the table below between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2. of this annex. 2.3.2.2. The maximum difference in CO emissions allowed over the applicable cycle resulting from the table below 2 between test vehicles L and H shall be 20 per cent plus 5 g/km of the CO emissions from vehicle H, but at 2 least 15 g/km and not exceeding 30 g/km. See Figure A6/2. For Level 1A and 4-phase WLTP test in Level 2 For Level 1B and 3-phase WLTP test in Level 2 step 9 of Table A7/1 of Annex B7 step 6 of Table A7/1 of Annex B7 412/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A6/2 Interpolation range for pure ICE vehicles This restriction does not apply in relation to the application of a road load matrix family or when the calculation of the road load of vehicles L and H is based on the default road load. 2.3.2.2.1. The allowed interpolation range defined in paragraph 2.3.2.2. of this annex may be increased by 10 g/km CO (see Figure A6/3) if a vehicle M is tested within that family and the conditions according to 2 paragraph 2.3.2.4. of this annex are fulfilled. This increase is allowed only once within an interpolation family. Figure A6/3 Interpolation range for pure ICE vehicles with vehicle M ELI: http://data.europa.eu/eli/reg/2026/1130/oj 413/710EN OJ L, 26.6.2026 2.3.2.3. At the request of the manufacturer and with approval of the responsible authority, the application of the interpolation method on individual vehicle values within a family may be extended if the maximum extrapolation of an individual vehicle resulting from the table below is not more than 3 g/km above the CO emission of vehicle H resulting from the table below and/or is not more than 3 g/km below the CO 2 2 emission of vehicle L resulting from the table below. This extrapolation is valid only within the absolute boundaries of the interpolation range specified in paragraph 2.3.2.2. For Level 1A and Level 2 For Level 1B an individual vehicle step 10 of Table A7/1 of paragraph 3.2.3.2.4. of Annex B7 Annex B7 vehicle H and vehicle L step 9 of Table A7/1 of step 6 of Table A7/1 of Annex B7 Annex B7 It is not necessary to check the 3 g/km criteria specified above for results after 3 phases in Level 2. For the application of a road load matrix family, or when the calculation of the road load of vehicles L and H is based on the default road load, extrapolation is not permitted. 2.3.2.4. Vehicle M Vehicle M is a vehicle within the interpolation family between the vehicles L and H with a cycle energy demand which is preferably closest to the average of vehicles L and H. The limits of the selection of vehicle M (see Figure A6/4) are such that neither the difference in CO emission 2 values between vehicles H and M nor the difference in CO emission values between vehicles M and L is 2 greater than the allowed CO range in accordance with paragraph 2.3.2.2. of this annex. The defined road 2 load coefficients and the defined test mass shall be recorded. Figure A6/4 Limits for the selection of vehicle M For Level 1A and 4-phase WLTP test in Level 2 The linearity of the corrected measured and averaged CO emission for vehicle M, M according to 2 CO2,c,6,M step 6 of Table A7/1 of Annex B7, shall be verified against the linearly interpolated CO emission between 2 vehicles L and H over the applicable cycle by using the corrected measured and averaged CO emission 2 M of vehicle H and M of vehicle L, according to step 6 of Table A7/1 of Annex B7, for the CO2,c,6,H CO2,c,6,L linear CO emission interpolation. 2 414/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For Level 1B and 3-phase WLTP test in Level 2 An additional averaging of tests using the CO -output of step 4a is necessary (not described in Table A7/1). 2 The linearity of the corrected measured and averaged CO emission for vehicle M, M according to 2 CO2,c,4a,M step 4a of Table A7/1 of Annex B7, shall be verified against the linearly interpolated CO emission between 2 vehicles L and H over the applicable cycle by using the corrected measured and averaged CO emission 2 M values of vehicle H and M of vehicle L, according to step 4a of Table A7/1 of Annex B7, CO2,c,4a,H CO2,c,4a,L for the linear CO emission interpolation. 2 For Level 1A, Level 1B and Level 2 The linearity criterion for vehicle M (see Figure A6/5) shall be considered fulfilled, if the CO emission of the 2 vehicle M over the applicable WLTC minus the CO emission derived by interpolation is less than 2 g/km or 2 3 per cent of the interpolated value, whichever value is lower, but at least 1 g/km. Figure A6/5 Linearity criterion for vehicle M If the linearity criterion is fulfilled, the CO values of individual vehicles shall be interpolated between 2 vehicles L and H. If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between vehicles M and H. In such a case, the final CO emissions of vehicle M shall be determined in 2 accordance with the same process as for vehicles L or H. See step 9 in Table A7/1 of Annex B7. For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H necessary for the application of the interpolation method on individual values shall be substituted by the corresponding parameter of vehicle M. For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L necessary for the application of the interpolation method on individual values shall be substituted by the corresponding parameter of vehicle M. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 415/710EN OJ L, 26.6.2026 2.3.3. Run-in The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3,000 and 15,000 km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer’s recommendations. 2.4. Settings 2.4.1. Dynamometer settings and verification shall be performed according to Annex B4. 2.4.2. Dynamometer operation 2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation is required by legislation (e.g. daylight running lamps). 2.4.2.1.1. For Level 1A and Level 2 only If the vehicle is equipped with a coasting functionality, this functionality shall be deactivated either by a switch or by the vehicle’s dynamometer operation mode during chassis dynamometer testing, except for tests where the coasting functionality is explicitly required by the test procedure. 2.4.2.1.2. The rear position lamps shall be set to the operating condition which is applied at ambient lighting conditions exceeding 7,000 lux (e.g. by the vehicle's dynamometer operation mode). 2.4.2.2. The vehicle’s dynamometer operation mode, if any, shall be activated by using the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer’s workshop tester, removing a fuse). For Level 1A and Level 2 The manufacturer shall provide the responsible authority a list of the deactivated devices and/or functionalities and justification for the deactivation. The dynamometer operation mode shall be approved by the responsible authority and the use of a dynamometer operation mode shall be recorded. For Level 1B The manufacturer shall provide the responsible authority a list of the deactivated devices and justification for the deactivation. The dynamometer operation mode shall be approved by the responsible authority and the use of a dynamometer operation mode shall be recorded. 2.4.2.3. For Level 1A and Level 2 The vehicle’s dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part (with the exclusion of the coasting functionality) that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. For Level 1B The vehicle’s dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. 416/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.4.2.4. Allocation of dynamometer type to test vehicle 2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a dynamometer in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Annex B5. 2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Annex B5. At the request of the manufacturer and with the approval of the approval authority a vehicle with one powered axle may be tested on a 4WD dynamometer in 4WD operation mode. 2.4.2.4.3. If the test vehicle is operated with two axles being powered in dedicated driver-selectable modes which are not intended for normal daily operation but only for special limited purposes, such as ‘mountain mode’ or ‘maintenance mode’, or when the mode with two powered axles is only activated in an off-road situation, the vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Annex B5. At the request of the manufacturer and with the approval of the approval authority, the vehicle may be tested on a 4WD dynamometer in 4WD operation mode. 2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-powered axle may rotate during the test, provided that the vehicle dynamometer operation mode and vehicle coastdown mode support this way of operation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 417/710Figure A6/5a Possible test configurations on 2WD and 4WD dynamometers 418/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD operation and a dynamometer in 4WD operation 2.4.2.5.1. At the request of the manufacturer and with the approval of the approval authority, the vehicle which has to be tested on a dynamometer in 4WD operation may alternatively be tested on a dynamometer in 2WD operation if the following conditions are met: (a) The test vehicle is converted to have only one powered axle; (b) The manufacturer demonstrates to the approval authority that the CO , fuel consumption and/or 2 electrical energy consumption of the converted vehicle is the same or higher as for the non-converted vehicle being tested on a dynamometer in 4WD operation; (c) A safe operation is ensured for the test (e.g. by removing a fuse or dismounting a drive shaft) and an instruction is provided together with the dynamometer operation mode; (d) The conversion is only applied to the vehicle tested at the chassis dynamometer, the road load determination procedure shall be applied to the unconverted test vehicle. 2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road load family. At the request of the manufacturer, and with approval of the approval authority, this demonstration of equivalency may be extended to other road load families upon evidence that a vehicle from the worst-case road load family was selected as the test vehicle. 2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamometer or a 4WD dynamometer and whether it was tested on a dynamometer in 2WD operation or 4WD operation shall be included in all relevant test reports. In the case that the vehicle was tested on a 4WD dynamometer, with that dynamometer in 2WD operation, this information shall also indicate whether or not the wheels on the non-powered axle were rotating. 2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. If applicable, openings in the exhaust system designed to remove condensate shall be sealed prior to the test. Openings in the exhaust system designed to remove condensate shall be located downstream of the last component of the exhaust after-treatment system reducing tailpipe emissions (e.g. catalytic converter, particulate trap). The openings shall be documented within the WLTP Test Report in accordance with Appendix 1 to Annex A1. 2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series production. 2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Annex B4. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be recorded. 2.4.6. Reference fuel The appropriate reference fuel as specified in Annex B3 shall be used for testing. 2.4.7. Test vehicle preparation 2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 419/710EN OJ L, 26.6.2026 2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. 2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed more than 1/3 of the mileage between scheduled regenerations or that the periodically regenerating device has undergone equivalent loading off the vehicle. 2.5. Preliminary testing cycles Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits. 2.6. Test vehicle preconditioning 2.6.1. Vehicle preparation 2.6.1.1. Fuel tank filling The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel in the fuel tank(s) does not meet the specifications contained in paragraph 2.4.6. of this annex, the existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be abnormally purged nor abnormally loaded. 2.6.1.2. REESSs charging Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, charging may be omitted before preconditioning. The REESSs shall not be charged again before official testing. 2.6.1.3. Tyre pressures The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this annex. 2.6.1.4. Gaseous fuel vehicles Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. 2.6.2. Test cell 2.6.2.1. Temperature During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test (paragraph 2.2.2.1.1. of this annex). 2.6.2.2. Background measurement In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing. 420/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.6.3. Procedure 2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer load. 2.6.3.2. The dynamometer load shall be set according to paragraphs 7. and 8. of Annex B4. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. 2.6.4. Operating the vehicle 2.6.4.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose according to the manufacturer's instructions. A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless otherwise specified. 2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated and a new test shall be driven. 2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that cannot be changed by the driver. This period of time shall not exceed 60 seconds. It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that the energy consumption of gas is higher than 80 per cent of the total amount of energy consumed during the Type 1 test. This percentage shall be calculated in accordance with the method set out in Appendix 3 to this annex. 2.6.4.2. The cycle starts on initiation of the powertrain start procedure. 2.6.4.3. For preconditioning, the applicable WLTC shall be driven. At the request of the manufacturer or the responsible authority, additional WLTCs may be performed in order to bring the vehicle and its control systems to a stabilized condition. The extent of such additional preconditioning shall be included in all relevant test reports. 2.6.4.4. Accelerations The vehicle shall be operated with the necessary accelerator control movement to accurately follow the speed trace. The vehicle shall be operated smoothly following representative shift speeds and procedures. For manual transmissions, the accelerator control shall be released during each shift and the shift shall be accomplished in minimum time. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the vehicle speed reaches the respective target speed again. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 421/710EN OJ L, 26.6.2026 2.6.4.5. Deceleration During decelerations, the driver shall deactivate the accelerator control but shall not manually disengage the clutch until the point specified in paragraphs 3.3. or 4.(f) of Annex B2. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated such that the vehicle accurately follows the speed trace. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such that it is possible to accurately follow the speed trace. 2.6.4.6. Brake application During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the drive wheels from turning. 2.6.5. Use of the transmission 2.6.5.1. Manual shift transmissions 2.6.5.1.1. The gear shift prescriptions specified in Annex B2 shall be followed. Vehicles tested according to Annex B8 shall be driven according to paragraph 1.5. of that annex. 2.6.5.1.2. The gear change shall be started and completed within ±1.0 second of the prescribed gear shift point. 2.6.5.1.3. The clutch shall be depressed within ±1.0 second of the prescribed clutch operating point. 2.6.5.2. Automatic shift transmissions 2.6.5.2.1. After initial engagement, the selector shall not be operated at any time during the test. Initial engagement shall be done 1 second before beginning the first acceleration. 2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode. 2.6.6. Driver-selectable modes 2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO emissions. 2 The manufacturer shall provide evidence to the responsible authority of the existence of a mode that fulfils the requirements of paragraph 3.5.9. of this Regulation. With the agreement of the responsible authority, the predominant mode may be used as the only mode for the determination of criteria emissions, CO 2 emissions, and fuel consumption. 2.6.6.2. If the vehicle has no predominant mode because it has two or more configurable start modes, the worst case mode for CO emissions and fuel consumption within those configurable start modes shall be tested and 2 may be used as the only mode for the determination of criteria emissions, CO emissions and fuel 2 consumption. 2.6.6.3. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the responsible authority as being a predominant mode, or there are not two or more configurable start modes, the vehicle shall be tested for criteria emissions, CO emissions, and fuel consumption in the best 2 case mode and worst case mode. Best and worst case modes shall be identified by the evidence provided on the CO emissions and fuel consumption in all modes. CO emissions and fuel consumption shall be the 2 2 arithmetic average of the test results in both modes. Test results for both modes shall be recorded. 422/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO emissions. 2 2.6.6.4. On the basis of technical evidence provided by the manufacturer and with the agreement of the responsible authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode). All remaining modes used for forward driving shall be considered and the criteria emissions limits shall be fulfilled in all these modes. 2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. inclusive of this annex shall apply to all vehicle systems with driver-selectable modes, including those not solely specific to the transmission. 2.6.7. Voiding of the Type 1 test and completion of the cycle If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the beginning of the test for which the vehicle has been preconditioned. 2.6.8. Data required, quality control 2.6.8.1. Speed measurement During the preconditioning, speed shall be measured against time or collected by the data acquisition system at a frequency of not less than 1 Hz so that the actual driven speed can be assessed. 2.6.8.2. Distance travelled The distance actually driven by the vehicle shall be recorded for each WLTC phase. 2.6.8.3. Speed trace tolerances Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall be operated with the accelerator control fully activated until they once again reach the required speed trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall be recorded. 2.6.8.3.1. Unless otherwise stated in the specific sections, the following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of the applicable test cycles based on the driving events: 2.6.8.3.1.1. Tolerance (1) (a) Upper limit: 2.0 km/h higher than the highest point of the trace within ±5.0 second of the given point in time; (b) Lower limit: 2.0 km/h lower than the lowest point of the trace within ±5.0 second of the given time. 2.6.8.3.1.2. Tolerance (2) Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded for more than 1 second on any one occasion. There shall be no more than ten such deviations per test cycle (a) Upper limit: 2.0 km/h higher than the highest point of the trace within ±1.0 second of the given point in time; (b) Lower limit: 2.0 km/h lower than the lowest point of the trace within ±1.0 second of the given time. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 423/710EN OJ L, 26.6.2026 2.6.8.3.1.3. Tolerance (3) IWR For Level 1A, Level 1B and in the range of – 2.0 to + 4.0 per cent Level 2 RMSSE For Level 1A less than 1.3 km/h For Level 1B and Level 2 less than 0.8 km/h 2.6.8.3.1.4. Tolerance (4) IWR For Level 1A, Level 1B and in the range of – 2.0 to + 4.0 per cent Level 2 RMSSE For Level 1A less than 1.3 km/h For Level 1B and Level 2 manufacturer declared criteria but shall not be greater than 1.3 km/h 2.6.8.3.1.5. IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of Annex B7. 2.6.8.3.2. The vehicle operation events and tolerances to be permitted for these events are as follows: Performance parameter Warm-up cycle for Vehicle operation Pre-conditioning measurement test after dynamometer setting preconditioning Annex B6 and B8; Tolerance (1) Tolerance (2) Tolerance (2)(*)and Type 1 Tests Tolerance (3) Annex C3: Tolerance (1) Tolerance (2) Tolerance (2)(*) Type 4 Test Annex C5 Appendix1; Tolerance (1) Tolerance (2) Tolerance (2)(*) OBD Demonstration Tests Tolerance (1) Tolerance (2) Tolerance (2)(*)and COP Tests Tolerance (4) Derive run-in factor for Tolerance (1) Tolerance (2) Tolerance (2)(*)and COP Tolerance (3) Annex B10 Electric Range Tolerance (2)(*) - - at Low Temperature (*) the tolerance shall not be shown to the driver If the speed trace is outside the respective validity range for any of the tests, those individual tests shall be considered invalid. 424/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A6/6 Speed trace tolerances 2.6.8.4. Alternator (DC/DC converter) current measurement During the Type 1 test, the alternator current shall be measured following the procedure and requirements set out in paragraph 2. of Appendix 2 to Annex B6. In the case of OVC-HEVs and NOVC-HEVs the DC/DC converter current shall be measured following the procedure and requirements set out in paragraph 2. of Appendix 3 to Annex B8. The measured data (1 Hz integrated frequency) for each test performed shall be made available by the approval authority if requested by a regional authority. 2.6.8.5. OBFCM data recording and storing (not applicable for Level 1C) 2.6.8.5.1. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only During the Type 1 test, the following parameters referred in Appendix 5 of this Regulation shall be recorded and saved (1 Hz sampling frequency) by the testing lab and shall be made available by the approval authority if requested by a regional authority: (a) Engine fuel rate (grams/second); (b) Engine fuel rate (litres/hour); (c) Vehicle fuel rate (grams/second). 2.6.8.5.2. OBFCM data accessibility This paragraph is applicable to Level 1B and Level 2 only The Technical Service shall check the accessibility of the parameters listed in paragraph 3 of Appendix 5 to this Regulation in accordance with paragraph 5.1. of Appendix 5. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 425/710EN OJ L, 26.6.2026 2.7. Soaking 2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as specified in paragraph 2.2.2.2. of this annex. 2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accelerated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment system is achieved in a homogeneous manner. 2.8. Emission and fuel consumption test (Type 1 test) 2.8.1. The test cell temperature at the start of the test shall be within ±3 °C of the set point of 23 °C. The engine oil temperature and coolant temperature, if any, shall be within ±2 °C of the set point of 23 °C. 2.8.2. The test vehicle shall be pushed onto a dynamometer. 2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine. 2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this annex. 2.8.2.3. The engine compartment cover shall be closed. 2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine. 2.8.2.5. The tested vehicle shall be placed on the chassis dynamometer according to paragraphs 7.3.3. to 7.3.3.1.4. of Annex B4. 2.8.3. Starting of the powertrain and driving 2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose according to the manufacturer's instructions. 2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.8. inclusive of this annex over the applicable WLTC, as described in Annex B1. 2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this annex. 2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices described in paragraph 7. of Annex B7 shall be calculated and reported. 2.8.6. This paragraph applies to Level 1A only Actual vehicle speed sampled with a measurement frequency of 10 Hz together with actual time shall be applied for corrections of CO results against the target speed and distance as defined in Annex B6b. In the 2 case that the RMSSE value is less than 0.8 km/h, on request of the manufacturer this correction procedure may be omitted. 426/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.9. Gaseous sampling Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test phase, or the compounds may be analysed continuously and integrated over the cycle. 2.9.1. The following steps shall be taken prior to each test: 2.9.1.1. The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample collection systems. 2.9.1.2. Measuring instruments shall be started according to the instrument manufacturer's instructions. 2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature tolerance as specified in paragraph 3.3.5.1. of Annex B5. 2.9.1.4. Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until stabilised operating temperatures are reached. 2.9.1.5. CVS flow rates shall be set according to paragraph 3.3.4. of Annex B5, and sample flow rates shall be set to the appropriate levels. 2.9.1.6. Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase. 2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a test only if switching is performed by changing the calibration over which the digital resolution of the instrument is applied. The gains of an analyser’s analogue operational amplifiers may not be switched during a test. 2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of paragraph 6. of Annex B5. 2.10. Sampling for PM determination 2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. inclusive of this annex shall be taken prior to each test. 2.10.1.1. Filter selection A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In order to accommodate regional cycle variations, a single filter may be employed for the first three phases and a separate filter for the fourth phase. 2.10.1.2. Filter preparation 2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contamination and allowing air exchange, and placed in a weighing chamber (or room) for stabilization. At the end of the stabilization period, the filter shall be weighed and its weight shall be recorded. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or room). The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned for at least 1 hour before weighing. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 427/710EN OJ L, 26.6.2026 2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The filter holder assembly shall be placed in a sample line through which there is no flow. 2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be weighed three times and the arithmetic average result recorded. If the arithmetic average result of the weighings is ±5 μg of the result from the previous weighing session, the weighing session and balance are considered valid. 2.11. PN sampling 2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. inclusive of this annex shall be taken prior to each test: 2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for sampling; 2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed according to the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. inclusive of this annex. 2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement system, VPR and PNC, shall report a measured concentration of less than 0.5 particles per cm3. 2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report a concentration of ≤ 0.2 particles per cm3. Upon removal of the filter, the PNC shall show an increase in measured concentration and a return to ≤ 0.2 particles per cm3on replacement of the filter. The PNC shall not report any error. 2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature. 2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND has reached its correct 1 operating temperature. 2.12. Sampling during the test 2.12.1. The dilution system, sample pumps and data collection system shall be started. 2.12.2. The PM and PN sampling systems shall be started. 2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined by integrating the analyser signals over each phase. 2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the cycle. 2.12.5. Sample switching 2.12.5.1. Gaseous emissions Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven. 428/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.12.5.2. Particulate The requirements of paragraph 2.10.1.1. of this annex shall apply. 2.12.6. Dynamometer distance shall be recorded for each phase. 2.13. Ending the test 2.13.1. The engine shall be turned off immediately after the end of the last part of the test. 2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be disconnected. 2.13.3. The vehicle may be removed from the dynamometer. 2.14. Post-test procedures 2.14.1. Gas analyser check Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be checked. The test shall be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the calibration gas value. 2.14.2. Bag analysis 2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase. The gas reactivity time for compounds in the bag shall be taken into consideration. 2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero with the appropriate zero gas. 2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 70 to 100 per cent of the range. 2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 per cent of the range from that set in paragraph 2.14.2.2. of this annex, the procedure shall be repeated for that analyser. 2.14.2.5. The samples shall be subsequently analysed. 2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be considered acceptable if the difference is less than 2 per cent of the calibration gas value. 2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during calibration of the analysers. 2.14.2.8. The content of each of the compounds measured shall be recorded after stabilization of the measuring device. 2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated according to Annex B7. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 429/710EN OJ L, 26.6.2026 2.14.2.10. Calibrations and checks shall be performed either: (a) Before and after each bag pair analysis; or (b) Before and after the complete test. In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test. In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and exhaust bags. 2.14.3. Particulate sample filter weighing 2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour after completion of the test. It shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter shall be recorded. 2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, the sample filter weighings. Reference filters shall be of the same size and material as the sample filter. 2.14.3.3. If the specific weight of any reference filter changes by more than ±5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed. 2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be calculated from the specific weights collected in the period after the reference filters were placed in the weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days. 2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80-hour point, more than half the number of reference filters meet the ±5 μg criterion, the sample filter weighing may be considered valid. If, at the 80-hour point, two reference filters are employed and one filter fails the ±5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum of the absolute differences between specific and rolling means from the two reference filters shall be less than or equal to 10 μg. 2.14.3.6. In the case that less than half of the reference filters meet the ±5 μg criterion, the sample filter shall be discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison to a reference filter that has been present in the weighing chamber (or room) for at least one day. 2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Annex B5 are not met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control system and re-running the test. 430/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B6 - Appendix 1 Emissions test procedure for all vehicles equipped with periodically regenerating systems 1. General 1.1. This appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating systems as defined in paragraph 3.8.1. of this Regulation. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance for the regeneration requirements. This declaration of compliance replaces the requirements for testing in accordance with this Appendix at type-approval. The declaration of compliance shall also include the applicable regeneration factors Ki determined in accordance with the procedures given in this Appendix or any other appropriate means at the choice of the manufacturer. A template for the manufacturer's declaration of compliance for the regeneration requirements is laid down in Appendix 3 of Annex A2. 1.2. During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at least once per Type 1 test and has already occurred at least once during vehicle preparation or the distance between two successive periodic regenerations is more than 4,000 km of driving repeated Type 1 tests, it does not require a special test procedure. In this case, this appendix does not apply and a Ki factor of 1.0 shall be used. 1.3. The provisions of this appendix shall not apply to PN emissions. 1.4. At the request of the manufacturer, and with approval of the responsible authority, the test procedure specific to periodically regenerating systems need not apply to a regenerative device if the manufacturer provides data demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits specified in paragraph 6.3.10. of this Regulation for the relevant vehicle category. In this case, a fixed Ki value of 1.05 shall be used for CO and fuel consumption. 2 2. Test procedure The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the regeneration system and during the preconditioning cycles. It is not permitted during the measurement of emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with agreement of the responsible authority, an "engineering control unit" which has no effect on original engine calibrations may be used during K determination. i 2.1. Exhaust emissions measurement between two WLTCs with regeneration events 2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1 tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (±15 per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. All emissions measurements shall be carried out according to this annex and all calculations shall be carried out according to paragraph 3. of this appendix. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 431/710EN OJ L, 26.6.2026 2.1.2. The loading process and K determination shall be made during the Type 1 driving cycle on a chassis i dynamometer or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e. without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be removed from the chassis dynamometer and the test continued at a later time. For Class 2 and Class 3 vehicles, at the request of the manufacturer and with the agreement of the responsible authority the K can be determined either with or without the Extra High phase. i Upon request of the manufacturer and with approval of the responsible authority, a manufacturer may develop an alternative procedure and demonstrate its equivalency, including filter temperature, loading quantity and distance driven. This may be done on an engine bench or on a chassis dynamometer. 2.1.3. The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which emission measurements are made n and the mass emissions measurement M0 for each compound i over each sij cycle j shall be recorded. 2.2. Measurement of emissions during regeneration events 2.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed using the preconditioning cycles in paragraph 2.6. of this annex or equivalent engine test bench cycles, depending on the loading procedure chosen in paragraph 2.1.2. of this appendix. 2.2.2. The test and vehicle conditions for the Type 1 test described in this Regulation apply before the first valid emission test is carried out. 2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following methods: (a) A "dummy" regenerating system or partial system may be fitted for the preconditioning cycles; (b) Any other method agreed between the manufacturer and the responsible authority. 2.2.4. A cold start exhaust emissions test including a regeneration process shall be performed according to the applicable WLTC. 2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single particulate sample filter for multiple cycles required to complete regeneration is permissible. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new test shall be as short as possible. The engine shall not be switched off during this period. 2.2.6. The emission values during regeneration M for each compound i shall be calculated according to paragraph 3. of ri this appendix. The number of applicable test cycles dmeasured for complete regeneration shall be recorded. 432/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3. Calculations 3.1. Calculation of the exhaust and CO emissions, and fuel consumption of a single regenerative system 2 n ∑ 0 M M ¼ j¼1 sij for n ≥ 1 si n d ∑ 0 M M ¼ j¼1 rij for d ≥ 1 ri d M × D + M × d M ¼ si ri pi D + d where for each compound i considered: M0 is the mass emissions of compound i over test cycle j without regeneration, g/km; sij M0 is the mass emissions of compound i over test cycle j during regeneration, g/km (if d>1, the first rij WLTC test shall be run cold and subsequent cycles hot); M is the mean mass emissions of compound i without regeneration, g/km; si M is the mean mass emissions of compound i during regeneration, g/km; ri M is the mean mass emissions of compound i, g/km; pi n is the number of test cycles, between cycles where regenerative events occur, during which emissions measurements on Type 1 WLTCs are made, and shall be ≥ 1; d is the number of complete applicable test cycles required for regeneration; D is the number of complete applicable test cycles between two cycles where regeneration events occur. The calculation of M is shown graphically in Figure A6.App1/1. pi Figure A6.App1/1 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example, the emissions during D may increase or decrease) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 433/710EN OJ L, 26.6.2026 3.1.1. Calculation of the regeneration factor K for each compound i considered i The manufacturer may elect to determine for each compound independently either additive offsets or multiplicative factors. M K factor: K ¼ pi i i M si K offset: K ¼ M – M i i pi si M , M and K results, and the manufacturer’s choice of type of factor shall be recorded. The K result shall be si pi i i included in all relevant test reports. M , M and K results shall be included in all relevant test sheets. si pi i K may be determined following the completion of a single regeneration sequence comprising measurements i before, during and after regeneration events as shown in Figure A6.App1/1. 3.2. Calculation of exhaust and CO emissions, and fuel consumption of multiple periodically regenerating systems 2 The following shall be calculated for one Type 1 operation cycle for criteria emissions and for CO emissions. The 2 CO emissions used for that calculation shall be from the result of step 3 described in Table A7/1 of Annex B7 and 2 Table A8/5 of Annex B8. n ∑ k M0 M ¼ j¼1 sik;jfor n ≥ 1 sik n j k d ∑ k M0 M ¼ j¼1 rik;j for d ≥ 1 rik d k x ∑ M × D M ¼ k¼1 sik k si x ∑ D k¼1 k x ∑ M × d M ¼ k¼1 rik k ri x ∑ d k¼1 k x x ∑ ∑ M × D + M × d M ¼ si k¼1 k ri k¼1 k pi x ∑ ðD + d Þ k¼1 k k x ∑ ðM × D + M × d Þ M ¼ k¼1 sik k rik k pi x ∑ ðD + d Þ k¼1 k k M K factor: K ¼ pi i i M si K offset:K ¼ M – M i i pi si where: M is the mean mass emissions of all events k of compound i without regeneration, g/km; si M is the mean mass emissions of all events k of compound i during regeneration, g/km; ri M is the mean mass emission of all events k of compound i, g/km; pi M is the mean mass emissions of event k of compound i without regeneration, g/km; sik M is the mean mass emissions of event k of compound i during regeneration, g/km; rik M0 is the mass emissions of event k of compound i in g/km without regeneration measured at point j sik;j where 1 ≤ j ≤ n , g/km; k 434/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 M0 is the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test rik;j is run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ d , g/km; k n is the number of complete test cycles of event k, between two cycles where regenerative phases occur, k during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, and shall be ≥ 1; d is the number of complete applicable test cycles of event k required for complete regeneration; k D is the number of complete applicable test cycles of event k between two cycles where regenerative k phases occur; x is the number of complete regeneration events. The calculation of M is shown graphically in Figure A6.App1/2. pi Figure A6.App1/2 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example) The calculation of K for multiple periodically regenerating systems is only possible after a certain number of i regeneration events for each system. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 435/710EN OJ L, 26.6.2026 After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be reached again. 3.3. K factors and K offsets shall be rounded to four places of decimal. For Ki offsets, the rounding shall be based on i i the physical unit of the emission standard value. 436/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B6 - Appendix 2 Test procedure for rechargeable electric energy storage system monitoring 1. General In the case that NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and OVC-FCHVs (as applicable) are tested, Appendices 2 and 3 to Annex B8 shall apply. This appendix defines the specific provisions regarding the correction of test results for CO emission as a function 2 of the energy balance ΔE for all REESSs. REESS The corrected values for CO emission shall correspond to a zero energy balance (ΔE ¼0), and shall be 2 REESS calculated using a correction coefficient determined as defined below. 2. Measurement equipment and instrumentation 2.1. Current measurement REESS depletion shall be defined as negative current. 2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test according to the instrument manufacturer's instructions. 2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the responsible authority. In order to easily measure REESS current using external measuring equipment, manufacturers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer shall support the responsible authority by providing the means to connect a current transducer to the REESS cables in the manner described above. 2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. 2.2. Vehicle on-board data 2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement method, the following information shall be accessible from the test vehicle: (a) Integrated charging balance value since last ignition run in Ah; (b) Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz; (c) The charging balance value via an OBD connector as described in SAE J1962. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 437/710EN OJ L, 26.6.2026 2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manufacturer to the responsible authority. The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative vehicle. The following family criteria shall be valid: (a) Identical combustion processes (i.e. positive ignition, compression ignition, two-stroke, four-stroke); (b) Identical charge and/or recuperation strategy (software REESS data module); (c) On-board data availability; (d) Identical charging balance measured by REESS data module; (e) Identical on-board charging balance simulation. 2.2.3. All REESS having no influence on CO emissions shall be excluded from monitoring. 2 3. REESS energy change-based correction procedure 3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle. 3.2. The electricity balance Q measured in the electric power supply system shall be used as a measure of the difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance shall be determined for the total driven WLTC. 3.3. Separate values of Q shall be logged over the driven cycle phases. phase 3.4. Correction of CO emission over the whole cycle 2 3.4.1. (Reserved) 3.4.2. The correction shall be applied if ΔE is negative (corresponding to REESS discharging) REESS At the request of the manufacturer, the correction may be omitted and uncorrected values may be used if: (a) ΔE is positive (corresponding to REESS charging); REESS (b) the manufacturer can prove to the responsible authority by measurement that there is no relation between ΔE and CO mass emission and between ΔE and fuel consumption. REESS 2 REESS Table A6.App2/1 Energy content of fuel (as applicable) Petrol Ethanol Diesel Diesel Fuel Petrol (E10)/(E10H) Diesel (B7) LPG CNG (E0) (E85) (B0) (B5H) Heat 8.92 8.64 kWh/l 6.41 kWh/l 9.85 9.80 9.79 12.86 x 11.39 kWh/m3 value kWh/l kWh/l kWh/l kWh/l ρ kWh/l ρ = test fuel density at 15°C (kg/l) 438/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4. Applying the correction function 4.1. To apply the correction function, the electric energy change ΔE of a period j of all REESSs shall be calculated REESS;j from the measured current and the nominal voltage: n ΔE ¼ ∑ ΔE REESS;j REESS;j;i i¼1 where: ΔE is the electric energy change of REESS i during the considered period j, Wh; REESS;j;i and: ΔE ¼ 1 × U × ∫tend IðtÞ dt REESS;j;i 3600 REESS t0 j;i where: U is the nominal REESS voltage determined according to IEC 60050-482, V; REESS IðtÞ is the electric current of REESS i during the considered period j, determined according to j;i paragraph 2. of this appendix, A; t is the time at the beginning of the considered period j, s; 0 t is the time at the end of the considered period j, s. end i is the index number of the considered REESS; n is the total amount of REESS; j is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; 1 is the conversion factor from Ws to Wh. 3600 4.2. For correction of CO emission, g/km, combustion process-specific Willans factors from Table A6.App2/3 shall be 2 used. 4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and shall be recorded. 4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used: η ¼ 0:67 for electric power supply system REESS alternators alternator 4.5. The resulting CO emission difference for the considered period j due to load behaviour of the alternator for 2 charging a REESS shall be calculated using the following equation: 1 1 ΔM ¼ 0:0036 × ΔE × × Willans × CO2;j REESS;j η factor d alternator j where: ΔM is the resulting CO mass emission difference of period j, g/km; CO2;j 2 ΔE is the REESS energy change of the considered period j calculated according to paragraph 4.1. of REESS;j this appendix, Wh; d is the driven distance of the considered period j, km; j ELI: http://data.europa.eu/eli/reg/2026/1130/oj 439/710EN OJ L, 26.6.2026 j is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; 0.0036 is the conversion factor from Wh to MJ; η is the efficiency of the alternator according to paragraph 4.4. of this appendix; alternator Willans is the combustion process-specific Willans factor as defined in Table A6.App2/3, gCO /MJ; factor 2 4.5.1. The CO values of each phase and the total cycle shall be corrected as follows: 2 For Level 1A; M = M – ΔM CO2,p,3 CO2,p,2b CO2,j M = M – ΔM CO2,c,3 CO2,c,2b CO2,j For Level 1B and Level 2 M = (M - ΔM ) CO2,p,3 CO2,p,1 CO2,j M = (M - ΔM ) CO2,c,3 CO2,c,2 CO2,j where: ΔM is the result from paragraph 4.5. of this appendix for a period j, g/km. CO2,j Table A6.App2/3 Willans factors (as applicable) Naturally aspirated Pressure-charged Positive ignition Petrol (E0) l/MJ 0.0733 0.0778 gCO /MJ 175 186 2 Petrol (E10/E10H) l/MJ 0.0756 0.0803 gCO /MJ 174 184 2 CNG (G20) m3/MJ 0.0719 0.0764 gCO /MJ 129 137 2 LPG l/MJ 0.0950 0.101 gCO /MJ 155 164 2 E85 l/MJ 0.102 0.108 gCO /MJ 169 179 2 Compression ignition Diesel (B0) l/MJ 0.0611 0.0611 gCO /MJ 161 161 2 Diesel (B5H) l/MJ 0.0611 0.0611 gCO /MJ 161 161 2 Diesel (B7) l/MJ 0.0611 0.0611 gCO /MJ 161 161 2 440/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B6 - Appendix 3 Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) 1. Measurement of the mass of gaseous fuel consumed during the Type 1 test cycle Measurement of the mass of gas consumed during the cycle shall be done by a fuel weighing system capable of measuring the weight of the storage container during the test in accordance with the following: (a) An accuracy of ±2 per cent of the difference between the readings at the beginning and at the end of the test or better. (b) Precautions shall be taken to avoid measurement errors. Such precautions shall at least include the careful installation of the device according to the instrument manufacturer's recommendations and to good engineering practice. (c) Other measurement methods are permitted if an equivalent accuracy can be demonstrated. 2. Calculation of the gas energy ratio The fuel consumption value shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide determined from the measurement results assuming that only the gaseous fuel is burned during the test. The gas ratio of the energy consumed in the cycle shall be determined using the following equation: � � M × cf × 104 G ¼ gas gas FC × dist × ρ norm where: G is the gas energy ratio, per cent; gas M is the mass of the gaseous fuel consumed during the cycle, kg; gas FC is the fuel consumption (l/100km for LPG, m3/100 km for NG/biomethane) calculated in accordance norm with paragraphs 6.6. and 6.7. of Annex B7; dist is the distance recorded during the cycle, km; ρ is the gas density: ρ = 0.654 kg/m3for NG/Biomethane; ρ = 0.538 kg/litre for LPG; cf is the correction factor, assuming the following values: cf = 1 in the case of LPG or G20 reference fuel; cf = 0.78 in the case of G25 reference fuel. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 441/710EN OJ L, 26.6.2026 ANNEX B6A Ambient Temperature Correction Test for the determination of CO emissions under representative 2 regional temperature conditions This annex is applicable to Level 1A and 4-phase WLTP in Level 2 only; 1. Introduction This annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO emissions under representative regional temperature conditions. 2 Unless a test is required by the granting type-approval authority for the purpose of type-approval, the manufacturer shall provide a signed declaration of compliance with the ATCT requirements. This declaration of compliance replaces the requirements for testing in accordance with this Annex at type-approval. The declaration of compliance shall also include the applicable family correction factor (FCF) determined in accordance with the procedures given in this Annex or any other appropriate means at the choice of the manufacturer. A template for the manufacturer's declaration of compliance with the ATCT requirements is laid down in Appendix 2 of Annex A2. 1.1. The CO emissions of ICE vehicles, NOVC-HEVs and the charge-sustaining value of OVC-HEVs shall be corrected 2 in accordance with the requirements of this annex. No correction is required for the CO value of the charge- 2 depleting test. No correction is required for an Electric Range. 1.2. In order to ensure statistical representativity, at the request of the manufacturer, all tests from which results are used in the calculations described in this Annex B6a can be repeated up to a maximum of 3 times and the arithmetic average of results used in the context of this Annex B6a. Where the tests have been performed only for the purpose of determining the FCF and without prejudice to paragraph 3.7.3. of this Annex B6a, the results of the additional tests shall not be taken into account for any other purposes. 2. Ambient Temperature Correction Test (ATCT) Family 2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same ATCT Family: (a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric); (b) Combustion process (i.e. two stroke or four stroke); (c) Number and arrangement of cylinders; (d) Method of engine combustion (i.e. indirect or direct injection); (e) Type of cooling system (i.e. air, water, or oil); (f) Method of aspiration (i.e. naturally aspirated, or charged); (g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.); (h) Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s)); (i) Whether or not a particulate trap is installed; and (j) Exhaust gas recirculation (with or without, cooled or non-cooled). 442/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 In addition the vehicles shall be similar with respect to the following characteristics: (k) The vehicles shall have a variation in engine cylinder capacity of no more than 30 per cent of the vehicle with the lowest capacity; and (l) Engine compartment insulation shall be of a similar type regarding material, amount and location of the insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that for all vehicles in the family, the volume and weight of the insulation material which will be installed is greater than 90 per cent of that of the ATCT measured reference vehicle. Difference in insulation material and location may also be accepted to be part of a single ATCT family under the condition that the test vehicle can be demonstrated as being the worst case with regards to engine compartment insulation. If the manufacturer can demonstrate to the Type Approval Authority that it is ensured that the worst case concept is maintained (e.g. tested vehicle has no insulation), or if the ATCT is composed of a single Interpolation Family. the requirements to document the insulation materials may be waived. 2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered to be part of the same ATCT Family: (a) The heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 per cent above the enthalpy of the test vehicle; and (b) The OEM can provide evidence to the technical service that the time for heat release at engine start within a family is within a range of 0 to 10 per cent below the time for the heat release of the test vehicle. 2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Annex B6a shall be considered to be part of the same ATCT Family. 3. ATCT Procedure The Type 1 test specified in Annex B6 shall be carried out with the exception of the requirements specified in paragraphs 3.1. to 3.9. of this Annex B6a. That also requires a new calculation and application of gearshift points in accordance with Annex B2 taking into account the different road load as specified in paragraph 3.4. of this Annex B6a. 3.1. Ambient conditions for ATCT 3.1.1. The temperature (T ) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C. reg 3.1.2. The minimum soaking time (t ) for the ATCT shall be 9 hours. soak_ATCT 3.2. Test cell and soak area 3.2.1. Test cell 3.2.1.1. The test cell shall have a temperature set point equal to T . The actual temperature value shall be within ± 3 °C at reg the start of the test and within ± 5 °C during the test. 3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that: 3.0 ≤ H ≤ 8.1 (g H O/kg dry air) 2 3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0.1 Hz. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 443/710EN OJ L, 26.6.2026 3.2.2. Soak area 3.2.2.1. The soak area shall have a temperature set point equal to T and the actual temperature value shall be within reg ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0.033 Hz. 3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle and shall be checked by the technical service. The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow. The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection flow representative for the dimension of the room (no forced convection). 3.3. Test vehicle 3.3.1. The vehicle to be tested shall be representative of the family for which the ATCT data are determined (as described in paragraph 2.1. of this Annex B6a). 3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 2 of this Annex B6a), and the test vehicle shall be in the ‘vehicle H’ configuration of this family. 3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat release for the active heat storage device from the ATCT Family shall be selected. 3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of Annex B6 and paragraph 2.1 of this Annex B6a. 3.4. Settings 3.4.1. Road load and dynamometer settings shall be as specified in Annex B4, including the requirement for the room temperature to be at 23 oC. To take account of the difference in air density at 14 oC when compared to the air density at 20 oC, the chassis dynamometer shall be set as specified in paragraphs 7. and 8. of Annex B4 with the exception that f from 2_TReg the following equation shall be used as the target coefficient C. t f = f * (T + 273)/(T + 273) 2_TReg 2 ref reg where: f is the second order road load coefficient, at reference conditions, N/(km/h)2; 2 T is the road load reference temperature as specified in paragraph 3.2.10. of this Regulation, C; ref T is the regional temperature, as defined in paragraph 3.1.1. of this Annex B6a, C. reg In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of C shall be adapted in accordance with the following equation: d C = C + (f – f ) d_Treg d 2_TReg 2 444/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.4.2. The ATCT test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer; and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. 3.5. Preconditioning At the request of the manufacturer preconditioning may be undertaken at T . reg The engine temperature shall be within ± 2 °C of the set point of 23 °C or T , whichever temperature is chosen reg for the preconditioning. 3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of Annex B6. 3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of Annex B8. 3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Annex B8. 3.6. Soak procedure 3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions described in paragraph 3.2.2. of this Annex B6a. 3.6.2. From the end of the preconditioning until the soaking at T , the vehicle shall not be exposed to a different reg temperature than T for longer than 10 minutes. reg 3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the beginning of the ATCT test is equal to t with a tolerance of an additional 15 minutes. At the request of soak_ATCT the manufacturer, and upon approval of the approval authority, t can be extended by up to soak_ATCT 120 minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this Annex B6a. 3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall be recorded. 3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not be exposed to a temperature different from T for longer than 10 minutes. reg 3.7. ATCT Test 3.7.1. The test cycle shall be the applicable WLTC specified in Annex B1 for that class of vehicle. 3.7.2. The procedures for undertaking the emissions test as specified in Annex B6 for pure ICE vehicles and in Annex B8 for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Annex B6a. 3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.2 for pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not exceed the emission limits applicable to the vehicle tested defined in paragraph 6.3.10. of this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 445/710EN OJ L, 26.6.2026 3.8. Calculation and Documentation 3.8.1. The family correction factor, FCF, shall be calculated as follows: FCF = M / M CO2,Treg CO2,23° where M is the CO emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after CO2,23° 2 Step 3 of Table A7/1 of Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5 of Annex B8 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km; M is the CO emission over the complete WLTC cycle of the test at regional temperature after CO2,Treg 2 Step 3 of Table A7/1 of Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5 of Annex B8 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For OVC-HEVs and NOVC-HEVs, the K factor as defined in Appendix 2 to Annex B8 shall be CO2 used. Both M and M shall be measured on the same test vehicle. CO2,23° CO2,Treg The FCFshall be included in all relevant test reports. The FCFshall be rounded to 4 points of decimal. 3.8.2. The CO values for each pure ICE vehicle within the ATCT Family (as defined in paragraph 2.3. of this 2 Annex B6a) shall be calculated using the following equations: M = M × FCF CO2,c,5 CO2,c,4 M = M × FCF CO2,p,5 CO2,p,4 where M and M are the CO emissions over the complete WLTC, c, and the cycle phases, p, resulting CO2,c,4 CO2,p,4 2 from the previous calculation step, g/km; M and M are the CO emissions over the complete WLTC, c, and the cycle phases, p, including CO2,c,5 CO2,p,5 2 the ATCT correction, and shall be used for any further corrections or any further calculations, g/km; 3.8.3. The CO values for each OVC-HEV and NOVC-HEV within the ATCT Family (as defined in paragraph 2.3. of this 2 Annex B6a) shall be calculated using the following equations: M = M × FCF CO2,CS,c,5 CO2,CS,c,4 M = M × FCF CO2,CS,p,5 CO2,CS,p,4 where M and M are the CO emissions over the complete WLTC, c, and the cycle phases, p, resulting CO2,CS,c,4 CO2,CS,p,4 2 from the previous calculation step, g/km; M and M are the CO emissions over the complete WLTC, c, and the cycle phases, p, including CO2,CS,c,5 CO2,CS,p,5 2 the ATCT correction, and shall be used for any further corrections or any further calculations, g/km. 3.8.4. If a FCFis less than one, it is deemed to be equal to one, in the case of the worstcase approach, in accordance with paragraph 4.1 of this Annex B6a. 446/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.9. Provision for cool down 3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation families within the ATCT Family, the end temperature of the engine coolant shall be measured after soaking at 23 °C for the duration of t , with a tolerance of an additional 15 minutes, having beforehand driven the soak_ATCT respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test. 3.9.1.1. In the case that t was extended in the respective ATCT test, the same soaking time shall be used, with a soak_ATCT tolerance of an additional 15 minutes. 3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a maximum delay of 20 minutes. The measured soaking time is the time between the measurement of the end temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets. 3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This is referred to as Δ , T_ATCT rounded to the nearest whole number. 3.9.4. If Δ is higher or equal than -2 °C from the test vehicle Δ , this Interpolation Family shall be considered T_ATCT T_ATCT to be a member of the same ATCT Family. 3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. That location shall be as close as possible to the engine so that the coolant temperature is as representative as possible to the engine temperature. 3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Annex B6a. 4. Alternatives in the measurement process 4.1. Worst case approach vehicle cool down or with regards to vehicle insulation On request by the manufacturer and with approval by the approval authority, the Type 1 test procedure for cool down may be applied instead of provisions of paragraph 3.6 of this Annex B6a. For that purpose: (a) The provisions of paragraph 2.7.2. of Annex B6 shall apply with the additional requirement of a minimum soak time of 9 hours. (b) The engine temperature shall be within ± 2 °C of the set point T before the start of the ATCT test. That reg temperature shall be included in all relevant test sheets. In this case, the provision for cool down described in paragraph 3.9. of this Annex B6a and the criteria on engine compartment insulation can be skipped for all vehicles in the family. This alternative is not allowed if the vehicle is equipped with an active heat storage device. The application of that approach shall be included in all relevant test reports. The requirements to document the insulation materials may be waived. 4.2. ATCT family composed of a single Interpolation family In the case, that the ATCT family consists of only one interpolation family, the provision for cool down described in paragraph 3.9. of this Annex B6a can be skipped. This shall be included in all relevant test reports. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 447/710EN OJ L, 26.6.2026 4.3. Alternative engine temperature measurement In the case that measuring the coolant temperature is not feasible, on request of the manufacturer and with approval of the approval authority, instead of using the coolant temperature for the provision for cool down described in paragraph 3.9. of this Annex B6a, the engine oil temperature may be used. In that case, for all vehicles within the family the engine oil temperature shall be used. The application of that procedure shall be included in all relevant test reports. 448/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX B6B Correction of CO results against the target speed and distance 2 This annex is applicable to Level 1A only; 1. General This Annex B6b defines the specific provisions regarding the correction of CO test results for tolerances against 2 the target speed and distance. This Annex B6b applies to pure ICE vehicles only. 2. Vehicle speed measurement 2.1. The actual/measured vehicle speed (v ; km/h) coming from the roller speed of the chassis dynamometer shall be mi sampled with a measurement frequency of 10 Hz together with the actual time that corresponds to the actual speed. 2.2. The target speed (v; km/h) between time points in Tables A1/1 to A1/12 in Annex B1 shall be determined by a i linear interpolation method at a frequency of 10 Hz. 3. Correction procedure 3.1. Calculation of the actual/measured and target power at the wheels The power and the forces at the wheels from the target and actual/measured speed shall be calculated by applying the following equations: 2 ðV + V Þ ð V + V Þ F = f + f x i i – 1 + f x i i – 1 + (TM + m) x a i 0 1 2 2 4 r i ðV + V Þ P = F x i i – 1 x 0,001 i i 3;6 x 2 2 ðVm + Vm Þ ð Vm + Vm Þ F = f + f x i i – 1 + f x i i – 1 + (TM + m) x a mi 0 1 2 2 4 r mi P = F x ðVm i + Vm i – 1Þ x 0,001 mi mi 3;6 x 2 ðV – V Þ a = i i – 1 i 3;6 x ðt i – t i – 1Þ ðVm – Vm Þ a = i i – 1 mi 3;6 x ðt i – t i – 1Þ where: F is the target driving force during the period from (i-1) to (i), N; i F is the actual/measured driving force during the period from (i-1) to (i), N; mi P is the target power during the period from (i-1) to (i), kW; i P is the actual/measured power during the period from (i-1) to (i), kW; mi f , f , f are the road load coefficients from Annex B4, N, N/(km/h), N/(km/h)2; 0 1 2 V is the target speed at time (i); km/h; i Vm is the actual/measured speed at time (i); km/h; i TM is the test mass of the vehicle, kg; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 449/710EN OJ L, 26.6.2026 m is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1. of r Annex B4, kg; a is the target acceleration during the period from (i-1) to (i), m/s2; i a is the actual/measured acceleration during the period from (i-1) to (i), m/s2; mi t is the time, s. i 3.2. In the next step an initial P is calculated using the following equation: OVERRUN,1 P = - 0,02 x P OVERRUN,1 RATED where: P is the initial overrun power, kW; OVERRUN,1 P is the rated engine power, kW. RATED 3.3. All calculated P and P values that are below P shall be set to P in order to exclude negative i mi OVERRUN,1 OVERRUN,1 values not relevant for the CO emissions. 2 3.4. The P values shall be calculated for each individual phase of the WLTC using the following equation: m,j P = ∑tendP /n m,j t0 mi where: P is the average actual/measured power of the considered phase j, kW; m,j P is the actual/measured power during the period from (i-1) to (i), kW; mi t is the time at the beginning of the considered phase j, s; 0 t is the time at the end of the considered phase j, s; end n is the number of time steps in the considered phase; j is the index number for the considered phase. 3.5. The average RCB corrected CO emissions (g/km) for each phase of the applicable WLTC shall be expressed in 2 units g/s using the following equation: d M = M x m;j CO2,j CO2,RCB,j t j where: M is the average CO emission of phase j, g/s; CO2,j 2 M is the CO emission from step 1 of Table A7/1 of Annex B7 for the considered WLTC phase j CO2,RCB,j 2 corrected in accordance with Appendix 2 to Annex B6, and with the requirement of applying the RCB correction; d is the actually driven distance of the considered phase j, km; m,j t is the duration of considered phase j, s. j 3.6. In the next step these CO emissions (g/s) for each phase of the WLTC shall be correlated to the average P values 2 m,j1 calculated in accordance with paragraph 3.4. of this Annex B6b. 450/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The best fit of the data shall be calculated using the least square regression method. An example for this regression line (Veline line) is shown in Figure A6b /1. Figure A6b/1 Example of the Veline regression line 3.7. The vehicle specific Veline equation-1 calculated from paragraph 3.6. of this Annex B6b defines the correlation between CO emissions in g/s for the considered phase j and the average measured power at the wheel for the 2 same phase j and is expressed with the following equation: M = (k x P ) + D CO2,j v,1 m,j1 v,1 where: M is the average CO emission of phase j, g/s; CO2,j 2 P is the average actual/measured power of the considered phase j calculated using P , kW; m,j1 OVERRUN,1 k is the slope of the Veline equation-1, g CO /kWs; v,1 2 D is the constant of the Veline equation-1, g CO /s. v,1 2 3.8. In the next step, a second P is calculated following the equation: OVERRUN,2 P = - D / k OVERRUN,2 v,1 v,1 where: P is the second overrun power, kW; OVERRUN,2 k is the slope of the Veline equation-1, g CO /kWs; v,1 2 D is the constant of the Veline equation-1, g CO /s. v,1 2 3.9. All calculated P and P values from paragraph 3.1. of this Annex B6b that are below P shall be set to i mi OVERRUN,2 P in order to exclude negative values not relevant for the CO emissions. OVERRUN,2 2 3.10. The P values shall be computed again for each individual phase of the WLTC using the equations from m,j2 paragraph 3.4. of this Annex B6b. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 451/710EN OJ L, 26.6.2026 3.11. New vehicle specific Veline equation-2 shall be computed using the least square regression method described in paragraph 3.6. of this Annex B6b. The Veline equation-2 is expressed with the following equation: M = (k x P ) + D CO2,j v,2 m,j2 v,2 where: M is the average CO emission of phase j, g/s; CO2,j 2 P is the average actual/measured power of the considered phase j calculated using P , kW; m,j2 OVERRUN,2 k is the slope of the Veline equation-2, g CO /kWs; v,2 2 D is the constant of the Veline equation-2, g CO /s. v,2 2 3.12. In the next step, the P values coming from the target speed profile shall be calculated for each individual phase of i,j the WLTC using the following equation: P = ∑tendP /n i,j2 t0 i;2 where: P is the average target power of the considered phase j calculated using P , kW; i,j2 OVERRUN,2 P is the target power during the period from (i-1) to (i) calculated using P , kW; i,2 OVERRUN,2 t is the time at the beginning of the considered phase j, s; 0 t is the time at the end of the considered phase j, s; end n is the number of time steps in the considered phase; j is the index number for the considered WLTC phase. 3.13. Delta in CO emissions of period j expressed in g/s is then calculated following the equation: 2 ΔCO = k x (P - P ) 2,j v,2 i,j2 m,j2 where: ΔCO is the delta in CO emissions of period j expressed, g/s; 2,j 2 k is the slope of the Veline equation-2, g CO /kWs; v,2 2 P is the average target power of the considered period j calculated using P , kW; i,j2 OVERRUN,2 P is the average actual/measured power of the considered period j calculated using P , kW; m,j2 OVERRUN,2 j is the considered period j and it can be the cycle phase or the total cycle. 3.14. The final distance and speed corrected CO emissions of period j is calculated following the equation: 2 M = (ΔCO + M x d m;jÞ x t/d CO2,j,2b 2,j CO2;j;k t j i,j j where: M is distance and speed corrected CO emissions of period j, g/km; CO2,j,2b 2 M is CO emissions of period j according to step k in Table A7/1 in Annex B7, g/km; CO2,j,k 2 ΔCO is the delta in CO emissions of period j expressed, g/s; 2,j 2 452/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 t is the duration of considered period j, s; j d is the actually driven distance of the considered phase j, km; m,j d is the target distance of the considered period j, km; i,j j is the considered period j, which can either be the cycle phase “p” or the total cycle “c”; k is “1” if the considered period j is the cycle phase, or “2” if the considered period j is the total cycle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 453/710EN OJ L, 26.6.2026 ANNEX B7 Calculations 1. General requirements 1.1. Unless explicitly stated otherwise in Annex B8, all requirements and procedures specified in this annex shall apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and PEVs. 1.2. The calculation steps described in paragraph 1.4. of this annex shall be used for pure ICE vehicles only. 1.3. Rounding of test results 1.3.1. Intermediate steps in the calculations shall not be rounded unless intermediate rounding is required. 1.3.2. The final criteria emission results shall be rounded according to paragraph 6.1.8. of this Regulation in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure. 1.3.3. The NOx correction factor KHshall be reported rounded according to paragraph 6.1.8. of this Regulation to two places of decimal. 1.3.4. The dilution factor DFshall be reported rounded according to paragraph 6.1.8. of this Regulation to two places of decimal. 1.3.5. For information not related to standards, good engineering judgement shall be used. 1.4. Stepwise procedure for calculating the final test results for vehicles using combustion engines The results shall be calculated in the order described in Table A7/1. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c complete applicable cycle; p every applicable cycle phase; i every applicable criteria emission component, without CO ; 2 CO CO emission. 2 2 Table A7/1 Procedure for calculating final test results (FE applicable for Level 1B and the first 3-phases of a WLTP test in Level 2 only) Step No. Source Input Process Output 1 Annex B6 Raw test results Mass emissions M , g/km; i,p,1 Paragraphs 3. to 3.2.2. inclusive of this M , g/km. CO2,p,1 annex. 454/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output 2 Output step 1 M , g/km; Calculation of combined cycle values: M , g/km; i,p,1 i,c,2 M , g/km. M , g/km. CO2,p,1 CO2,c,2 ∑ M × d M ¼ p i;p;1 p i;c;2 ∑ d p p ∑ M ¼ pM CO2;p;1 × d p CO2;c;2 ∑ d p p where: M are the emission results over i/CO2,c,2 the total cycle; d are the driven distances of the cycle p phases, p. 2b Output step 1 M , g/km; Correction of CO results against the M , g/km; CO2,p,1 2 CO2,p,2b This step Output step 2 M , g/km. target speed and distance. M , g/km. CO2,c,2 CO2,c,2b is Annex B6b. applicable Note: As the distance is also corrected, to Level from this calculation step onwards any 1A only; reference to a driven distance shall be interpreted as a reference to the target distance. 3 For Level 1A M , g/km; RCB correction M , g/km; CO2,p,2b CO2,p,3 Output step M , g/km. Appendix 2 to Annex B6. M , g/km. CO2,c,2b CO2,c,3 2b For Level 1B M , g/km; RCB correction M , g/km; CO2,p,1 CO2,p,3 and Level 2 M , g/km. Appendix 2 to Annex B6. M , g/km. CO2,c,2 CO2,c,3 Output step 1 Output step 2 4a Output step 2 M , g/km; Emissions test procedure for all M , g/km; i,c,2 i,c,4a Output step 3 M , g/km. vehicles equipped with periodically M , g/km. CO2,c,3 CO2,c,4a regenerating systems, K. i Annex B6, Appendix 1. M = K × M i,c,4a i i,c,2 or M = K + M i,c,4a i i,c,2 and M = K × M CO2,c,4a CO2 CO2,c,3 or M = K + M CO2,c,4a CO2 CO2,c,3 Additive offset or multiplicative factor to be used according to Ki determination. If K is not applicable: i M = M i,c,4a i,c,2 M = M CO2,c,4a CO2,c,3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 455/710EN OJ L, 26.6.2026 Step No. Source Input Process Output 4b Output step 3 M , g/km; If K is applicable, align CO phase M , g/km. CO2,p,3 i 2 CO2,p,4 Output step M , g/km; values to the combined cycle value: CO2,c,3 4a M , g/km. CO2,c,4a M ¼M × AF CO2;p;4 CO2;p;3 Ki for every cycle phase p; where: M AF ¼ CO2;c;4a Ki M CO2;c;3 If K is not applicable: i M M CO2,p,4 = CO2,p,3 4c Output step M , g/km; In the case these values are used for M i,c,4a i,c,4c; 4a M , g/km. the purpose of conformity of M CO2,c,4a CO2,c,4c production, the criteria emission values and CO2 emission values shall be multiplied with the run-in factor determined according to paragraph 8.2.4. of this Regulation: M = RIC (j) x M i,c,4c i,c,4a M = RI (j) x M CO2,c,4c CO2 CO2,c,4a In the case these values are not used for the purpose of conformity of production: M = M i,c,4c i,c,4a M = M CO2,c,4c CO2,c,4a Calculate fuel efficiency (FE ) FE , km/l; c,4c_temp c,4c according to paragraph 6. of Annex B7. In the case this value is used for the purpose of conformity of production, the fuel efficiency value shall be multiplied with the run in factor determined according to paragraph 8.2.4. of this Regulation: FEc,4c = RIFE (j) x FEc,4c_temp In the case these values are not used for the purpose of conformity of production: FE = FE c,4c c,4c_temp 5 Output step M , g/km; For Level 1A and results after 4-phases M , g/km; CO2,c,4c CO2,c,5 Result of 4b and 4c M , g/km. in Level 2: M , g/km. CO2,p,4 CO2,p,5 a single ATCT correction of M and M CO2,c,4c CO2, test. in accordance with paragraph p,4 3.8.2. of Annex B6a. For Level 1B: M = M CO2,c,5 CO2,c,4c M = M CO2,p,5 CO2,p,4 M , g/km; Apply deterioration factors calculated M , g/km; i,c,4c i,c,5 FE , km/l; in accordance with Annex C4 to the FE , km/l; c,4c c,5 criteria emissions values. FEc,5=FEc4c 456/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output 6 For Level 1A For every test: Averaging of tests and declared value. M , g/km; i,c,6 and results M , g/km; Paragraphs 1.2. to 1.2.3. inclusive of M , g/km; i,c,5 CO2,c,6 after 4 phases M , g/km; Annex B6. M , g/km. CO2,c,5 CO2,p,6 in Level 2 M , g/km. M , CO2,p,5 CO2,c,declared Output step 5 g/km. For Level 1B FE , km/l; Averaging of tests and declared value. FE , km/l c,5 c,declared and results M , g/km Paragraphs 1.2. to 1.2.3. inclusive of FE , km/l i,c,5 c,6 after 3 phases Annex B6. M i,c,6 in Level 2 M = M M , i,c,5 i,c,6 CO2,c,declared Output step 5 The conversion from FE to g/km. c,declared M shall be performed for the CO2,c,declared applicable cycle according to paragraph 6. of Annex B7. For that purpose, the criteria emission over the applicable cycle shall be used. 7 For Level 1A M , g/km; Alignment of phase values according M , g/km; CO2,c,6 CO2,c,7 and results M , g/km. to paragraph 1.2.4. of Annex B6. M , g/km. CO2,p,6 CO2,p,7 after 4 phases M , g/ and: CO2,c,declared in Level 2: km. M = M CO2,c,7 CO2,c,declared Output step 6 For Level 1B M , g/km; Alignment of phase values according M , g/km. CO2,c,5 CO2,p,7 and results M , g/km; to paragraph 1.2.4. of Annex B6. CO2,p,5 after 3 phases M , g/ CO2,c,declared in Level 2: km. Output step 5 Output step 6 8 For Level 1A M , g/km; Calculation of fuel consumption FC , l/100 km; i,c,6 c,8 Result of and results M , g/km; according to paragraph 6 of this FC , l/100 km; CO2,c,7 p,8 a Type 1 after 4 phases M , g/km. annex. M , g/km; CO2,p,7 i,c,8 test for a in Level 2: The calculation of fuel consumption M , g/km; CO2,c,8 test Output steps shall be performed for the applicable M , g/km. CO2,p,8 vehicle. 6 cycle and its phases separately. For Output steps that purpose: 7 (a) the applicable phase or cycle CO 2 values shall be used; (b) the criteria emission over the complete cycle shall be used. and: M = M i,c,8 i,c,6 M = M CO2,c,8 CO2,c,7 M = M CO2,p,8 CO2,p,7 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 457/710EN OJ L, 26.6.2026 Step No. Source Input Process Output For Level 1B M , g/km; Calculation of fuel consumption and FC , l/100 km; i,c,6 p,8 and results FE , km/l conversion to fuel efficiency for phase FE , km/l; c,6 p,8 after 3 phases M , g/km. value only according to paragraph 6 of M , g/km; CO2,p,7 i,c,8 in Level 2: this annex. FE , km/l. c,8 Output steps The calculation of fuel consumption 6 shall be performed for the phases Output steps separately. For that purpose: 7 (a) the applicable phase CO values 2 shall be used; (b) the criteria emission over the complete cycle shall be used. and: M = M i,c,8 i,c,6 FE = FE c,8 c,6 9 Output step 8 For each of the For Level 1A and results after 4 phases M , g/km; i,c For Level test vehicles H in Level 2; M , g/km; CO2,c,H 1A and and L: If in addition to a test vehicle H a test M , g/km; CO2,p,H results M , g/km; vehicle M and/or vehicle L was also FC , l/100 km; i,c,8 c,H after 4 M , g/km; tested, the resulting criteria emission FC , l/100 km; CO2,c,8 p,H phases in M , g/km; value shall be the highest of the two FE , km/l; CO2,p,8 c,H Level 2 FC , l/100 km; or, in case vehicle M does not meet the FE , km/l; c,8 p,H Final FC , l/100 km; linearity criterion three values and and if a vehicle L p,8 criteria FE , km/l; referred to as Mi,c. was tested: c,8 emission FE , km/l In the case of the combined THC + M , g/km; p,8 CO2,c,L result NOx emissions, the highest value of M , g/km; CO2,p,L the sum referring to either the vehicle FC , l/100 km; c,L H or vehicle L or, if applicable, vehicle FC , l/100 km; p,L M is to be taken as the type approval FE , km/l; c,L value. FE , km/l. p,L Otherwise, if no vehicle L was tested, M = M i,c i,c,8 Level 1A, Level 1B and Level 2 For CO , FE and FC, the values derived 2 in step 8 shall be used, and CO values 2 shall be rounded according to paragraph 6.1.8. of this Regulation to two places of decimal, and FE and FC values shall be rounded according to paragraph 6.1.8. of this Regulation to three places of decimal. 10 Output step 9 M , g/km; Fuel consumption, fuel efficiency and M g/km; CO2,c,H CO2,c,ind Result of M , g/km; CO calculations for individual M , g/km; CO2,p,H 2 CO2,p,ind an FC , l/100 km; vehicles in an interpolation family. c,H individual vehicle. 458/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output Final CO , FC , l/100 km; Paragraph 3.2.3. of this annex. FC l/100 km; 2 p,H c,ind FE and FC FE , km/l; Fuel consumption, fuel efficiency and FC , c,H p,ind result. FE , km/l; CO calculations for individual l/100 km; p,H 2 and if a vehicle L vehicles in a road load matrix family. FE , km/l; c,ind was tested: Paragraph 3.2.4. of this annex. FE , km/l. p,ind M , g/km; CO emissions shall be expressed in CO2,c,L 2 M , g/km; grams per kilometre (g/km) rounded CO2,p,L FC , l/100 km; to the nearest whole number; c,L FC , l/100 km. FC values shall be rounded according p,L FE , km/l; to paragraph 6.1.8. of this Regulation c,L FE , km/l. to one place of decimal, expressed in p,L (l/100 km) ; FE values shall be rounded according to paragraph 6.1.8. of this Regulation to one place of decimal, expressed in (km/l). 2. Determination of diluted exhaust gas volume 2.1. Volume calculation for a variable dilution device capable of operating at a constant or variable flow rate The volumetric flow shall be measured continuously. The total volume shall be measured for the duration of the test. 2.2. Volume calculation for a variable dilution device using a positive displacement pump 2.2.1. The volume shall be calculated using the following equation: V¼V × N 0 where: V is the volume of the diluted gas, in litres per test (prior to correction); V is the volume of gas delivered by the positive displacement pump in testing conditions, litres per 0 pump revolution; N is the number of revolutions per test. 2.2.1.1. Correcting the volume to standard conditions The diluted exhaust gas volume, V, shall be corrected to standard conditions according to the following equation: � � V ¼V × K × P B – P1 mix 1 T p ELI: http://data.europa.eu/eli/reg/2026/1130/oj 459/710EN OJ L, 26.6.2026 where: 273:15 ðKÞ K ¼ ¼2:6961 1 101:325 ðkPaÞ P is the test room barometric pressure, kPa; B P is the vacuum at the inlet of the positive displacement pump relative to the ambient barometric 1 pressure, kPa; T is the arithmetic average temperature of the diluted exhaust gas entering the positive displacement p pump during the test, Kelvin (K). 3. Mass emissions 3.1. General requirements (as applicable) 3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake, combustion and exhaust processes may be considered to be ideal according to Avogadro’s hypothesis. 3.1.2. The mass M of gaseous compounds emitted by the vehicle during the test shall be determined by the product of the volumetric concentration of the gas in question and the volume of the diluted exhaust gas with due regard for the following densities under the reference conditions of 273.15 K (0 °C) and 101.325 kPa: Carbon monoxide (CO) ρ¼1:25g/l Carbon dioxide (CO ) ρ¼1:964g/l 2 Hydrocarbons: for petrol (E0) (C H ) ρ¼0:619g/1 1 1.85 for petrol (E10/E10H) (C H O ) ρ¼0:646g/l 1 1.93 0.033 for diesel (B0) (C H ) ρ¼0:620g/1 1 l.86 for diesel (B5H) (C H O ) ρ¼0:623g/l 1 1.86 0.005 for diesel (B7) (C H O ) ρ¼0:625g/l 1 1.86 0.007 for LPG (C H ) ρ¼0:649g/l 1 2.525 for NG/biomethane (CH ) ρ¼0:716g/l 4 for ethanol (E85) (C H O ) ρ¼0:934g/l 1 2.74 0.385 Nitrogen oxides (NOx) ρ¼2:05g/1 The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273.15 K (0 °C) and 101.325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. of Annex B5) is 1.967 g/l at standard conditions. If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation given in paragraph 3.1.3. of this annex. 460/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.1.3. The general equation for the calculation of total hydrocarbon density for each reference fuel with a mean composition of C H O is as follows: X Y Z H O MW + × MW + × MW c H O ρ ¼ C C THC V M where: ρ is the density of total hydrocarbons and non-methane hydrocarbons, g/l; THC MW is the molar mass of carbon (12.011 g/mol); C MW is the molar mass of hydrogen (1.008 g/mol); H MW is the molar mass of oxygen (15.999 g/mol); O V is the molar volume of an ideal gas at 273.15 K (0° C) and 101.325 kPa (22.413 l/mol); M H/C is the hydrogen to carbon ratio for a specific fuel C H O ; X Y Z O/C is the oxygen to carbon ratio for a specific fuel C H O . X Y Z 3.2. Mass emissions calculation 3.2.1. Mass emissions of gaseous compounds per cycle phase shall be calculated using the following equations: V × ρ × KH × C × 10 – 6 M ¼ mix;phase i phase i;phase i;phase d phase where: M is the mass emission of compound i per test or phase, g/km; i V is the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase and mix corrected to standard conditions (273.15 K (0 °C) and 101.325 kPa); ρ is the density of compound i in grams per litre at standard temperature and pressure (273.15 K i (0 °C) and 101.325 kPa); KH is a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO 2 and NOx, per test or phase; C is the concentration of compound i per test or phase in the diluted exhaust gas expressed in ppm i and corrected by the amount of compound i contained in the dilution air; d is the distance driven over the applicable WLTC, km; n is the number of phases of the applicable WLTC. 3.2.1.1. The concentration of a gaseous compound in the diluted exhaust gas shall be corrected by the amount of the gaseous compound in the dilution air using the following equation: � � 1 C ¼C – C × 1 – i e d DF where: C is the concentration of gaseous compound i in the diluted exhaust gas corrected by the amount of i gaseous compound i contained in the dilution air, ppm; C is the measured concentration of gaseous compound i in the diluted exhaust gas, ppm; e C is the concentration of gaseous compound i in the dilution air, ppm; d DF is the dilution factor. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 461/710EN OJ L, 26.6.2026 3.2.1.1.1. The dilution factor DFshall be calculated using the equation for the concerned fuel (as applicable): DF¼ 13:4 for petrol (E10/E10H) and diesel (B0) C CO2 + ðC HC + C COÞ × 10 – 4 DF¼ 13:5 for diesel (B5H) C + ðC + C Þ × 10 – 4 CO2 HC CO DF¼ 13:5 for petrol (E0) C + ðC + C Þ × 10 – 4 CO2 HC CO DF¼ 13:5 for diesel (B7) C CO2 + ðC HC + C COÞ × 10 – 4 DF¼ 11:9 for LPG C CO2 + ðC HC + C COÞ × 10 – 4 DF¼ 9:5 for NG/biomethane C CO2 + ðC HC + C COÞ × 10 – 4 DF¼ 12:5 for ethanol (E85) C + ðC + C Þ × 10 – 4 CO2 HC CO DF¼ 35:03 for hydrogen C H2O – C H2O – DA + C H2 × 10 – 4 With respect to the equation for hydrogen: C is the concentration of H O in the diluted exhaust gas contained in the sample bag, per cent H2O 2 volume; C is the concentration of H O in the dilution air, per cent volume; H2O-DA 2 C is the concentration of H in the diluted exhaust gas contained in the sample bag, ppm. H2 2 If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in paragraph 3.2.1.1.2. of this annex. If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean concentration of gaseous compounds for the phases concerned. The mean concentration of a gaseous compound shall be calculated using the following equation: n ∑ ðC × V Þ C ¼ phase¼1 i;phase mix;phase i n ∑ V phase¼1 mix;phase where: C is mean concentration of a gaseous compound; i C is the concentration of each phase; i,phase V is the V of the corresponding phase; mix,phase mix n is the number of phases. 462/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.1.1.2. The general equation for calculating the dilution factor DF for each reference fuel with an arithmetic average composition of CHO is as follows: x y z DF¼ X C CO2 + ðC HC + C COÞ × 10 – 4 where: X¼100 × x� � x + y + 3:76 x + y – z 2 4 2 C is the concentration of CO in the diluted exhaust gas contained in the sample bag, per cent CO2 2 volume; C is the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon HC equivalent; C is the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm. CO 3.2.1.1.3. Methane measurement 3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using the following equation: C ¼C – ðRf × C Þ NMHC THC CH4 CH4 where: C is the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent; NMHC C is the concentration of THC in the diluted exhaust gas, ppm carbon equivalent and corrected THC by the amount of THC contained in the dilution air; C is the concentration of CH in the diluted exhaust gas, ppm carbon equivalent and corrected CH4 4 by the amount of CH contained in the dilution air; 4 Rf is the FID response factor to methane determined and specified in paragraph 5.4.3.2. of CH4 Annex B5. 3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration gas/ method used for the zero/calibration adjustment. The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal manner. For the calibration of the FID in series with an NMC, the following methods are permitted: (a) The calibration gas consisting of propane/air bypasses the NMC; (b) The calibration gas consisting of methane/air passes through the NMC. It is highly recommended to calibrate the methane FID with methane/air through the NMC. In case (a), the concentration of CH and NMHC shall be calculated using the following equations: 4 C – C × ð1 – E Þ C ¼ HCðw=NMCÞ HCðw=oNMCÞ E CH4 Rf × ðE – E Þ CH4 E M C × ð1 – E Þ – C C ¼ HCðw=oNMCÞ M HCðw=NMCÞ NMHC E – E E M If Rf < 1.05, it may be omitted from the equation above for C . CH4 CH4 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 463/710EN OJ L, 26.6.2026 In case (b), the concentration of CH and NMHC shall be calculated using the following equations: 4 C ¼ C HCðw=NMCÞ × Rf CH4 × ð1 – E MÞ – C HCðw=oNMCÞ × ð1 – E EÞ CH4 Rf CH4 × ðE E – E MÞ C × ð1 – E Þ – C × Rf × ð1 – E Þ C ¼ HCðw=oNMCÞ M HCðw=NMCÞ CH4 M NMHC E – E E M where: C is the HC concentration with sample gas flowing through the NMC, ppm C; HCðw=NMCÞ C is the HC concentration with sample gas bypassing the NMC, ppm C; HCðw=oNMCÞ Rf is the methane response factor as determined per paragraph 5.4.3.2. of Annex B5; CH4 E is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this annex; M E is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this annex. E If Rf < 1.05, it may be omitted in the equations for case (b) above for C and C . CH4 CH4 NMHC 3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent, and for the other hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies shall be determined and used for the calculation of the NMHC emission. 3.2.1.1.3.3.1. Methane conversion efficiency, E M The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the two concentrations recorded. The efficiency shall be determined using the following equation: C E ¼1 – HCðw=NMCÞ M C HCðw=oNMCÞ where: C is the HC concentration with CH flowing through the NMC, ppm C; HCðw=NMCÞ 4 C is the HC concentration with CH bypassing the NMC, ppm C. HCðw=oNMCÞ 4 3.2.1.1.3.3.2. Ethane conversion efficiency, E E The ethane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the two concentrations recorded. The efficiency shall be determined using the following equation: C E ¼1 – HCðw=NMCÞ E C HCðw=oNMCÞ where: C is the HC concentration with C H flowing through the NMC, ppm C; HCðw=NMCÞ 2 6 C is the HC concentration with C H bypassing the NMC, ppm C. HCðw=oNMCÞ 2 6 If the ethane conversion efficiency of the NMC is 0.98 or above, E shall be set to 1 for any subsequent E calculation. 464/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.1.1.3.4. If the methane FID is calibrated through the cutter, E shall be 0. M The equation to calculate C in paragraph 3.2.1.1.3.2. (case (b)) in this annex becomes: CH4 C ¼C CH4 HCðw=NMCÞ The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in this annex becomes: C ¼C – C × r NMHC HCðw=oNMCÞ HCðw=NMCÞ h The density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273.15 K (0 °C) and 101.325 kPa and is fuel-dependent. 3.2.1.1.4. Flow-weighted arithmetic average concentration calculation The following calculation method shall be applied for CVS systems that are not equipped with a heat exchanger or for CVS systems with a heat exchanger that does not comply with paragraph 3.3.5.1. of Annex B5. This flow weighted arithmetic average concentration calculation shall be used for all continuous diluted measurements including PN. It may be optionally applied for CVS systems with a heat exchanger that complies with paragraph 3.3.5.1 of Annex B5. n ∑ q ðiÞ × Δt × CðiÞ C ¼ i¼1 VCVS e V where: C is the flow-weighted arithmetic average concentration; e q ðiÞ is the CVS flow rate at time t¼i × Δt, m3/sec; VCVS CðiÞ is the concentration at time t¼i × Δt, ppm; Δt sampling interval, s; V total CVS volume, m3; n is the test time, s. 3.2.1.2. Calculation of the NOx humidity correction factor In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations apply: 1 KH¼ 1 – 0:0329 × ðH – 10:71Þ where: 6:211 × R × P H¼ a d P – P × R × 10 – 2 B d a and: H is the specific humidity, grams of water vapour per kilogram dry air; R is the relative humidity of the ambient air, per cent; a P is the saturation vapour pressure at ambient temperature, kPa; d P is the atmospheric pressure in the room, kPa. B The KH factor shall be calculated for each phase of the test cycle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 465/710EN OJ L, 26.6.2026 The ambient temperature and relative humidity shall be defined as the arithmetic average of the continuously measured values during each phase. 3.2.2. Determination of the HC mass emissions from compression-ignition engines 3.2.2.1. To calculate HC mass emission for compression-ignition engines, the arithmetic average HC concentration shall be calculated using the following equation: ∫t2 C dt C ¼ t1 HC e t2 – t1 where: ∫t2 C dt is the integral of the recording of the heated FID over the test (t 1to t 2); t1 HC C is the concentration of HC measured in the diluted exhaust in ppm of C and is substituted e i for C in all relevant equations. HC 3.2.2.1.1. Dilution air concentration of HC shall be determined from the dilution air bags. Correction shall be carried out according to paragraph 3.2.1.1. of this annex. 3.2.3. Fuel consumption, fuel efficiency and CO calculations for individual vehicles in an interpolation family 2 3.2.3.1. Fuel consumption, fuel efficiency and CO emissions without using the interpolation method (i.e. using 2 vehicle H only) The CO value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. inclusive of this annex, and fuel efficiency/ 2 fuel consumption, as calculated according to paragraph 6. of this annex, shall be attributed to all individual vehicles in the interpolation family and the interpolation method shall not be applicable. 3.2.3.2. Fuel consumption and CO emissions using the interpolation method 2 The CO emissions and the fuel consumption for each individual vehicle in the interpolation family may be 2 calculated according to paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of this annex. 3.2.3.2.1. Fuel consumption and CO emissions of test vehicles L and H 2 The mass of CO emissions, M , and M and its phases p, M and M , of test 2 CO2 – L CO2 – H CO2 – L;p CO2 – H;p vehicles L and H, used for the following calculations, shall be taken from step 9 of Table A7/1. Fuel consumption values are also taken from step 9 of Table A7/1 and are referred to as FC and FC . L,p H,p 3.2.3.2.2. Road load calculation for an individual vehicle In the case that the interpolation family is derived from one or more road load families, the calculation of the individual road load shall only be performed within the road load family applicable to that individual vehicle. 3.2.3.2.2.1. Mass of an individual vehicle The test masses of vehicles H and L shall be used as input for the interpolation method. 466/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 TM , in kg, shall be the test mass of an individual vehicle according to paragraph 3.2.25. of this ind Regulation. If the same test mass is used for test vehicles L and H, the value of TM shall be set to the mass of test ind vehicle H for the interpolation method. 3.2.3.2.2.2. Rolling resistance of an individual vehicle 3.2.3.2.2.2.1. The actual RRC values for the selected tyres on test vehicle L, RR , and test vehicle H, RR , shall be used as L H input for the interpolation method. See paragraph 4.2.2.1. of Annex B4. If the tyres on the front and rear axles of vehicle L or H have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. of this annex. 3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RR shall be set ind to the RRC value of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4. In the case where individual vehicles can be supplied with a complete set of standard wheels and tyres and in addition a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used and calculated using the equation in paragraph 3.2.3.2.2.2.3. of this annex. If the same tyres, or tyres with the same rolling resistance coefficient were fitted to test vehicles L and H, the value of RR for the interpolation method shall be set to RR . ind H 3.2.3.2.2.2.3. Calculating the weighted mean of the rolling resistances RR ¼ðRR × mp Þ + ðRR × ð1 – mp ÞÞ x x;FA x;FA x;RA x;FA where: x represents vehicle L, H or an individual vehicle. RR and RR are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/ L, FA H,FA tonne; RR is the RRC value of the applicable tyre energy efficiency class according to ind, FA Table A4/2 of Annex B4 of the front axle tyres on the individual vehicle, kg/ tonne; RR , and RR are the actual RRCs of the rear axle tyres on vehicles L and H respectively, kg/ L,RA H,RA tonne; RR is the RRC value of the applicable tyre energy efficiency class according to ind,RA Table A4/2 of Annex B4 of the rear axle tyres on the individual vehicle, kg/ tonne; mp is the proportion of the vehicle mass in running order on the front axle; x,FA RRx shall not be rounded or categorised to tyre energy efficiency classes. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 467/710EN OJ L, 26.6.2026 3.2.3.2.2.3. Aerodynamic drag of an individual vehicle 3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment The aerodynamic drag shall be measured for each of the aerodynamic drag-influencing items of optional equipment and body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Annex B4 verified by the responsible authority. For the purpose of the interpolation method, the aerodynamic drag of optional equipment within one road load family shall be measured at the same wind speed, either v or v , preferably v , as defined low high high in paragraph 6.4.3. of Annex B4. In the case that v or v does not exist, (e.g. the road load of V and/ low high L or V are measured using the coastdown method), the aerodynamic force shall be measured at the same H wind speed within the range ≥ 80 km/h and ≤ 150 km/h. For Class 1 vehicles, the aerodynamic force shall be measured at the same wind speed of ≤ 150 km/h. 3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of optional equipment At the request of the manufacturer and with approval of the responsible authority, an alternative method (e.g. CFD simulation (Level 1A only), wind tunnel not fulfilling the criteria in Annex B4) may be used to determine Δ(C ×A) if the following criteria are fulfilled: D f (a) The alternative method shall fulfil an accuracy for Δ(C ×A) of ±0.015 m2. D f For Level 1A only - In the case that CFD simulation is used, the accuracy of the CFD method shall be validated by at least two Δ(C ×A) per types of optional equipment from a common baseline vehicle D f body and at least a total of eight Δ(C ×A) as shown in the example in Figure A7/1a; D f (b) The alternative method shall only be used for types of aerodynamic-influencing optional equipment (e.g. wheels, cooling air control systems, spoilers etc.) for which equivalency has been demonstrated; (c) Evidence of equivalency outlined in (a) and (b) shall be shown to the responsible authority in advance of the type-approval for the road load family. For any alternative method, validation shall be based on wind tunnel measurements fulfilling the criteria of this Regulation; (d) If the Δ(C × A) of a particular item of optional equipment is more than double the Δ(C × A) of the D f D f optional equipment for which the evidence was provided, aerodynamic drag shall not be determined by the alternative method; and (e) Revalidation is necessary every four years in the case that a measurement method is used. In the case that a mathematical method is used, any change made to a simulation model or to the software likely to invalidate the validation report also requires revalidation. 468/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A7/1a Example of application of the alternative method for determination of aerodynamic influence of optional equipment 3.2.3.2.2.3.2.1. The manufacturer shall declare the scope of applicable vehicles for the alternative method to the responsible authority and the declared scope shall be documented in relevant test reports when evidence of equivalency is shown to the responsible authority. The responsible authority may request the confirmation of equivalency for the alternative method by selecting the vehicle from the scope declared by the manufacturer after equivalency was demonstrated. The result shall fulfil an accuracy for Δ(CD×Af) of ±0.015 m2. This procedure shall be based on wind tunnel measurements fulfilling the criteria of this Regulation. If this procedure is not satisfied, the approval of the alternative method is regarded as invalidated. 3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle ΔðC × A Þ is the difference in the product of the aerodynamic drag coefficient multiplied by frontal D f ind area between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that differ from those of test vehicle L, m2; These differences in aerodynamic drag, Δ(C ×A), shall be determined with an accuracy of ±0.015 m2. D f Δ(C ×A) may be calculated according to the following equation maintaining the accuracy of ±0.015 m2 D find also for the sum of items of optional equipment and body shapes: n ΔðC × A Þ ¼ ∑ ΔðC × A Þ D f ind D f i i¼1 where: C is the aerodynamic drag coefficient; D A is the frontal area of the vehicle, m2; f ELI: http://data.europa.eu/eli/reg/2026/1130/oj 469/710EN OJ L, 26.6.2026 n is the number of items of optional equipment on the vehicle that are different between an individual vehicle and test vehicle L; ΔðC × A Þ is the difference in the product of the aerodynamic drag coefficient multiplied by frontal D f i area due to an individual feature, i, on the vehicle and is positive for an item of optional equipment that adds aerodynamic drag with respect to test vehicle L and vice versa, m2. The sum of all Δ(C ×A) differences between test vehicles L and H shall correspond to Δ(C ×A) . D fi D fLH 3.2.3.2.2.3.4. Definition of complete aerodynamic delta between test vehicles L and H The total difference of the aerodynamic drag coefficient multiplied by frontal area between test vehicles L and H shall be referred to as Δ(C ×A) and shall be recorded, m2. D fLH 3.2.3.2.2.3.5. Documentation of aerodynamic influences The increase or decrease of the product of the aerodynamic drag coefficient multiplied by frontal area expressed as Δ(C ×A) for all items of optional equipment and body shapes in the interpolation family that: D f (a) Have an influence on the aerodynamic drag of the vehicle; and (b) Are to be included in the interpolation, shall be recorded, m2. 3.2.3.2.2.3.6. Additional provisions for aerodynamic influences The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(C ×A) shall D fLH be set to zero, if: (a) The wind tunnel facility is not able to accurately determine Δ(C ×A); or D f (b) There are no drag-influencing items of optional equipment between the test vehicles H and L that are to be included in the interpolation method. 3.2.3.2.2.4. Calculation of road load coefficients for individual vehicles The road load coefficients f , f and f (as defined in Annex B4) for test vehicles H and L are referred to as 0 1 2 f , f and f ,and f , f and f respectively. An adjusted road load curve for the test vehicle L is 0,H 1,H 2, H 0,L 1,L 2, L defined as follows: F ðvÞ¼f� + f × v + f� × v2 L 0;L 1;H 2;L Applying the least squares regression method in the range of the reference speed points, adjusted road load coefficients f� and f� shall be determined for F ðvÞwith the linear coefficient f� set to f . 0;L 2;L L 1;L 1,H The road load coefficients f , f and f for an individual vehicle in the interpolation family shall be 0,ind 1,ind 2, ind calculated using the following equations: ðTM × RR – TM × RR Þ f ¼f – Δf × H H ind ind 0;ind 0;H 0 ðTM × RR – TM × RR Þ H H L L or, if ðTM × RR – TM × RR Þ= 0, the equation for f below shall apply: H H L L 0,ind f ¼f – Δf 0;ind 0;H 0 f ¼f 1;ind 1;H ðΔ½C × A � – Δ½C × A � Þ f ¼f – Δf D f LH d f ind 2;ind 2;H 2 ðΔ½C × A � Þ D f LH 470/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 or, if ΔðC × A ÞLH¼0, the equation for F below shall apply: D f 2,ind f ¼f – Δf 2;ind 2;H 2 where: Δf ¼f – f� 0 0;H 0;L Δf ¼f – f� 2 2;H 2;L In the case of a road load matrix family, the road load coefficients f , f and f for an individual vehicle shall 0 1 2 be calculated according to the equations in paragraph 5.1.1. of Annex B4. 3.2.3.2.3. Calculation of cycle energy demand The cycle energy demand of the applicable WLTC E and the energy demand for all applicable cycle phases k E shall be calculated according to the procedure in paragraph 5. of this annex for the following sets k of k, p road load coefficients and masses: k=1: f ¼f� ;f ¼f ; f ¼f� ; m¼TM 0 0;L 1 1;H 2 2;L L (test vehicle L) k=2: f ¼f ; f ¼f ; f ¼f ; m¼TM 0 0;H 1 1;H 2 2;H H (test vehicle H) k=3: f ¼f ; f ¼f ; f ¼f ; m¼TM 0 0;ind 1 1;H 2 2;ind ind (an individual vehicle in the interpolation family) These three sets of road loads may be derived from different road load families. 3.2.3.2.4. For Level 1A and 4-phase WLTP test in Level 2: Calculation of the CO value for an individual vehicle within an interpolation family using the 2 interpolation method For each cycle phase p of the applicable cycle the mass of CO emissions g/km, for an individual vehicle 2 shall be calculated using the following equation: � � M ¼M + E3;p – E1;p × ðM – M Þ CO2 – ind;p CO2 – L;p E2;p – E1;p CO2 – H;p CO2 – L;p The mass of CO emissions, g/km, over the complete cycle for an individual vehicle shall be calculated 2 using the following equation: � � M ¼M + E3 – E1 × ðM – M Þ CO2 – ind CO2 – L E – E CO2 – H CO2 – L 2 1 The terms E , E and E and E , E and E respectively shall be calculated as specified in 1,p 2,p 3,p 1 2 3 paragraph 3.2.3.2.3. of this annex. For Level 1B and 3-phase WLTP test in Level 2: Calculation of the CO value for an individual vehicle within an interpolation family using the 2 interpolation method This calculation is only applied for verification of the extrapolation criterion defined in paragraph 2.3.2.3 of Annex B6 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 471/710EN OJ L, 26.6.2026 The mass of CO emissions, g/km, over the complete cycle for an individual vehicle shall be calculated 2 using the following equation: � � E – E M ¼M + 3 1 × ðM – M Þ CO2 – ind CO2 – L E2 – E1 CO2 – H CO2 – L where : M is the CO2 emission from step 6 of Table A7/1 of this Annex for vehicle L; CO2-L M is the CO2 emission from step 6 of Table A7/1 of this Annex for vehicle H; CO2-H The terms E , E and E respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this annex. 1 2 3 3.2.3.2.5. For Level 1A and 4-phase WLTP test in Level 2: Calculation of the fuel consumption FC value for an individual vehicle within an interpolation family using the interpolation method For each cycle phase p of the applicable cycle, the fuel consumption, l/100 km, for an individual vehicle shall be calculated using the following equation: � � E – E FC ¼FC + 3;p 1;p × ðFC – FC Þ ind;p L;p E – E H;p L;p 2;p 1;p The fuel consumption, l/100 km, of the complete cycle for an individual vehicle shall be calculated using the following equation: � � FC ¼FC + E3 – E1 × ðFC – FC Þ ind L E – E H L 2 1 The terms E , E and E , and E , E and E respectively shall be calculated as specified in 1,p 2,p 3,p 1 2 3 paragraph 3.2.3.2.3. of this annex. For Level 1B and 3-phase WLTP test in Level 2 Calculation of the fuel efficiency FE value for an individual vehicle within an interpolation family using the interpolation method For each cycle phase p of the applicable cycle, the fuel efficiency, km/l, for an individual vehicle shall be calculated using the following equation: FE ¼ !1 ind;p E – E 1=FE + 3;p 1;p × ð1=FE – 1=FE Þ L;p H;p L;p E – E 2;p 1;p The fuel efficiency in km/l, of the complete cycle for an individual vehicle shall be calculated using the following equation: FE ¼ � �1 ind E – E 1=FE + 3 1 × ð1=FE – 1=FE Þ L H L E – E 2 1 The terms E , E and E , and E , E and E respectively shall be calculated as specified in 1,p 2,p 3,p 1 2 3 paragraph 3.2.3.2.3. of this annex. 472/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.3.2.6. For Level 1A and 4-phase WLTP test in Level 2 The individual CO value determined in paragraph 3.2.3.2.4. of this annex may be increased by the 2 original equipment manufacturer (OEM). In such cases: (a) The CO phase values shall be increased by the ratio of the increased CO value divided by the 2 2 calculated CO value; 2 (b) The fuel consumption values shall be increased by the ratio of the increased CO value divided by the 2 calculated CO value. 2 This shall not compensate for technical elements that would effectively require a vehicle to be excluded from the interpolation family. For Level 1B and 3-phase WLTP test in Level 2 The individual fuel efficiency value determined in paragraph 3.2.3.2.5. of this annex may be decreased by the original equipment manufacturer (OEM). In such cases: (a) The fuel efficiency phase values shall be decreased by the ratio of the decreased fuel efficiency value divided by the calculated fuel efficiency value. This shall not compensate for technical elements that would effectively require a vehicle to be excluded from the interpolation family. 3.2.4. Fuel consumption, fuel efficiency and CO calculations for individual vehicles in a road load matrix family 2 The CO emissions and the fuel efficiency/fuel consumption for each individual vehicle in the road load 2 matrix family shall be calculated according to the interpolation method described in paragraphs 3.2.3.2.3. to 3.2.3.2.5. inclusive of this annex. Where applicable, references to vehicle L and/or H shall be replaced by references to vehicle L and/or H respectively. M M 3.2.4.1. Determination of fuel consumption, fuel efficiency and CO emissions of vehicles L and H 2 M M The mass of CO emissions M of vehicles L and H shall be determined according to the calculations 2 CO2 M M in paragraph 3.2.1. of this annex for the individual cycle phases p of the applicable WLTC and are referred to as M and M respectively. Fuel consumption and fuel efficiency for individual cycle CO2 – LM;p CO2 – HM;p phases of the applicable WLTC shall be determined according to paragraph 6. of this annex and are referred to as FC , FC , FE and FE respectively. LM,p HM,p LM,p LM,p 3.2.4.1.1. Road load calculation for an individual vehicle The road load force shall be calculated according to the procedure described in paragraph 5.1. of Annex B4. 3.2.4.1.1.1. Mass of an individual vehicle The test masses of vehicles H and L selected according to paragraph 4.2.1.4. of Annex B4 shall be used M M as input. TM , in kg, shall be the test mass of the individual vehicle according to the definition of test mass in ind paragraph 3.2.25. of this Regulation. If the same test mass is used for vehicles L and H , the value of TM shall be set to the mass of vehicle M M ind H for the road load matrix family method. M ELI: http://data.europa.eu/eli/reg/2026/1130/oj 473/710EN OJ L, 26.6.2026 3.2.4.1.1.2. Rolling resistance of an individual vehicle 3.2.4.1.1.2.1. The RRC values for vehicle L , RR , and vehicle H , RR , selected under paragraph 4.2.1.4. of M LM M HM Annex B4, shall be used as input. If the tyres on the front and rear axles of vehicle L or H have different rolling resistance values, the M M weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex. 3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RR shall be set ind to the RRC value of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4. In the case where individual vehicles can be supplied with a complete set of standard wheels and tyres and in addition a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. If the tyres on the front and the rear axles belong to different energy efficiency classes, the weighted mean shall be used and shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex. If the same rolling resistance is used for vehicles L and H , the value of RR shall be set to RR for the M M ind HM road load matrix family method. 3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistances RR ¼ðRR × mp Þ + ðRR × ð1 – mp ÞÞ x x;FA x;FA x;RA x;FA where: x represents vehicle L, H or an individual vehicle; RR and RR are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/ LM, FA HM,FA tonne; RR is the RRC value of the applicable tyre energy efficiency class according to ind, FA Table A4/2 of Annex B4 of the front axle tyres on the individual vehicle, kg/tonne; RR and RR are the actual rolling resistance coefficients of the rear axle tyres on vehicles L and LM,RA HM,RA H respectively, kg/tonne; RR is the RRC value of the applicable tyre energy efficiency class according to ind,RA Table A4/2 of Annex B4 of the rear axle tyres on the individual vehicle, kg/tonne; mp is the proportion of the vehicle mass in running order on the front axle. x,FA RR shall not be rounded or categorised to tyre energy efficiency classes. x 3.2.4.1.1.3. Frontal area of an individual vehicle The frontal area for vehicle L , A , and vehicle H , A , selected under paragraph 4.2.1.4. of Annex B4 M fLM M fHM shall be used as input. A , in m2, shall be the frontal area of the individual vehicle. f,ind If the same frontal area is used for vehicles L and H , the value of A shall be set to the frontal area of M M f,ind vehicle H for the road load matrix family method. M 474/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.5. Alternative interpolation calculation method Upon request of the manufacturer and with approval of the responsible authority, a manufacturer may apply an alternative interpolation calculation procedure in the case that the interpolation method creates unrealistic phase-specific results or an unrealistic road load curve. Before such permission is granted, the manufacturer shall check and where possible correct: (a) The reason for having small differences between the road load relevant characteristics between vehicle L and H in the case of unrealistic phase- specific results; (b) The reason for having an unexpected difference between the f1,L and f1,H coefficients in the case of an unrealistic road load curve. The request of the manufacturer to the responsible authority shall include evidence that such a correction is not possible, and that the resultant error is significant. 3.2.5.1. Alternative calculation to correct unrealistic phase-specific results Alternatively to the procedures defined in paragraphs 3.2.3.2.4. and 3.2.3.2.5. of this annex, calculations of phase CO , phase fuel efficiency and phase fuel consumption may be calculated according to the 2 equations in paragraphs 3.2.5.1.1., 3.2.5.1.2. and 3.2.5.1.3. below. For each parameter, M is replaced by FC or FE. CO2 3.2.5.1.1. Ratio determination for each phase of V and V L H � R ¼M M p;L CO2;p;L CO2;c;L � R ¼M M p;H CO2;p;H CO2;c;H where: M , M , M and M are from step 9 in Table A7/1 in this annex. CO2,p,L CO2,c,L CO2,p,H CO2,c,H 3.2.5.1.2. Ratio determination for each phase for vehicle V ind � � R ¼R + M CO2;c;ind – M CO2;c;L × ðR – R Þ p;ind p;L M – M p;H p;L CO2;c;H CO2;c;L where: M is from step 10 in Table A7/1 in this annex and shall be rounded to the nearest whole number. CO2,c,ind 3.2.5.1.3. Phase per phase mass emission of vehicle V ind M ¼R × M CO2;p;ind p;ind CO2;c;ind 3.2.5.2. Alternative calculation to correct an unrealistic road load curve Alternatively to the procedure defined in paragraph 3.2.3.2.2.4. of this annex, road load coefficients may be calculated as follows: FðvÞ¼f� + f × v + f� × v2 i 0;i 1;A 2;i ELI: http://data.europa.eu/eli/reg/2026/1130/oj 475/710EN OJ L, 26.6.2026 Applying the least squares regression method in the range of the reference speed points, alternative adjusted road load coefficients f* and f* shall be determined for F(v) with the linear coefficient f* set 0,i 2,i i 1,i to f f is calculated as follows: 1,A. 1,A f ¼ðE i – E LRÞ × f1;HR + ðE HR – E iÞ × f1;LR 1;A ðE – E Þ HR LR where: E is the cycle energy demand as defined in paragraph 5. of this annex, Ws; i is the subscript denoting vehicles L, H or ind; H is test vehicle H as described in paragraph 4.2.1.2.3.2. of Annex B4; R L is test vehicle L as described in paragraph 4.2.1.2.3.2. of Annex B4. R 3.3. PM 3.3.1. Calculation PM shall be calculated using the following two equations: ðV + V Þ × P PM¼ mix ep e V × d ep where exhaust gases are vented outside tunnel; and: V × P PM¼ mix e V × d ep where exhaust gases are returned to the tunnel; where: V is the volume of diluted exhaust gases (see paragraph 2. of this annex), under standard mix conditions; V is the volume of diluted exhaust gas flowing through the particulate sampling filter under ep standard conditions; P is the mass of particulate matter collected by one or more sample filters, mg; e d is the distance driven corresponding to the test cycle, km. 3.3.1.1. Where correction for the background particulate mass from the dilution system has been used, this shall be determined in accordance with paragraph 2.1.3.1. of Annex B6. In this case, particulate mass (mg/km) shall be calculated using the following equations: � � � ��� PM¼ P e – P a × 1 – 1 × ðV mix + V epÞ V V DF d ep ap in the case that the exhaust gases are vented outside the tunnel; and: � � � ��� PM¼ P e – P a × 1 – 1 × ðV mixÞ V V DF d ep ap 476/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 in the case that the exhaust gases are returned to the tunnel; where: V is the volume of tunnel air flowing through the background particulate filter under standard ap conditions; P is the particulate mass from the dilution air, or the dilution tunnel background air, as determined a by the one of the methods described in paragraph 2.1.3.1. of Annex B6; DF is the dilution factor determined in paragraph 3.2.1.1.1. of this annex. Where application of a background correction results in a negative result, it shall be considered to be zero mg/km. 3.3.2. Calculation of PM using the double dilution method V ¼V – V ep set ssd where: V is the volume of diluted exhaust gas flowing through the particulate sample filter under standard ep conditions; V is the volume of the double diluted exhaust gas passing through the particulate sampling filters set under standard conditions; V is the volume of the secondary dilution air under standard conditions. ssd Where the secondary diluted sample gas for PM measurement is not returned to the tunnel, the CVS volume shall be calculated as in single dilution, i.e.: V ¼V + V mix mixindicated ep where: V is the measured volume of diluted exhaust gas in the dilution system following mix indicated extraction of the particulate sample under standard conditions. 4. Determination of PN PN shall be calculated using the following equation: V × k × ðC × f – C × f Þ × 103 PN¼ s r b rb d where: PN is the particle number emission, particles per kilometre; V is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of double dilution) and corrected to standard conditions (273.15 K (0 °C) and 101.325 kPa); k is a calibration factor to correct the PNC measurements to the level of the reference instrument where this is not applied internally within the PNC. Where the calibration factor is applied internally within the PNC, the calibration factor shall be 1; C is the corrected particle number concentration from the diluted exhaust gas expressed as the s arithmetic average number of particles per cubic centimetre from the emissions test including the full duration of the drive cycle. If the volumetric mean concentration results C from the PNC are not measured at standard conditions (273.15 K (0 °C) and 101.325 kPa), the concentrations shall be corrected to those conditions C ; s ELI: http://data.europa.eu/eli/reg/2026/1130/oj 477/710EN OJ L, 26.6.2026 C is either the dilution air or the dilution tunnel background particle number concentration, as b permitted by the responsible authority, in particles per cubic centimetre, corrected to standard conditions (273.15 K (0 °C) and 101.325 kPa); f is the mean particle concentration reduction factor of the VPR at the dilution setting used for r the test; f is the mean particle concentration reduction factor of the VPR at the dilution setting used for rb the background measurement; d is the distance driven corresponding to the applicable test cycle, km. Cshall be calculated using the following equation: n ∑ C C ¼ i¼1 i n where: C is a discrete measurement of particle number concentration in the diluted gas exhaust from the i PNC; particles per cm3; n is the total number of discrete particle number concentration measurements made during the applicable test cycle and shall be calculated using the following equation: n¼t × f where: t is the time duration of the applicable test cycle, s; f is the data logging frequency of the particle counter, Hz. 5. Calculation of cycle energy demand (CED) Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time sample points. The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing E i over the corresponding cycle time between t +1 and t according to the following equation: start end E¼ ∑tend E tstart + 1 i where: E ¼ F × d if F >0 i i i i E ¼0 if F ≤ 0 i i and: t is the time at which the applicable test cycle or phase starts (see paragraph 3. of Annex B1), s; start t is the time at which the applicable test cycle or phase ends (see paragraph 3. of Annex B1), s; end E is the energy demand during time period (i-1) to (i), Ws; i F is the driving force during time period (i-1) to (i), N; i d is the distance travelled during time period (i-1) to (i), m. i � � 2 v + v ðv + v Þ F ¼f + f × i i – 1 + f × i i – 1 + ð1:03 × TMÞ × a i 0 1 2 2 4 i 478/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 where: F is the driving force during time period (i-1) to (i), N; i v is the target velocity at time t, km/h; i i TM is the test mass, kg; a is the acceleration during time period (i-1) to (i), m/s2; i f , f , f are the road load coefficients for the test vehicle under consideration (TM , TM or TM ) in 0 1 2 L H ind N, N/km/h and in N/(km/h)2respectively. ðv + v Þ d ¼ i i – 1 × ðt – t Þ i 2 × 3:6 i i – 1 where: d is the distance travelled in time period (i-1) to (i), m; i v is the target velocity at time t, km/h; i i t is time, s. i v – v a ¼ i i – 1 i 3:6 × ðt – t Þ i i – 1 where: a is the acceleration during time period (i-1) to (i), m/s2; i v is the target velocity at time t, km/h; i i t is time, s. i 6. Calculation of fuel consumption and fuel efficiency (as applicable) 6.1. The fuel characteristics required for the calculation of fuel consumption values shall be taken from Annex B3. 6.2. For Level 1A and 4-phase WLTP test in Level 2 The fuel consumption values shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO of Table A7/1 in 2 case of ICE or of Table A8/6 in case of NOVC-HEV and OVC-HEV. For Level 1B and 3-phase WLTP test in Level 2 The fuel efficiency values shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide using the results of the step as specified in the input column of the relevant table of this annex or Annex B8. 6.2.1. The general equation in paragraph 6.12. of this annex using H/C and O/C ratios shall be used for the calculation of fuel consumption. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 479/710EN OJ L, 26.6.2026 6.2.2. For all equations in paragraph 6. of this annex: FC is the fuel consumption of a specific fuel, l/100 km (or m3per 100 km in the case of natural gas or kg/100 km in the case of hydrogen); H/C is the hydrogen to carbon ratio of a specific fuel C H O ; X Y Z O/C is the oxygen to carbon ratio of a specific fuel C H O ; X Y Z MW is the molar mass of carbon (12.011 g/mol); C MW is the molar mass of hydrogen (1.008 g/mol); H MW is the molar mass of oxygen (15.999 g/mol); O ρ is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C; fuel HC are the emissions of hydrocarbon, g/km; CO are the emissions of carbon monoxide, g/km; CO are the emissions of carbon dioxide, g/km; 2 H O are the emissions of water, g/km; 2 H are the emissions of hydrogen, g/km; 2 p is the gas pressure in the fuel tank before the applicable test cycle, Pa; 1 p is the gas pressure in the fuel tank after the applicable test cycle, Pa; 2 T is the gas temperature in the fuel tank before the applicable test cycle, K; 1 T is the gas temperature in the fuel tank after the applicable test cycle, K; 2 Z is the compressibility factor of the gaseous fuel at p and T ; 1 1 1 Z is the compressibility factor of the gaseous fuel at p and T ; 2 2 2 V is the interior volume of the gaseous fuel tank, m3; d is the theoretical length of the applicable phase or cycle, km. 6.3. For a vehicle with a positive ignition engine fuelled with petrol (E0) � � 0:1155 FC¼ × ½ð0:866 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.4. (Reserved) 6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10/E10H) � � 0:1206 FC¼ × ½ð0:829 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.6. For a vehicle with a positive ignition engine fuelled with LPG � � 0:1212 FC ¼ × ½ð0:825 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� norm 0:538 2 6.6.1. If the composition of the fuel used for the test differs from the composition that is assumed for the calculation of the normalised consumption, on the manufacturer's request a correction factor cf may be applied, using the following equation: � � 0:1212 FC ¼ × cf × ½ð0:825 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� norm 0:538 2 480/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The correction factor, cf, which may be applied, is determined using the following equation: cf ¼0:825 + 0:0693 × n actual where: n is the actual H/C ratio of the fuel used. actual 6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane � � 0:1336 FC ¼ × ½ð0:749 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� norm 0:654 2 6.8. For a vehicle with a compression engine fuelled with diesel (B0) � � 0:1156 FC¼ × ½ð0:865 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.9. For a vehicle with a compression engine fuelled with diesel (B5H) � � 0:1163 FC¼ × ½ð0:860 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.10. For a vehicle with a compression engine fuelled with diesel (B7) � � 0:1165 FC¼ × ½ð0:858 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85) � � 0:1743 FC¼ × ½ð0:574 × HCÞ + ð0:429 × COÞ + ð0:273 × CO Þ� 2 ρ fuel 6.12. Fuel consumption for any test fuel may be calculated using the following equation: 0 1 H O MW + × MW + × MW FC¼ C C H C O × @ MW C × HC + MW C × CO + MW C × CO A MW C × ρ fuel × 10 MW C + H C × MW H + O C × MW O MW CO MW CO2 2 6.13. Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen: � � FC¼0:024 × V × 1 × p 1 – 1 × p 2 d Z1 T1 Z2 T2 For vehicles fuelled either with gaseous or liquid hydrogen, and with approval of the responsible authority, the manufacturer may choose to calculate fuel consumption using either the equation for FC below or a method using a standard protocol such as SAE J2572. FC¼0:1 × ð0:1119 × H O + H Þ 2 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 481/710EN OJ L, 26.6.2026 The compressibility factor, Z, shall be obtained from the following table: Table A7/2 Compressibility factor Z p(bar) 5 100 200 300 400 500 600 700 800 900 33 0.859 1.051 1.885 2.648 3.365 4.051 4.712 5.352 5.973 6.576 53 0.965 0.922 1.416 1.891 2.338 2.765 3.174 3.570 3.954 4.329 73 0.989 0.991 1.278 1.604 1.923 2.229 2.525 2.810 3.088 3.358 93 0.997 1.042 1.233 1.470 1.711 1.947 2.177 2.400 2.617 2.829 113 1.000 1.066 1.213 1.395 1.586 1.776 1.963 2.146 2.324 2.498 133 1.002 1.076 1.199 1.347 1.504 1.662 1.819 1.973 2.124 2.271 153 1.003 1.079 1.187 1.312 1.445 1.580 1.715 1.848 1.979 2.107 173 1.003 1.079 1.176 1.285 1.401 1.518 1.636 1.753 1.868 1.981 193 1.003 1.077 1.165 1.263 1.365 1.469 1.574 1.678 1.781 1.882 T(K) 213 1.003 1.071 1.147 1.228 1.311 1.396 1.482 1.567 1.652 1.735 233 1.004 1.071 1.148 1.228 1.312 1.397 1.482 1.568 1.652 1.736 248 1.003 1.069 1.141 1.217 1.296 1.375 1.455 1.535 1.614 1.693 263 1.003 1.066 1.136 1.207 1.281 1.356 1.431 1.506 1.581 1.655 278 1.003 1.064 1.130 1.198 1.268 1.339 1.409 1.480 1.551 1.621 293 1.003 1.062 1.125 1.190 1.256 1.323 1.390 1.457 1.524 1.590 308 1.003 1.060 1.120 1.182 1.245 1.308 1.372 1.436 1.499 1.562 323 1.003 1.057 1.116 1.175 1.235 1.295 1.356 1.417 1.477 1.537 338 1.003 1.055 1.111 1.168 1.225 1.283 1.341 1.399 1.457 1.514 353 1.003 1.054 1.107 1.162 1.217 1.272 1.327 1.383 1.438 1.493 In the case that the required input values for p and T are not indicated in the table, the compressibility factor shall be obtained by linear interpolation between the compressibility factors indicated in the table, choosing the ones that are the closest to the value sought. 6.14. Calculation of fuel efficiency (FE) This paragraph is applicable to Level 1B and 3-phase WLTP test in Level 2 only; 6.14.1. FE = 100/FC where FC is the fuel consumption of a specific fuel, l/100 km (or m3per 100 km in the case of natural gas or kg/100 km in the case of hydrogen); FE is fuel efficiency; km/l (or km/m3in the case of natural gas, or km/ kg in the case of hydrogen). 482/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7. Drive trace indices 7.1. General requirement The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by linear interpolation at a frequency of 10 Hz. In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the actual vehicle speed for drive trace index calculations during such periods of operation. In the case of vehicles equipped with a manual transmission, it is allowed to exclude drive trace indices calculation during upward gear shift operation. From the moment of actual vehicle clutch operation until the actual vehicle speed has reached the prescribed speed in the higher gear shall be a maximum of 2 seconds. The type approval authority may request the manufacturer to demonstrate that it is not possible to meet the drive trace requirements without such exclusion, as a result of the design of the vehicle. The on-board diagnostics (OBD) or electronic control unit (ECU) monitoring (data collection) system may be used in order to detect the position of the accelerator control. The collection of OBD and/or ECU data shall not influence the vehicle's emissions or performance. 7.2. Calculation of drive trace indices The following indices shall be calculated according to SAE J2951(Revised JAN2014): (a) IWR Inertial Work Rating, per cent; (b) RMSSE Root Mean Squared Speed Error, km/h. 7.3. (Reserved) 7.4. Vehicle-specific application of drive trace indices 7.4.1. Pure ICE vehicles, NOVC-HEVs, NOVC-FCHVs The drive trace indices IWR and RMSSE shall be calculated for the applicable test cycle and reported. 7.4.2. OVC-HEVs 7.4.2.1. Charge-sustaining Type 1 test (paragraph 3.2.5. of Annex B8) The drive trace indices IWR and RMSSE shall be calculated for the applicable test cycle and reported. 7.4.2.2. Charge-depleting Type 1 test (paragraph 3.2.4.3. of Annex B8) If the number of charge-depleting Type 1 test cycles is less than four, the drive trace indices IWR and RMSSE shall be calculated for each individual applicable test cycle of the charge-depleting Type 1 test and reported. If the number of charge-depleting Type 1 test cycles is greater than or equal to four, the drive trace indices IWR and RMSSE shall be calculated for each individual applicable test cycle of the charge-depleting Type 1 test and reported. In this case, the average IWR and the average RMSSE for the combination of any two cycles within the charge-depleting test shall be compared with the respective criteria specified in paragraph 2.6.8.3.1.3. of Annex B6, and the calculated IWR of any individual cycle within the charge- depleting test shall not be less than -3.0 nor greater than +5.0 per cent. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 483/710EN OJ L, 26.6.2026 7.4.2.3. City cycle test (paragraph 3.2.4.3. of Annex B8 replacing WLTC with WLTC ) city For the application of the drive trace index calculation, two consecutively driven city test cycles (L and M) shall be considered as one cycle. For the city cycle during which the combustion engine starts to consume fuel, the drive indices IWR and RMSSE shall not be calculated individually. Instead, depending on the number of completed city cycles before the city cycle during which the combustion engine starts, the incomplete city cycle shall be combined with the previous city cycles as follows and shall be considered as one cycle in the context of the drive trace index calculations. If the number of completed city cycles is even, the incomplete city cycle shall be combined with the previous two completed city cycles. See the example in Figure A7/1 below. Figure A7/1 Example with an even number of completed city test cycles before the city cycle where the combustion engine start If the number of completed city cycles is odd, the incomplete city cycle shall be combined with the previous three completed city cycles. See the example in Figure A7/2 below. Figure A7/2 Example with an odd number of completed city test cycles before the city cycle where the combustion engine start If the number of cycles derived according to Figure A7/1 or Figure A7/2 is less than four, the drive trace indices IWR and RMSSE shall be calculated for each individual cycle and reported. If the number of cycles derived according to Figure A7/1 or Figure A7/2 is greater than or equal to four, the drive trace indices IWR and RMSSE shall be calculated for each individual cycle. In this case, the average IWR and the average RMSSE for the combination of any two cycles shall be compared with the respective criteria specified in paragraph 2.6.8.3.1.3. of Annex B6 and the IWR of any individual cycle shall not be less than -3.0 or greater than +5.0 per cent. 484/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7.4.3. PEV 7.4.3.1. Consecutive cycle test The consecutive cycle test procedure shall be performed according to paragraph 3.4.4.1. of Annex B8. The drive trace indices IWR and RMSSE shall be calculated for each individual test cycle of the consecutive cycle test procedure and reported. The test cycle during which the break-off criterion is reached, as specified in paragraph 3.4.4.1.3. of Annex B8, shall be combined with the preceding test cycle. The drive trace indices IWR and RMSSE shall be calculated considering this as one cycle 7.4.3.2. Shortened Type 1 test The drive trace indices IWR and RMSSE for the shortened Type 1 test procedure, as performed according to paragraph 3.4.4.2. of Annex B8, shall be calculated separately for each dynamic segment 1 and 2 and reported. The calculation of drive trace indices during the constant speed segments shall be omitted. 7.4.3.3. City cycle test procedure (paragraph 3.4.4.1. of Annex B8 replacing WLTC with WLTC ) city For the application of the drive trace index calculation, two consecutively driven city test cycles shall be considered as one cycle. For the city cycle during which the break-off criterion is reached as specified in paragraph 3.4.4.1.3. of Annex B8, the drive trace indices IWR and RMSSE shall not be calculated individually. Instead, depending on the number of completed city cycles before the city cycle when the break-off criterion is reached, the incomplete city cycle shall be combined with previous city cycles and shall be considered as one cycle in the context of the drive trace index calculations. If the number of completed city cycles is even, the incomplete city cycle shall be combined with the previous two completed city cycles. See the example in Figure A7/3 below. Figure A7/3 Example with an even number of completed city test cycles before the city cycle with the break- off criterion ELI: http://data.europa.eu/eli/reg/2026/1130/oj 485/710EN OJ L, 26.6.2026 If the number of completed city cycles is odd, the incomplete city cycle shall be combined with the previous three completed city cycles. See the example in Figure A7/4 below. Figure A7/4 Example with an odd number of completed city test cycles before the city cycle with the break-off criterion If the number of cycles derived according to Figure A7/3 or Figure A7/4 is less than four, the drive trace indices IWR and RMSSE shall be calculated for each of these cycles and reported. If the number of cycles derived according to Figure A7/3 or Figure A7/4 is greater than or equal to four, the drive trace indices IWR and RMSSE shall be calculated for each of these cycles and reported. In this case, the average IWR and the average RMSSE for the combination of any two cycles shall be compared with the respective criteria as specified in paragraph 2.6.8.3.1. of Annex B6 and the IWR of any individual cycle shall not be less than -3.0 or greater than +5.0 per cent. 8. Calculating n/v ratios n/v ratios shall be calculated using the following equation: � � � � n ¼ðr × r × 60000Þ= U × 3:6 v i axle dyn i where: n is engine speed, min-1; v is the vehicle speed, km/h; r is the transmission ratio in gear i; i r is the axle transmission ratio. axle U is the dynamic rolling circumference of the tyres of the drive axle and is calculated using the dyn following equation: � � � � H=W U ¼3:05 × 2 × W + ðR × 25:4Þ dyn 100 where: H/W is the tyre’s aspect ratio, e.g. "45" for a 225/45 R17 tyre; W is the tyre width, mm; e.g. "225" for a 225/45 R17 tyre; R is the wheel diameter, inch; e.g. "17" for a 225/45 R17 tyre. U shall be rounded according to paragraph 6.1.8. of this Regulation to whole millimetres. dyn 486/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 If U is different for the front and the rear axles, the value of n/v for the mainly powered axle shall be dyn applied on a dynamometer in both 2WD and 4WD operation mode. Upon request, the responsible authority shall be provided with the necessary information for that selection. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 487/710EN OJ L, 26.6.2026 ANNEX B8 Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles 1. General requirements In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs and OVC-FCHVs (as applicable), Appendix 2 and Appendix 3 to this annex shall replace Appendix 2 to Annex B6. Unless stated otherwise, all requirements in this annex shall apply to vehicles with and without driver-selectable modes. Unless explicitly stated otherwise in this annex, all of the requirements and procedures specified in Annex B6 and Annex B7 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs, OVC-FCHVs and PEVs (as applicable). 1.1. Units, accuracy and resolution of electric parameters Units, accuracy and resolution of measurements shall be as shown in Table A8/1. Table A8/1 Parameters, units, accuracy and resolution of measurements Parameter Units Accuracy Resolution Electrical energy(a) Wh ±1 per cent 0.001 kWh(b) Electrical current A ±0.3 per cent FSD or 0.1 A ±1 per cent of reading(a),(c) Electric voltage V ±0.3 per cent FSD or 0.1 V ±1 per cent of reading(c) (a) Equipment: static meter for active energy. (b) AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent. (c) Whichever is greater. (d) Current integration frequency 20 Hz or more. Table A8/2 (Reserved) 1.2. Emission and fuel consumption testing Parameters, units and accuracy of measurements shall be the same as those required for pure ICE vehicles. 1.3. Rounding of test results 1.3.1. Unless intermediate rounding is required, intermediate steps in the calculations shall not be rounded. 1.3.2. In the case of OVC-HEVs and NOVC-HEVs, the final criteria emission results shall be rounded according to paragraph 1.3.2. of Annex B7, the NOx correction factor KH shall be rounded according to paragraph 1.3.3. of Annex B7, and the dilution factor DF shall be rounded according to paragraph 1.3.4. of Annex B7. 1.3.3. For information not related to standards, good engineering judgement shall be used. 1.3.4. Rounding of range, CO , energy consumption and fuel consumption results is described in the calculation 2 tables of this annex. 488/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.4. Vehicle classification Vehicle classification is defined according to paragraph 2. of Annex B1. The applicable test cycle for the Type 1 test procedure shall be determined according to paragraph 1.4.2. of this annex based on the corresponding reference test cycle as described in paragraph 1.4.1. of this annex. For Level 1B and 3-phase WLTP test in Level 2; In the case of the several motor pure electric vehicles are classified Class 1 of Class 2, manufacturer shall measure the system power. 1.4.1. Reference test cycle 1.4.1.1. The reference test cycles are specified in paragraph 3. of Annex B1. 1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3. of Annex B1, may be applied on the test cycles according to paragraph 3.3. of Annex B1 by replacing the rated power with maximum net power according to Regulation No. 85 or peak power according to UN Regulation No. 177 in the case of multiple electric machines. In such a case, the downscaled cycle is the reference test cycle. 1.4.2. Applicable test cycle 1.4.2.1. Applicable WLTP test cycle The reference test cycle according to paragraph 1.4.1. of this annex shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure. In the case that paragraph 9. of Annex B1 is applied based on the reference test cycle as described in paragraph 1.4.1. of this annex, this modified test cycle shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure. 1.4.2.2. Applicable WLTP city test cycle This paragraph is applicable to Level 1A and Level 2 only The Class 3 WLTP city test cycle (WLTC ) is specified in paragraph 3.5. of Annex B1. city 1.5. OVC-HEVs, NOVC-HEVs, OVC-FCHVs, NOVC-FCHVs and PEVs with manual transmissions The vehicles shall be driven according to the technical gear shift indicator, if available, or according to instructions incorporated in the manufacturer's handbook. 2. Run-in of test vehicle The vehicle tested according to this annex shall be presented in good technical condition and shall be run-in in accordance with the manufacturer’s recommendations. In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 489/710EN OJ L, 26.6.2026 2.1. OVC-HEVs and NOVC-HEVs shall have been run-in according to the requirements of paragraph 2.3.3. of Annex B6. 2.2. NOVC-FCHVs and OVC-FCHVs shall have been run-in at least 300 km with their fuel cell and REESS installed. 2.3. PEVs shall have been run-in at least 300 km or one full charge distance, whichever is longer. 2.4. All REESS having no influence on CO emissions or H consumption shall be excluded from monitoring. 2 2 3. Test procedure 3.1. General requirements 3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs, the following shall apply where applicable: 3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in paragraph 1.4.2. of this annex. 3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6, the accelerator control shall, unless stated otherwise, be fully activated until the required speed trace is reached again. 3.1.1.3. The powertrain start procedure shall be initiated by means of the devices provided for this purpose according to the manufacturer's instructions. 3.1.1.4. For OVC-HEVs, NOVC-HEVs, NOVC-FCHVs, OVC-FCHVs and PEVs, exhaust emissions sampling and measurement of electric energy consumption shall begin for each applicable test cycle before or at the initiation of the vehicle start procedure and end at the conclusion of each applicable test cycle. 3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds and particle number, shall be analysed for each individual test phase. For phases where no combustion engine operates, it is permitted to omit the phase analysis and to set the emission results to zero. 3.1.1.6. For OVC-HEVs and NOVC-HEVs, without prejudice to paragraph 2.10.1.1. of Annex B6, particulate matter emission shall be analysed for each applicable test cycle. For cycles where no combustion engine operates, it is permitted to set the emission results to zero. 3.1.2. Forced cooling as described in paragraph 2.7.2. of Annex B6 is only permitted for the charge-sustaining Type 1 test for OVC-HEVs according to paragraph 3.2. of this annex and for testing NOVC-HEVs according to paragraph 3.3. of this annex. 3.1.3. The requirements of paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6 are exempted when testing was conducted for PEVs according to paragraph 3.4. and for FCHVs according to paragraph 3.2. and paragraph 3.5. 490/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2. OVC-HEVs and OVC-FCHVs 3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining operating condition (CS condition) 3.2.2. Vehicles may be tested according to four possible test sequences: 3.2.2.1. Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test. 3.2.2.2. Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test. 3.2.2.3. Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test. 3.2.2.4. Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test. Figure A8/1 Possible test sequences in the case of OVC-HEV and OVC-FCHV testing 3.2.3. The driver-selectable mode shall be set as described in the following test sequences (Option 1 to Option 4). 3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1) The test sequence according to Option 1, described in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 491/710EN OJ L, 26.6.2026 3.2.4.1. Preconditioning The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this annex. 3.2.4.2. Test conditions 3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the charging requirements as described in paragraph 2.2.3. of Appendix 4 to this annex and with the vehicle operated in charge-depleting operating condition as defined in paragraph 3.3.5. of this Regulation. 3.2.4.2.2. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected according to paragraph 2. of Appendix 6 to this annex. 3.2.4.3. Charge-depleting Type 1 test procedure 3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by a soak period of no more than 30 minutes until charge-sustaining operating condition is achieved. 3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS shall not be recharged from an external electric energy source. The instrumentation for measuring the electric current of all REESSs and for determining the electric voltage of all REESSs according to Appendix 3 of this annex shall not be turned off between test cycle phases. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded. Restarting after soak, the vehicle shall be operated in the driver-selectable mode according to paragraph 3.2.4.2.2. of this annex. 3.2.4.3.3. In deviation from paragraph 5.3.1. of Annex B5 and additional to paragraph 5.3.1.2. of Annex B5, analysers may be calibrated and zero- checked before and after the charge-depleting Type 1 test. 3.2.4.4. End of the charge-depleting Type 1 test The end of the charge-depleting Type 1 test is considered to have been reached when the break-off criterion according to paragraph 3.2.4.5. of this annex is reached for the first time. The number of applicable WLTP test cycles up to and including the one where the break-off criterion was reached for the first time is set to n+1. The applicable WLTP test cycle n is defined as the transition cycle. The applicable WLTP test cycle n+1 is defined to be the confirmation cycle. For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to stop the vehicle, or when the vehicle deviates from the prescribed speed trace tolerance for 4 consecutive seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill within 60 seconds. 3.2.4.5. Break-off criterion 3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable WLTP test cycle shall be evaluated. 492/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when the relative electric energy change REEC, as calculated using the following equation, is less than 0.04. i jΔE j REEC ¼ REESS;i i 1 E × cycle 3600 where: REEC is the relative electric energy change of the applicable test cycle considered i of the charge-depleting i Type 1 test; ΔE is the change of electric energy of all REESSs for the considered charge-depleting Type 1 test cycle i REESS;i calculated according to paragraph 4.3. of this annex, Wh; E is the cycle energy demand of the considered applicable WLTP test cycle calculated according to cycle paragraph 5. of Annex B7, Ws; i is the index number for the considered applicable WLTP test cycle; 1 is a conversion factor to Wh for the cycle energy demand. 3600 3.2.4.6. REESS charging and measuring the recharged electric energy 3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in which the break-off criterion for the charge-depleting Type 1 test is reached for the first time. The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this annex, is reached. 3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E delivered from the mains, as well as its duration. Electric energy AC measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this annex, is reached. 3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Annex B6. 3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2) The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/2 in Appendix 1 to this annex. 3.2.5.1. Preconditioning and soaking The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this annex. 3.2.5.2. Test conditions 3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining operating condition as defined in paragraph 3.3.6. of this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 493/710EN OJ L, 26.6.2026 3.2.5.2.2. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.2.5.3. Type 1 test procedure 3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in Annex B6. 3.2.5.3.2. If required, the CO emission shall be corrected according to Appendix 2 to this annex. 2 3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this annex shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Annex B6. 3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3) The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/3 in Appendix 1 to this annex. 3.2.6.1. For the charge-depleting Type 1 test, the procedure described in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this annex shall be followed. 3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex shall be followed. Paragraphs 2.1.1. and 2.1.2. of Appendix 4 to this annex shall not apply. 3.2.6.3. REESS charging and measuring the recharged electric energy 3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type 1 test. The REESS is fully charged when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this annex is reached. 3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E delivered from the mains, as well as its duration. Electric energy measurement AC may be stopped when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this annex is reached. 3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4) The test sequence according to Option 4, described in paragraphs 3.2.7.1. and 3.2.7.2. of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of Appendix 1 to this annex. 3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex, as well as paragraph 3.2.6.3.1. of this annex, shall be followed. 3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test described in paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this annex shall be followed. 494/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.8. Driving Range of hydrogen (DR ) for OVC-FCHVs H This paragraph is applicable to Level 1B and 3 phase WLTP test in Level 2 only 3.2.8.1 The lower limit pressure of the hydrogen tank shall be measured for OVC-FCHVs according to paragraph 3 of Appendix 7 to this annex. 3.2.8.2. Usable amount of hydrogen (UAH) shall be calculated according to paragraph 3 of Appendix 7 to this annex. 3.2.8.3. Driving Range of hydrogen shall be calculated with fuel efficiency and usable amount of hydrogen. 3.3. NOVC-HEVs The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/5 of Appendix 1 to this annex. 3.3.1. Preconditioning and soaking 3.3.1.1. Vehicles shall be preconditioned according to paragraph 2.6. of Annex B6. In addition to the requirements of paragraph 2.6. of Annex B6, the level of the state of charge of the traction REESS for the charge-sustaining test may be set according to the manufacturer’s recommendation before preconditioning in order to achieve a test under charge-sustaining operating condition. 3.3.1.2. Vehicles shall be soaked according to paragraph 2.7. of Annex B6. 3.3.2. Test conditions 3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this Regulation. 3.3.2.2. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.3.3. Type 1 test procedure 3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Annex B6. 3.3.3.2. If required, the CO emission shall be corrected according to Appendix 2 to this annex. 2 3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Annex B6. 3.4. PEVs 3.4.1. General requirements The test procedure to determine the pure electric range and electric energy consumption shall be selected according to the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the interpolation method is applied, the applicable test procedure shall be selected according to the PER of vehicle H within the specific interpolation family. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 495/710EN OJ L, 26.6.2026 Table A8/3 Procedures to determine pure electric range and electric energy consumption (as applicable) Applicable test cycle The estimated PER is… Applicable test procedure Consecutive cycle Type 1 test …less than the length of 3 procedure (according to applicable WLTP test cycles. Test cycle according to paragraph 3.4.4.1. of this annex). paragraph 1.4.2.1. of this annex including the extra high phase. … equal to or greater than the Shortened Type 1 test procedure length of 3 applicable WLTP test (according to paragraph 3.4.4.2. of cycles. this annex). Consecutive cycle Type 1 test …less than the length of 4 procedure (according to applicable WLTP test cycles. Test cycle according to paragraph 3.4.4.1. of this annex). paragraph 1.4.2.1. of this annex excluding the extra high phase. …equal to or greater than the Shortened Type 1 test procedure length of 4 applicable WLTP test (according to paragraph 3.4.4.2. of cycles. this annex). Consecutive cycle Type 1 test City cycle according to …not available over the procedure (according to paragraph paragraph 1.4.2.2. of this annex. applicable WLTP test cycle. 3.4.4.1. of this annex). The manufacturer shall give evidence to the responsible authority concerning the estimated pure electric range (PER) prior to the test. In the case that the interpolation method is applied, the applicable test procedure shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER determined by the applied test procedure shall confirm that the correct test procedure was applied. The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/6 of Appendix 1 to this annex. The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this annex as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/7 in Appendix 1 to this annex. For Level 1B only In the case that the test vehicle was classified as Class 1 or Class 2, the Consecutive cycle Type 1 test procedure shall be selected. 3.4.1.1. On request by the manufacturer or the Technical Service and approved by the type approval authority the test can be operated by a mechanical robot. The robot shall be an external device that replicates a human driver. Using the same actuators as the human driver would use, that is the accelerator pedal and the brake pedal and any other controls needed to operate the vehicle. The type approval authority shall request the manufacturer or Technical Service to demonstrate correlation that the robot acts as a human driver. 3.4.2. Preconditioning The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this annex. 3.4.3. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to this annex. 496/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.4.4. PEV Type 1 test procedures 3.4.4.1. Consecutive cycle Type 1 test procedure 3.4.4.1.1. Speed trace and breaks The test shall be performed by driving consecutive applicable test cycles until the break-off criterion according to paragraph 3.4.4.1.3. of this annex is reached. Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total break time of 10 minutes. During the break, the powertrain shall be switched off. 3.4.4.1.2. REESS current and voltage measurement From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs shall be measured according to Appendix 3 to this annex and the electric voltage shall be determined according to Appendix 3 to this annex. 3.4.4.1.3. Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for 4 consecutive seconds or more. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds. 3.4.4.2. Shortened Type 1 test procedure 3.4.4.2.1. Speed trace The shortened Type 1 test procedure consists of two dynamic segments (DS and DS ) combined with two 1 2 constant speed segments (CSS and CSS ) as shown in Figure A8/2. M E Figure A8/2 Shortened Type 1 test procedure speed trace 3.4.4.2.1.1.Dynamic segments Each dynamic segment DS and DS consists of an applicable WLTP test cycle according to paragraph 1.4.2.1. 1 2 of this annex followed by an applicable WLTP city test cycle according to paragraph 1.4.2.2. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 497/710EN OJ L, 26.6.2026 3.4.4.2.1.2.Constant speed segment The constant speeds during segments CSS and CSS shall be identical. If the interpolation method is applied, M E the same constant speed shall be applied within the interpolation family. (a) Speed specification The minimum speed of the constant speed segments shall be 100 km/h. If the extra high phase (Extra High ) is excluded (as applicable), the minimum speed of the constant speed segments shall be set to 3 80 km/h. At the request of manufacturer and with approval of the responsible authority, a higher constant speed in the constant speed segments may be selected. The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after completion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating the powertrain start procedure. The deceleration from the constant speed level shall be smooth and accomplished within 1 minute after completion of the constant speed segments. If the maximum speed of the vehicle is lower than the required minimum speed for the constant speed segments according to the speed specification of this paragraph, the required speed in the constant speed segments shall be equal to the maximum speed of the vehicle. (b) Distance determination of CSS and CSS E M The length of the constant speed segment CSS shall be determined based on the percentage of the E usable REESS energy UBE according to paragraph 4.4.2.1. of this annex. The remaining energy in the STP traction REESS after dynamic speed segment DS shall be equal to or less than 10 per cent of UBE . 2 STP The manufacturer shall provide evidence to the responsible authority after the test that this requirement is fulfilled. The length d of constant speed segment CSS may be calculated using the following equation: CSSM M d ¼PER – d – d – d CSSM est DS1 DS2 CSSE where: d is the length of constant speed segment CSS , km; CSSM M PER is the estimated pure electric range of the considered PEV, km; est d is the length of dynamic speed segment 1, km; DS1 d is the length of dynamic speed segment 2, km; DS2 d is the length of constant speed segment CSS , km. CSSE E 3.4.4.2.1.3.Breaks Breaks for the driver and/or operator are permitted only in the constant speed segments as prescribed in Table A8/4. Table A8/4 Breaks for the driver and/or test operator Distance driven in constant speed segment CSS (km) Maximum total break (min) M Up to 100 10 Up to 150 20 Up to 200 30 Up to 300 60 More than 300 Shall be based on the manufacturer’s recommendation Note: During a break, the powertrain shall be switched off. 498/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.4.4.2.2. REESS current and voltage measurement From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs and the electric voltage of all REESSs shall be determined according to Appendix 3 to this annex. 3.4.4.2.3. Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for 4 consecutive seconds or more in the second constant speed segment CSS . The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds. E 3.4.4.3. REESS charging and measuring the recharged electric energy 3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this annex for the consecutive cycle Type 1 test procedure and in paragraph 3.4.4.2.3. of this annex for the shortened Type 1 test procedure, the vehicle shall be connected to the mains within 120 minutes. The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this annex, is reached. 3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E delivered from the mains as well as its duration. Electric energy measurement AC may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this annex, is reached. 3.4.4.4. OBFCM data recording and storing This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only During the Type 1 test, the following parameters referred to in Appendix 5 of this Regulation shall be recorded and saved (1 Hz sampling frequency) by the testing lab and shall be made available by the approval authority if requested by a regional authority: (a) REESS Voltage (V); (b) REESS Current (A)." 3.4.4.5. OBFCM data accessibility This paragraph is applicable to Level 1B and Level 2 only The Technical Service shall check the accessibility of the parameters listed in paragraph 3 of Appendix 5 to this Regulation in accordance with paragraph 5.1. of Appendix 5. 3.5. NOVC-FCHVs The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this annex, as well as the corresponding REESS state of charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this annex. 3.5.1. Preconditioning and soaking Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this annex. 3.5.2. Test conditions 3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6. of this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 499/710EN OJ L, 26.6.2026 3.5.2.2. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.5.3. Type 1 test procedure 3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Annex B6 and fuel consumption calculated according to paragraph 1 and paragraph 2 of Appendix 7 to this annex. 3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to this annex. 3.5.3.3. Driving range of hydrogen (DR ) for NOVC-FCHV H This paragraph is applicable to Level 1B and 3 phase WLTP test in Level 2 only 3.5.3.3.1. The lower limit pressure of hydrogen tank shall be measured for NOVC -FCHVs according to paragraph 3 of Appendix 7 to this annex. 3.5.3.3.2. Usable amount of hydrogen (UAH) shall be calculated according to paragraph 3 of Appendix 7 to this annex. 3.5.3.3.3. Driving range of hydrogen shall be calculated with fuel efficiency and usable amount of hydrogen. 4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles 4.1. Calculations of gaseous emission compounds, particulate matter emission and particle number emission 4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and particle number emission for OVC-HEVs and NOVC-HEVs The charge-sustaining particulate matter emission PM shall be calculated according to paragraph 3.3. of CS Annex B7. The charge-sustaining particle number emission PN shall be calculated according to paragraph 4. of CS Annex B7. 4.1.1.1. Stepwise procedure for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs The results shall be calculated in the order described in Table A8/5. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent city the city driving cycle; i applicable criteria emission component (except CO ); 2 CS charge-sustaining; CO CO emission. 2 2 500/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A8/5 Calculation of final charge-sustaining gaseous emission and fuel efficiency values (FE applicable for Level 1B and results after 3 phases in Level 2 only) Step No. Source Input Process Output 1 Annex B6 Raw test results Charge-sustaining mass emissions M , g/km; i,CS,p,1 Paragraphs 3. to 3.2.2. inclusive of Annex M , g/km. CO2,CS,p,1 B7. 2 Output M , g/km; Calculation of combined charge-sustaining M , g/km; i,CS,p,1 i,CS,c,2 step 1 M , g/km. cycle values: M , g/km. CO2,CS,p,1 CO2,CS,c,2 ∑ M × d M ¼ p i;CS;p;1 p i;CS;c;2 ∑ d p p ∑ M × d M ¼ p CO2;CS;p;1 p CO2;CS;c;2 ∑ d p p where: M is the charge-sustaining mass i,CS,c,2 emission result over the total cycle; M is the charge-sustaining CO CO2,CS,c,2 2 emission result over the total cycle; d are the driven distances of the cycle p phases p. 3 Output M , g/km; REESS electric energy change correction M , g/km; CO2,CS,p,1 CO2,CS,p,3 step 1 Paragraphs 4.1.1.2. to 4.1.1.5. inclusive of M , g/km. CO2,CS,c,3 this annex. Output M , g/km. CO2,CS,c,2 step 2 4a Output M , g/km; Charge-sustaining mass emission M , g/km; i,CS,c,2 i,CS,c,4a step 2 correction for all vehicles equipped with M , g/km. CO2,CS,c,4a periodically regenerating systems K i according to Annex B6, Appendix 1. Output M , g/km. CO2,CS,c,3 step 3 M ¼K × M i;CS;c;4a i i;CS;c;2 or M ¼K + M i;CS;c;4a i i;CS;c;2 and M ¼K × M CO2;CS;c;4a CO2;K i CO2;CS;c;3 or M ¼K + M CO2;CS;c;4a CO2;K i CO2;CS;c;3 Additive offset or multiplicative factor to be used according to K determination. i If K is not applicable: i M ¼M i;CS;c;4a i;CS;c;2 M ¼M CO2;CS;c;4a CO2;CS;c;3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 501/710EN OJ L, 26.6.2026 Step No. Source Input Process Output 4b Output M , g/km; If K is applicable, align CO phase values M , g/km. CO2,CS,p,3 i 2 CO2,CS,p,4 step 3 M , g/km; to combined cycle value: CO2,CS,c,3 M ¼M × AF Output M , g/ CO2;CS;p;4 CO2;CS;p;3 Ki CO2,CS,c,4a step 4a km. for every cycle phase p; where: AF ¼M CO2;CS;c;4a Ki M CO2;CS;c;3 If K is not applicable: i M ¼M CO2;CS;p;4 CO2;CS;p;3 4c Output M , g/km; In the case these values are used for the M , g/km; i,CS,c,4a i,CS,c,4c step 4a M , g/km. purpose of conformity of production, the M , g/km. CO2,CS,c,4a CO2,CS,c,4c criteria emission values and CO emission 2 values shall be multiplied with the run in factor RI determined according to paragraph 8.2.4. of this Regulation: Mi,CS,c4c = RIC (j) × Mi,CS,c,4a MCO2,CS,c,4c = RICO2 (j) x MCO2,CS, c,4a In the case these values are not used for the purpose of conformity of production: M = M i,CS,c,4c i,CS,c,4a M = M CO2,CS,c,4c CO2,CS,c,4a Calculate fuel efficiency (FE ) FE , km/l; CS,c,4c_temp CS,c,4c according to paragraph 6.14.1. of Annex B7. In the case this value is used for the purpose of conformity of production, the fuel efficiency value shall be multiplied with the run in factor determined according to paragraph 8.2.4. of this Regulation: FEc,4c = RIFE (j) x FEc,4c_temp In the case these values are not used for the purpose of conformity of production: FE = FE CS,c,4c CS,c,4c_temp 5 Output M , g/km; For Level 1A and results after 4 phases in M , g/km; CO2,CS,p,4 CO2,CS,c,5 Result of a step 4b M , g/ Level 2: M , g/km. CO2,CS,c,4c CO2,CS,p,5 single test. and 4c km; ATCT correction of M and M CO2,CS,c,4c CO2, in accordance with paragraph 3.8.3. CS,p,4 of Annex B6a. For Level 1B and results after 3 phases in Level 2: M = M CO2,CS,c,5 CO2,CS,c,4c M = M CO2,CS,p,5 CO2,CS,p,4 M , g/km; Apply deterioration factors calculated in M , g/km; i,CS,c,4c i,CS,c,5 FE , km/l; accordance with Annex C4 to the criteria FE , km/l; CS,c,4c CS,c,5 emissions values. FE FE CS,c,5 = CS,c,4c 502/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output 6 For Level For every test: Averaging of tests and declared value M , g/km; i,CS,c,6 M results 1A and M , g/km; according to paragraphs 1.2. to 1.2.3. M , g/km; i,CS i,CS,c,5 CO2,CS,c,6 of a Type 1 results M , g/km; inclusive of Annex B6. M , g/km; CO2,CS,c,5 CO2,CS,p,6 test for a after 4 M , g/km. M , g/ CO2,CS,p,5 CO2,CS,c,declared test vehicle. phases in km. Level 2 Output step 5 For Level FE , km/l; Averaging of tests and declared value. FE , km/l CS,c,5 CS,c,declared 1B and M , g/km; Paragraphs 1.2. to 1.2.3. inclusive of M , g/km; i,CS,c,5 i,CS,c,6 results M , g/km; Annex B6. M , g/km; CO2,CS,c,5 CO2,CS,c,6 after 3 M , g/km. The conversion from FE to M M , g/km; CO2,CS,p,5 CS,c,declared CO2, CO2,CS,p,6 phases in shall be performed for the M , g/ CS,c,declared CO2,CS,c,declared Level 2 applicable cycle. For that purpose, the km. Output criteria emission over the complete cycle step 5 shall be used. 7 Output M , g/km; Alignment of phase values according to M , g/km; CO2,CS,c,6 CO2,CS,c,7 M step 6 M , g/km; paragraphs 1.2.4. of Annex B6, M , g/km. CO2,CS CO2,CS,p,6 CO2,CS,p,7 results of a M , and: CO2,CS,c,declared Type 1 test g/km. for a test vehicle. M ¼M CO2;CS;c;7 CO2;CS;c;declared 8 Output For each of the For Level 1A and results after 4 phases in M , g/km; i,CS,c Final criteria step 6 test vehicles H Level 2 only M , g/km; CO2,CS,c emission and L and, if If in addition to a test vehicle H a test M , g/km; CO2,CS,p result. applicable, vehicle M and/or vehicle L was also tested, If the vehicle M: the resulting criteria emission value shall interpola­ M , g/km; be the highest of the two or, in case vehicle i,CS,c,6 tion method M does not meet the linearity criterion is not three values and referred to as M i,CS,c applied, In the case of the combined THC+NOx step No. 9 is emissions, the highest value of the sum not required Output For each of the referring to either the vehicle H or vehicle and the step 7 test vehicles H L or, if applicable, vehicle M is to be taken output of and L and, if as the type approval value. this step is applicable, the final vehicle M: CO result. 2 M , g/km; CO2,CS,c,7 M , g/km. CO2,CS,p,7 Otherwise, if no vehicle L or if applicable vehicle M was tested, M ¼ M i;CS;c i;CS;c;6 For Level 1A, Level 1B and Level 2 In the case that the interpolation method is applied, intermediate rounding shall be applied according to paragraph 6.1.8. of this Regulation: ELI: http://data.europa.eu/eli/reg/2026/1130/oj 503/710EN OJ L, 26.6.2026 Step No. Source Input Process Output CO values derived in step 7 of this table 2 shall be rounded to two places of decimal. Also, the output for CO is available for 2 vehicle H and vehicle L and, if applicable, for vehicle M. In the case that the interpolation method is not applied, final rounding shall be applied according to paragraph 6.1.8. of this Regulation: CO values derived in step 7 of this table 2 shall be rounded to the nearest whole number. For Level Output M , g/km; CO emission calculation according to M , g/km; CO2,CS,c 2 CO2,CS,c,ind 1A and step 8 M , g/km; paragraph 4.5.4.1. of this annex for M , g/km. CO2,CS,p CO2,CS,p,ind results after individual vehicles in an interpolation 4 phases in family. Level 2 only Final rounding of individual vehicle CO 2 9 values shall be performed according to Result of an paragraph 6.1.8. of this Regulation. individual CO values shall be rounded to the nearest 2 vehicle. whole number. Final CO Output is available for each individual 2 result. vehicle. 4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was not applied, the following charge-sustaining CO emission shall be used: 2 M ¼ M CO2;CS CO2;CS;nb where: M is the charge-sustaining CO emission of the charge-sustaining Type 1 test according to CO2,CS 2 Table A8/5, step No. 3, g/km; M is the non-balanced charge-sustaining CO emission of the charge-sustaining Type 1 test, not CO2,CS,nb 2 corrected for the energy balance, determined according to Table A8/5, step No. 2, g/km. 4.1.1.3. If the correction of the charge-sustaining CO emission is required according to paragraph 1.1.3. of 2 Appendix 2 to this annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was applied, the CO emission correction coefficient shall be determined according to paragraph 2. 2 of Appendix 2 to this annex. The corrected charge-sustaining CO emission shall be determined using the 2 following equation: M ¼M – K × EC CO2;CS CO2;CS;nb CO2 DC;CS where: M is the charge-sustaining CO emission of the charge-sustaining Type 1 test according to CO2,CS 2 Table A8/5, step No. 3, g/km; M is the non-balanced CO emission of the charge-sustaining Type 1 test, not corrected for the CO2,CS,nb 2 energy balance, determined according to Table A8/5, step No. 2, g/km; 504/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 EC is the electric energy consumption of the charge-sustaining Type 1 test according to DC,CS paragraph 4.3. of this annex, Wh/km; K is the CO emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to CO2 2 this annex, (g/km)/(Wh/km). 4.1.1.4. In the case that phase-specific CO emission correction coefficients have not been determined, the phase- 2 specific CO emission shall be calculated using the following equation: 2 M ¼M – K × EC CO2;CS;p CO2;CS;nb;p CO2 DC;CS;p where: M is the charge-sustaining CO emission of phase p of the charge-sustaining Type 1 test CO2,CS,p 2 according to Table A8/5, step No. 3, g/km; M is the non-balanced CO emission of phase p of the charge-sustaining Type 1 test, not CO2,CS,nb,p 2 corrected for the energy balance, determined according to Table A8/5, step No. 1, g/km; EC is the electric energy consumption of phase p of the charge-sustaining Type 1 test according DC,CS,p to paragraph 4.3. of this annex, Wh/km; K is the CO emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to CO2 2 this annex, (g/km)/(Wh/km). 4.1.1.5. In the case that phase-specific CO emission correction coefficients have been determined, the phase-specific 2 CO emission shall be calculated using the following equation: 2 M ¼M – K × EC CO2;CS;p CO2;CS;nb;p CO2;p DC;CS;p where: M is the charge-sustaining CO emission of phase p of the charge-sustaining Type 1 test CO2,CS,p 2 according to Table A8/5, step No. 3, g/km; M is the non-balanced CO emission of phase p of the charge-sustaining Type 1 test, not CO2,CS,nb,p 2 corrected for the energy balance, determined according to Table A8/5, step No. 1, g/km; EC is the electric energy consumption of phase p of the charge-sustaining Type 1 test, DC,CS,p determined according to paragraph 4.3. of this annex, Wh/km; K is the CO emission correction coefficient according to paragraph 2.3.2.2. of Appendix 2 to CO2,p 2 this annex, (g/km)/(Wh/km); p is the index of the individual phase within the applicable WLTP test cycle. 4.1.2. Charge-depleting CO emission for OVC-HEVs 2 For Level 1A and 4-phase WLTP test in Level 2: The utility factor-weighted charge-depleting CO emission M shall be calculated using the following 2 CO2,CD equation: k ∑ ðUF × M Þ M ¼ j¼1 j CO2;CD;j CO2;CD k ∑ UF j¼1 j ELI: http://data.europa.eu/eli/reg/2026/1130/oj 505/710EN OJ L, 26.6.2026 where: M is the utility factor-weighted charge-depleting CO emission, g/km; CO2,CD 2 M is the CO emission determined according to paragraph 3.2.1. of Annex B7 of phase j of the CO2,CD,j 2 charge-depleting Type 1 test, g/km; UF is the utility factor of phase j according to Appendix 5 to this annex; j j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L, n . veh_L If the transition cycle number driven by vehicle H, n , and, if applicable, by an individual vehicle within the vehH vehicle interpolation family, n , is lower than the transition cycle number driven by vehicle L, n , the vehind veh_L confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO emission of each phase of the confirmation cycle shall be subsequently corrected to an electric energy 2 consumption of zero ðEC ¼0Þby using the CO correction coefficient according to Appendix 2 to this DC;CD;j 2 annex. 4.1.3. This paragraph is applicable for Level 1A and 4-phase WLTP test in Level 2 only: Utility factor-weighted mass emissions of gaseous compounds, particulate matter emission and particle number emission for OVC-HEVs 4.1.3.1. The utility factor-weighted mass emission of gaseous compounds 4.1.3.1.1. For calculating the utility factor-weighted mass of gaseous compounds (except CO emission), the following 2 equation shall be used k k M ¼ ∑ðUF × M Þ + ð1 – ∑ UFÞ × M i;weighted j i;CD;j j i;CS j¼1 j¼1 where: M is the utility factor-weighted mass emission compound i, g/km; i, weighted i is the index of the considered gaseous emission compound (except CO ); 2 UF is the utility factor of phase j according to Appendix 5 to this annex; j M is the mass emission of the gaseous emission compound i determined according to i,CD, j paragraph 3.2.1. of Annex B7 of phase j of the charge-depleting Type 1 test, g/km; M is the charge-sustaining mass emission of gaseous emission compound i for the charge- i, CS sustaining Type 1 test according to Table A8/5, step No. 6, g/km; j is the index number of the considered phase; k is the number of phases driven until the end of the transition cycle according to paragraph 3.2.4.4. of this annex. 506/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.1.3.1.2. For calculating the utility-factor weighted CO emission the following equation shall be used: 2 k � k � M ¼ð∑ UFÞ × M + 1 – ð∑ UFÞ × M CO2;weighted j ave CO2;CD;declared j ave CO2;CS;declared j¼1 j¼1 where: M is the utility-factor weighted charge-depleting CO emission, g/km. CO2,weighted 2 M is the declared charge-depleting CO emission according to Table A8/8, step no. 14, CO2,CD,declared 2 g/km. M is the declared charge-sustaining CO emission according to Table A8/5, step no. 7, CO2,CS,declared 2 g/km. ð∑k UFÞ is the average of the sum of utility factors of each charge-depleting test. j¼1 j ave j is the index number of the considered phase; k is the number of phases driven until the end of the transition cycle according to paragraph 3.2.4.4. of this annex. In the case that the interpolation method is applied for CO , k shall be the number of phases driven up to the 2 end of the transition cycle of vehicle L n . veh_L If the transition cycle number driven by vehicle H, n , and, if applicable, by an individual vehicle within the vehH vehicle interpolation family n is lower than the transition cycle number driven by vehicle L, n , the vehind veh_L confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO emission of each phase of the confirmation cycle shall then be corrected to an electric energy 2 consumption of zero ðEC ¼0) by using the CO correction coefficient according to Appendix 2 to this DC;CD;j 2 annex. 4.1.3.2. The utility factor-weighted particle number emission shall be calculated using the following equation: k k PN ¼ ∑ðUF × PN Þ + ð1 – ∑ UFÞ × PN weighted j CD;j j CS j¼1 j¼1 where: PN is the utility factor-weighted particle number emission, particles per kilometre; weighted UF is the utility factor of phase j according to Appendix 5 to this annex; j PN is the particle number emission during phase j determined according to paragraph 4. of CD,j Annex B7 for the charge-depleting Type 1 test, particles per kilometre; PN is the particle number emission determined according to paragraph 4.1.1. of this annex for CS the charge-sustaining Type 1 test, particles per kilometre; j is the index number of the considered phase; k is the number of phases driven until the end of transition cycle n according to paragraph 3.2.4.4. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 507/710EN OJ L, 26.6.2026 4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated using the following equation: nc nc PM ¼ ∑ðUF × PM Þ + ð1 – ∑ UF Þ × PM weighted c CD;c c CS c¼1 c¼1 where: PM is the utility factor-weighted particulate matter emission, mg/km; weighted UF is the utility factor of cycle c according to Appendix 5 to this annex; c PM is the charge-depleting particulate matter emission during cycle c determined according to CD,c paragraph 3.3. of Annex B7 for the charge-depleting Type 1 test, mg/km; PM is the particulate matter emission of the charge-sustaining Type 1 test according to CS paragraph 4.1.1. of this annex, mg/km; c is the index number of the cycle considered; n is the number of applicable WLTP test cycles driven until the end of the transition cycle n c according to paragraph 3.2.4.4. of this annex. 4.2. Calculation of fuel consumption and fuel efficiency 4.2.1. Charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs, OVC-FCHVs, NOVC-HEVs and NOVC- FCHVs 4.2.1.1. The charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs and NOVC-HEVs shall be calculated stepwise according to Table A8/6. Table A8/6 Calculation of final charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs, NOVC- HEVs (FE applicable for Level 1B and results after 3 phases in Level 2 only) For Level 2 Table A8/6 shall be performed separately for results after 4 phases and for results after 3 phases. Step No. Source Input Process Output 1 Output step 6, M , g/km; Calculation of fuel FC , l/100 km; i,CS,c,6 CS,c,1 Table A8/5 M , g/km; consumption FC FE , km/l; CO2,CS,c,6 CS,c CS,c,1 FE , km/l; according to paragraph 6. of FC , l/100 km. CS,declared CS,p,1 Annex B7 based on M FE km/l CO2,CS, CS,p,1 and conversion to fuel Output step 7, M , g/km; C,7 CO2,CS,c,7 efficiency FE . for phase Table A8/5 M , g/ CS,p,1 CO2,CS,p,7 value km. FE = FE , CS,c,1 CS,c,declared The calculation of fuel consumption shall be performed separately for the applicable cycle and its phases. 508/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output For that purpose: (a) the applicable phase or cycle CO values shall be 2 used; (b) the criteria emission over the complete cycle shall be used. 2 Output step 1 FC , For FC and FE, the values FC , l/100 km; CS,c,1 CS,c If the l/100 km; derived in step No. 1 of this FC , l/100 km; CS,p interpola­ FC , table shall be used. FE , km/l. CS,p,1 CS,c tion method l/100 km; In the case that the FE , km/l. CS,p is not FE , km/l. interpolation method is CS,c,1 applied, step FE , km/l applied, intermediate CS,p,1 No. 3 is not rounding shall be applied required and according to paragraph the output 6.1.8. of this Regulation. of this step FC and FE values shall be is the final rounded to three places of result. decimal. Output is available for vehicle H and vehicle L and, if applicable, for vehicle M. In the case that the interpolation method is not applied, final rounding shall be applied according to paragraph 6.1.8. of this Regulation. FC and FE values shall be rounded to first place of decimal. 3 Output step 2 FC , l/100 km; Fuel consumption FC , CS,c CS,c,ind Result of an FC , l/100 km; calculation according to l/100 km; CS,p individual FE , km/l. paragraph 4.5.5.1.1. of this FC , CS,c CS,p,ind vehicle. FE , km/l. annex for individual vehicles l/100 km; CS,p Final FC and in an interpolation family. FE , km/l. CS,c,ind FE result. Fuel efficiency calculation FE , km/l. CS,p,ind according to paragraph 4.5.5.1.2. of this annex for individual vehicles in an interpolation family. Final rounding of individual vehicle values shall be performed according to paragraph 6.1.8. of this Regulation. FC and FE values shall be rounded to the first place of decimal. Output is available for each individual vehicle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 509/710EN OJ L, 26.6.2026 4.2.1.2. Charge-sustaining fuel consumption and fuel efficiency for NOVC-FCHVs and OVC-FCHVs 4.2.1.2.1. Stepwise procedure for calculating the final test fuel consumption and fuel efficiency results of the charge- sustaining Type 1 test for NOVC-FCHVs and OVC-FCHVs The results shall be calculated in the order described in Table A8/7. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent the city city driving cycle; CS charge-sustaining Table A8/7 Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs and fuel efficiency for NOVC-FCHVs and OVC-FCHVs (FE applicable for Level 1B and results after 3 phases in Level 2 only) Level 1A and results after 4 phases in Level 2 – all the calculations in this table shall be for the complete cycle only Level 1B and results after 3 phases in Level 2 - all the calculations in this table shall be for the 3-phase cycle and also for individual phases for NOVC-FCHVs; all the calculations in this table shall be for the complete cycle only for OVC-FCHVs; Step No. Source Input Process Output 1 Appendix 7 Non-balanced Charge-sustaining fuel consumption FC FC , CS,c,1 CS,p,1 to this annex. charge- according to paragraph 2.2.6. of Appendix 7 kg/100 km; sustaining fuel to this annex. FC , CS,c,1 consumption The calculation of fuel consumption shall be kg/100 km. FC performed separately for the applicable cycle CS,nb, kg/100km and its phases. For that purpose, the applicable phase or cycle FC values shall be used; Phase-specific values according to paragraph 2.2.7. of Appendix 7 to this annex). 2 Output step 1 FC , REESS electric energy change correction. FC , CS,p,1 CS,c,2 kg/100 km; Paragraphs 4.2.1.2.2. to 4.2.1.2.5. (where kg/100 km; FC , applicable) inclusive of this annex. For Level 1B and CS,c,1 kg/100 km. results after 3 phases in Level 2 FC , CS,p,2 kg/100 km; 510/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step No. Source Input Process Output 3 Output step 2 FC , FC ¼FC FC , CS,p,2 CS;p;3 CS;p;2 CS,p,3 Result of a kg/100 km; kg/100 km; single test. FC CS,c,2, FC CS;c;3 ¼FC CS;c;2 FC CS,c,3, kg/100 km. kg/100 km. For Level 1B and results after 3 phases in FE , km/kg. Level 2 CS,p,3 FE , km/kg. Conversion of fuel consumption FC into fuel CS,c,3 efficiency FE 4 Output step 3 For every test: Averaging of tests and declared value FC , CS,p,4 FC , according to paragraphs 1.2. to 1.2.3. kg/100 km; CS,p,3 kg/100 km; inclusive of Annex B6. FC , CS,c,4 FC , kg/100 km. CS,c,3 kg/100 km. FE , km/kg. CS,p,4 FE , km/ FE , km/kg. CS,p,3 CS,c,4 kg. FE , CS,c,3 km/kg. 5 Output step 4 FC , Alignment of phase values. FC , CS,p,4 CS,p,5 If the kg/100 km; Paragraph 1.2.4. of Annex B6, kg/100 km; interpola­ FC , For Level 1B and 3-phase WLTP test in Level FC , CS,c,4 CS,c,5 tion method kg/100 km; 2, alignment of phase values kg/100 km is not FC , FE , km/kg. CS,c,declared CS,p,5 applied, step kg/100 km. FE ¼FE × FE CS;c;declared FE CS,c,5, km/kg. No. 6 is not FE , km/ CS;p;5 CS;p;4 100 CS,p,4 required kg. FE , Phase combined value CS,c,4 and the km/kg; Phase combined value of FC shall be derived output of FE , CS,c,declared from the formula in paragraph 1.2.4. of this step is km/ kg. Annex B6. CO shall be replaced by FC. the final 2 and: result. Results of a FC ¼FC CS;c;5 CS;c;declared Type 1 test for a test FE ¼FE CS;c;5 CS;c;declared vehicle. FC values and FE values shall be rounded according to paragraph 6.1.8. of this Regulation. FC values shall be rounded to the third place of decimal FE values shall be rounded to the first place of decimal. In the case that the interpolation method is not applied, final rounding shall be applied according to paragraph 6.1.8. of this Regulation. FC values shall be rounded to the second place of decimal. FE values shall be rounded to the nearest whole number. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 511/710EN OJ L, 26.6.2026 Step No. Source Input Process Output 6 Output step 5 FC , Fuel consumption calculation according to FC , CS,c,5 CS,c,ind Result of an kg/100 km; paragraph 4.5.5.1.3. of this annex for kg/100 km; individual FE , km/kg individual vehicles in an interpolation family. FE , km/kg CS,c,5 CS,c,ind vehicle. FE , km/kg Fuel efficiency calculation according to FE , km/kg CS,p,5 CS,p,ind Final result. paragraph 4.5.5.1.4. of this annex for individual vehicles in an interpolation family. Final rounding of individual vehicle values shall be performed according to paragraph 6.1.8. of this Regulation. FC values shall be rounded to the second place of decimal. FE values shall be rounded to the nearest whole number. Output is available for each individual vehicle. 4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was not applied, the following charge-sustaining fuel consumption shall be used: FC ¼ FC CS CS;nb where: FC is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to CS Table A8/7, step No. 2, kg/100 km; FC is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not CS,nb corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km. 4.2.1.2.3. If the correction of the fuel consumption is required according to paragraph 1.1.3. of Appendix 2 to this annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was applied, the fuel consumption correction coefficient shall be determined according to paragraph 2. of Appendix 2 to this annex. The corrected charge-sustaining fuel consumption shall be determined using the following equation: FC ¼FC – K × EC CS CS;nb fuel;FCHV DC;CS where: FC is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to CS Table A8/7, step No. 2, kg/100 km; FC is the non-balanced fuel consumption of the charge-sustaining Type 1 test, not corrected for CS,nb the energy balance, according to Table A8/7, step No. 1, kg/100 km; EC is the electric energy consumption of the charge-sustaining Type 1 test according to DC,CS paragraph 4.3. of this annex, Wh/km; K is the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to fuel,FCHV this annex, (kg/100 km)/(Wh/km). 512/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.1.2.4. This paragraph is applicable to Level 1B and Level 2 only; In the case that phase-specific fuel consumption correction coefficients have not been determined, the phase- specific fuel consumption shall be calculated using the following equation: FC ¼FC – K × EC CS;p CS;nb;p fuel;FCHV DC;CS;p where: FC is the charge-sustaining fuel consumption of phase p of the charge-sustaining Type 1 test CS,p according to Table A8/7, step No. 2, kg/100 km; FC is the non-balanced fuel consumption of phase p of the charge-sustaining Type 1 test, not CS,nb,p corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km; EC is the electric energy consumption of phase p of the charge-sustaining Type 1 test, determined DC,CS,p according to paragraph 4.3. of this annex, Wh/km; K is the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to fuel,FCHV this annex, (kg/100 km)/(Wh/km); p is the index of the individual phase within the applicable WLTP test cycle. 4.2.1.2.5. This paragraph is applicable to Level 1B and Level 2 only; In the case that phase-specific fuel consumption correction coefficients have been determined, the phase- specific fuel consumption shall be calculated using the following equation: FC ¼FC – K × EC CS;p CS;nb;p fuel;FCHV;p DC;CS;p where: FC is the charge-sustaining fuel consumption of phase p of the charge-sustaining Type 1 test CS,p according to Table A8/7, step No. 2, kg/100 km; FC is the non-balanced fuel consumption of phase p of the charge-sustaining Type 1 test, not CS,nb,p corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km; EC is the electric energy consumption of phase p of the charge-sustaining Type 1 test, DC,CS,p determined according to paragraph 4.3. of this annex, Wh/km; K is the fuel consumption correction coefficient for the correction of the phase p according to fuel,FCHV,p paragraph 2.3.1.2. of Appendix 2 to this annex, (kg/100 km)/(Wh/km); p is the index of the individual phase within the applicable WLTP test cycle. 4.2.2. The charge-depleting fuel consumption and charge-depleting fuel efficiency for OVC-HEVs and OVC-FCHVs For Level 1A and 4-phase WLTP test in Level 2: The utility factor-weighted charge-depleting fuel consumption FC shall be calculated using the following CD equation: k ∑ ðUF × FC Þ FC ¼ j¼1 j CD;j CD k ∑ UF j¼1 j where: FC is the utility factor weighted charge-depleting fuel consumption, l/100 km in the case of OVC-HEVs CD and kg/100km in the case of OVC-FCHVs; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 513/710EN OJ L, 26.6.2026 FC is the fuel consumption for phase j of the charge-depleting Type 1 test, determined according to CD,j paragraph 6. of Annex B7, l/100 km in the case of OVC-HEVs and kg/100km in the case of OVC- FCHVs; UF is the utility factor of phase j according to Appendix 5 to this annex; j j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. For OVC-FCHVs, the considered phase j shall be the applicable WLTP test cycle only. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n . veh_L If the transition cycle number driven by vehicle H, n , and, if applicable, by an individual vehicle within the vehH vehicle interpolation family, n , is lower than the transition cycle number driven by vehicle L n the vehind veh_L confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated according to paragraph 6. of Annex B7 with the criteria emission over the complete confirmation cycle and the applicable CO phase value 2 which shall be corrected to an electric energy consumption of zero, EC ¼0, by using the CO mass DC;CD;j 2 correction coefficient (K ) according to Appendix 2 to this annex. CO2 For Level 1B and 3-phase WLTP test in Level 2 The charge-depleting fuel efficiency FE shall be calculated using the following equation: CD R FE ¼ CDA CD ∑n – 1 d × 1 + d × k CD c¼1 c FE n FE CD;c CD;avg;n – 1 where: FE is the charge-depleting fuel efficiency, km/l; in the case of OVC-HEVs and kg/km in the case of OVC- CD FCHVs; R actual charge-depleting range defined in paragraph 4.4.5. of this annex, km; in the case of OVC- CDA HEVs and in paragraph 4.4.7. of this annex in the case of OVC-FCHVs, km; FE is the fuel efficiency for cycle c of the charge-depleting Type 1 test, determined according to CD,c paragraph 6. of Annex B7, km/l; in the case of OVC-HEVs and kg/km in the case of OVC-FCHVs; n – 1 ∑ d FE FE ¼ c¼1 c ; CD;avg;n – 1 CD;avg;n – 1 ∑n – 1 1 d × c¼1 c FE CD;c c is the index number for the considered cycle; n is the number of applicable WLTP test cycles driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 test, km; c d is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 test, km; n k For OVC-HEVs CD MCO2;CS;declared – MCO2;CD;n; kcd¼ MCO2;CS;declared – MCO2;CD;avg;n – 1 514/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For OVC-FCHVs 1 1 – FE FE k ¼ CS;declared CD;n CD 1 1 – FE FE CS;declared CD;avg;n – 1 FE is the charge-sustaining fuel efficiency declaration according to Table A8/7 Step5, km/kg; CS,declared FE is the fuel efficiency of the applicable WLTP test cycle n of the charge-depleting Type 1 CD,n test, km/kg; FE is the arithmetic average fuel efficiency of the charge-depleting Type 1 test from the CD;avg;n – 1 beginning up to and including the applicable WLTP test cycle (n-1), km/kg. 4.2.3. This paragraph is applicable only for Level 1A and 4-phase WLTP test in Level 2 Utility factor-weighted fuel consumption for OVC-HEVs and OVC-FCHVs The utility factor-weighted fuel consumption for OVC-HEVs from the charge-depleting and charge-sustaining Type 1 test shall be calculated using the following equation: ! k k M FC ¼ ∑ðUF × FC Þ × CO2;CD;declared + 1 – ∑ UF × FC weighted j¼1 j CD;j M CO2;CD;ave j¼1 j CS where: FC is the utility factor-weighted fuel consumption, l/100 km; weighted UF is the utility factor of phase j according to Appendix 5 to this annex; j FC is the fuel consumption of phase j of the charge-depleting Type 1 test, determined CD, j according to paragraph 6. of Annex B7, l/100 km; M is the declared charge-depleting CO emission according to Table A8/8, step no. 14, g/km; CO2,CD,declared 2 M is the arithmetic average charge-depleting CO emission according to Table A8/8, step no. CO2,CD,ave 2 13, g/km; FC is the fuel consumption determined according to Table A8/6, step No. 1, l/100 km; CS j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. The utility factor-weighted fuel consumption for OVC-FCHVs from the charge-depleting and charge-sustaining Type 1 test shall be calculated using the following equation: ! k k FC FC ¼ ∑ðUF × FC Þ × CD;declared + 1 – ∑ UF × FC weighted j¼1 j CD;j FC CD;ave j¼1 j CS where: FC is the utility factor-weighted fuel consumption, kg/100km; weighted UF is the utility factor of phase j according to Appendix 5 to this annex; j FC is the fuel consumption of phase j of the charge-depleting Type 1 test, determined CD, j according to paragraph 6. of Annex B7, kg/100km; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 515/710EN OJ L, 26.6.2026 FC is the declared charge-depleting fuel consumption according to Table A8/9a, step no. 11, CD,declared kg/100km; FC is the arithmetic average charge-depleting CO emission according to Table A8/9a, step no. CD,ave 2 10, kg/100km; FC is the fuel consumption determined according to Table A8/7, step No. 5, kg/100km; CS j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. For OVC-FCHVs, the considered phase j shall be the applicable WLTP test cycle only. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n . veh_L If the transition cycle number driven by vehicle H, n , and, if applicable, by an individual vehicle within the vehH vehicle interpolation family n is lower than the transition cycle number driven by vehicle L, n , the vehind veh_L confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated according to paragraph 6. of Annex B7 with the criteria emission over the complete confirmation cycle and the applicable CO phase value 2 which shall be corrected to an electric energy consumption of zero EC ¼ 0 by using the CO mass DC;CD;j 2 correction coefficient (K ) according to Appendix 2 to this annex. CO2 4.3. Calculation of electric energy consumption For the determination of the electric energy consumption based on the current and voltage determined according to Appendix 3 to this annex, the following equations shall be used: ΔE EC ¼ REESS;j DC;j d j where: EC is the electric energy consumption over the considered period j based on the REESS depletion, DC,j Wh/km; ΔE is the electric energy change of all REESSs during the considered period j, Wh; REESS;j d is the distance driven in the considered period j, km; j and n ΔE ¼ ∑ ΔE REESS;j REESS;j;i i¼1 where: ΔE is the electric energy change of REESS i during the considered period j, Wh; REESS;j;i 516/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 and 1 tend ΔE ¼ × ∫ UðtÞ × IðtÞ dt REESS;j;i 3600 REESS;j;i j;i t0 where: UðtÞ is the voltage of REESS i during the considered period j determined according to Appendix 3 REESS;j;i to this annex, V; t is the time at the beginning of the considered period j, s; 0 t is the time at the end of the considered period j, s; end IðtÞ is the electric current of REESS i during the considered period j determined according to j;i Appendix 3 to this annex, A; i is the index number of the considered REESS; n is the total number of REESS; j is the index for the considered period, where a period can be any combination of phases or cycles; 1 is the conversion factor from Ws to Wh. 3600 4.3.1. This paragraph is applicable only for Level 1A and 4-phase WLTP test in Level 2 Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs and OVC-FCHVs The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation: k ∑ ðUF × EC Þ EC ¼ j¼1 j AC;CD;j AC;CD k ∑ UF j¼1 j where: EC is the utility factor-weighted charge-depleting electric energy consumption based on the AC,CD recharged electric energy from the mains, Wh/km; UF is the utility factor of phase j according to Appendix 5 to this annex; j EC is the electric energy consumption based on the recharged electric energy from the mains of AC,CD,j phase j, Wh/km; and E EC ¼EC × AC AC;CD;j DC;CD;j k ∑ ΔE j¼1 REESS;j where: EC is the electric energy consumption based on the REESS depletion of phase j of the charge- DC,CD,j depleting Type 1 test according to paragraph 4.3. of this annex, Wh/km; E is the recharged electric energy from the mains determined according to paragraph 3.2.4.6. of AC this annex, Wh; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 517/710EN OJ L, 26.6.2026 ΔE is the electric energy change of all REESSs of phase j according to paragraph 4.3. of this REESS;j annex, Wh; j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of L,n . veh_L For OVC-FCHVs, the considered phase j shall be the applicable WLTP test cycle only. 4.3.2. This paragraph is applicable only for Level 1A and results after 4 phases in Level 2 Utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs and OVC-FCHVs The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation: EC ¼ð∑k UF Þ × EC AC;weighted j¼1 j AC;CD;declared where: EC is the utility factor-weighted electric energy consumption based on the recharged electric AC,weighted energy from the mains, Wh/km; UF is the utility factor of phase j according to Appendix 5 to this annex; j EC is the declared charge-depleting electric energy consumption based on the recharged AC,CD,declared electric energy from the mains for OVC-HEVs according to Table A8/8, step 14 and for OVC-FCHVs according to Table A8/9a, step 11, Wh/km; j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of vehicle L, n . veh_L For OVC-FCHVs, the considered phase j shall be the applicable WLTP test cycle only. 4.3.3. Electric energy consumption for OVC-HEVs and OVC-FCHVs (as applicable) 4.3.3.1. Determination of cycle-specific electric energy consumption The electric energy consumption based on the recharged electric energy from the mains and the equivalent all- electric range shall be calculated using the following equation: E EC ¼ AC EAER where: EC is the electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the equivalent all-electric range, Wh/km; EAC is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this annex, Wh; EAER is the equivalent all-electric range for OVC-HEVs according to paragraph 4.4.4.1. of this annex and for OVC-FCHVs according to paragraph 4.4.6.1. of this annex, km. 518/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.3.2. Determination of phase-specific electric energy consumption The phase-specific electric energy consumption based on the recharged electric energy from the mains and the phase-specific equivalent all-electric range shall be calculated using the following equation: E EC ¼ AC p EAER p where: EC is the phase-specific electric energy consumption based on the recharged electric energy from the p mains and the equivalent all-electric range, Wh/km; E is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this annex, Wh; AC EAER is the phase-specific equivalent all-electric range according to paragraph 4.4.4.2. of this annex, km. p 4.3.4. Electric energy consumption of PEVs 4.3.4.1. The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire considered period. 4.3.4.2. Electric energy consumption determination of the applicable WLTP test cycle The electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the pure electric range shall be calculated using the following equation: E EC ¼ AC WLTC PER WLTC where: EC is the electric energy consumption of the applicable WLTP test cycle based on the recharged WLTC electric energy from the mains and the pure electric range for the applicable WLTP test cycle, Wh/km; EAC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this annex, Wh; PER is the pure electric range for the applicable WLTP test cycle as calculated according to WLTC paragraph 4.4.2.1.1. or paragraph 4.4.2.2.1. of this annex, depending on the PEV test procedure used, km. 4.3.4.3. This paragraph is applicable to Level 1A and Level 2 only; Electric energy consumption determination of the applicable WLTP city test cycle (if applicable) The electric energy consumption of the applicable WLTP city test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP city test cycle shall be calculated using the following equation: E EC ¼ AC city PER city where: EC is the electric energy consumption of the applicable WLTP city test cycle based on the recharged city electric energy from the mains and the pure electric range for the applicable WLTP city test cycle, Wh/km; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 519/710EN OJ L, 26.6.2026 EAC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this annex, Wh; PER is the pure electric range for the applicable WLTP city test cycle as calculated according to city paragraph 4.4.2.1.2. or paragraph 4.4.2.2.2. of this annex, depending on the PEV test procedure used, km. 4.3.4.4. Electric energy consumption determination of the phase-specific values The electric energy consumption of each individual phase based on the recharged electric energy from the mains and the phase-specific pure electric range shall be calculated using the following equation: E EC ¼ AC p PER p where: EC is the electric energy consumption of each individual phase p based on the recharged electric energy p from the mains and the phase-specific pure electric range, Wh/km EAC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this annex, Wh; PER is the phase-specific pure electric range as calculated according to paragraph 4.4.2.1.3. or p paragraph 4.4.2.2.3. of this annex, depending on the PEV test procedure used, km. 4.4. Calculation of electric ranges 4.4.1. All-electric ranges AER and AER for OVC-HEVs and OVC-FCHVs (as applicable) city 4.4.1.1. All-electric range AER The all-electric range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this annex as part of the Option 1 test sequence and referenced in paragraph 3.2.6.1. of this annex as part of the Option 3 test sequence by driving the applicable WLTP test cycle according to paragraph 1.4.2.1. of this annex. The AER is defined as the distance driven from the beginning of the charge- depleting Type 1 test to the point in time where the combustion engine or fuel cell in the case of OVC-FCHVs starts consuming fuel. 4.4.1.2. All-electric range city AER city This paragraph is applicable to Level 1A and Level 2 only; 4.4.1.2.1. The all-electric range city AER for OVC-HEVs or OVC-FCHVs shall be determined from the charge-depleting city Type 1 test described in paragraphs 3.2.4.1., 3.2.4.2. and 3.2.4.3. of this annex as part of the Option 1 test sequence by driving the applicable WLTP city test cycle according to paragraph 1.4.2.2. of this annex. The AER is defined as the distance driven from the beginning of the charge-depleting Type 1 test to the point in city time where the combustion engine or fuel cell in the case of OVC-FCHVs starts consuming fuel. The point in time where the combustion engine or fuel cell in the case of OVC-FCHVs starts consuming fuel shall be considered as the break-off criterion and shall replace the break-off criterion described in paragraph 3.2.4.4. 520/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this annex, the all-electric range city AER may be determined city from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this annex by driving the applicable WLTP test cycles according to paragraph 1.4.2.1. of this annex. In that case, the charge-depleting Type 1 test by driving the applicable WLTP city test cycle shall be omitted and the all-electric range city AER shall be city calculated using the following equation: UBE AER ¼ city city EC DC;city where: AER is the all-electric range city, km; city UBE is the usable REESS energy determined from the beginning of the charge-depleting Type 1 test city described in paragraph 3.2.4.3. of this annex by driving applicable WLTP test cycles until the point in time when the combustion engine starts consuming fuel, Wh; EC is the weighted electric energy consumption of the pure electrically driven applicable WLTP DC,city city test cycles of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this annex by driving applicable WLTP test cycle(s), Wh/km; and UBE ¼∑k + 1 ΔE city j¼1 REESS;j where: ΔE is the electric energy change of all REESSs during phase j, Wh; REESS;j j is the index number of the considered phase; k+1 is the number of the phases driven from the beginning of the test until the point in time when the combustion engine starts consuming fuel; and EC ¼∑ncity;peEC × K DC;city j¼1 DC;city;j city;j where: EC is the electric energy consumption for the jthpure electrically driven WLTP city test cycle of DC,city,j the charge-depleting Type 1 test according to paragraph 3.2.4.3. of this annex by driving applicable WLTP test cycles, Wh/km; K is the weighting factor for the jthpure electrically driven applicable WLTP city test cycle of the city,j charge-depleting Type 1 test according to paragraph 3.2.4.3. of this annex by driving applicable WLTP test cycles; j is the index number of the pure electrically driven applicable WLTP city test cycle considered; n is the number of pure electrically driven applicable WLTP city test cycles; city,pe and ΔE K ¼ REESS;city;1 city;1 UBE city where: ΔE is the electric energy change of all REESSs during the first applicable WLTP city test cycle of REESS;city;1 the charge-depleting Type 1 test, Wh; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 521/710EN OJ L, 26.6.2026 and 1 – K K ¼ city;1 for j¼2 to n . city;j n – 1 city;pe city;pe 4.4.2. Pure electric range for PEVs The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire considered period. 4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 test procedure is applied 4.4.2.1.1. The pure electric range for the applicable WLTP test cycle PER for PEVs shall be calculated from the WLTC shortened Type 1 test as described in paragraph 3.4.4.2. of this annex using the following equations: UBE PER ¼ STP WLTC EC DC;WLTC where: PER is the pure electric range for the applicable WLTC test cycle for PEVs, km; WLTC UBE is the usable REESS energy determined from the beginning of the shortened Type 1 test STP procedure until the break-off criterion as defined in paragraph 3.4.4.2.3. of this annex is reached, Wh; EC is the weighted electric energy consumption for the applicable WLTP test cycle of the DC,WLTC shortened Type 1 test procedure, Wh/km; and UBE ¼ΔE + ΔE + ΔE + ΔE STP REESS;DS1 REESS;DS2 REESS;CSSM REESS;CCS E where: ΔE is the electric energy change of all REESSs during DS of the shortened Type 1 test REESS;DS1 1 procedure, Wh; ΔE is the electric energy change of all REESSs during DS of the shortened Type 1 test REESS;DS2 2 procedure, Wh; ΔE is the electric energy change of all REESSs during CSS of the shortened Type 1 test REESS;CSSM M procedure, Wh; ΔE is the electric energy change of all REESSs during CSS of the shortened Type 1 test REESS;CSS E E procedure, Wh; and EC ¼∑2 EC × K DC;WLTC j¼1 DC;WLTC;j WLTC;j where: EC is the electric energy consumption for the applicable WLTP test cycle of DS of the shortened DC,WLTC,j j Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km; K is the weighting factor for the applicable WLTP test cycle of DS of the shortened Type 1 test WLTC,j j procedure; 522/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 and: K ¼ΔE REESS;WLTC;1 and K ¼1 – K WLTC;1 WLTC;2 WLTC;1 UBE STP where: K is the weighting factor for the applicable WLTP test cycle of DS of the shortened Type 1 test WLTC,j j procedure; ΔE is the electric energy change of all REESSs during the applicable WLTP test cycle of DS of the REESS;WLTC;1 1 shortened Type 1 test procedure, Wh. 4.4.2.1.2. Pure Electric Range city (PER ) (if applicable) city This paragraph is applicable to Level 1A and Level 2 only; The pure electric range for the applicable WLTP city test cycle PER for PEVs shall be calculated from the city shortened Type 1 test procedure as described in paragraph 3.4.4.2. of this annex using the following equations: UBE PER ¼ STP city EC DC;city where: PERcity is the pure electric range for the applicable WLTP city test cycle for PEVs, km; UBE is the usable REESS energy according to paragraph 4.4.2.1.1. of this annex, Wh; STP EC is the weighted electric energy consumption for the applicable WLTP city test cycle of DS and DC,city 1 DS of the shortened Type 1 test procedure, Wh/km; 2 and EC ¼∑4 EC × K DC;city j¼1 DC;city;j city;j where: EC is the electric energy consumption for the applicable WLTP city test cycle where the first DC,city,j applicable WLTP city test cycle of DS is indicated as j = 1, the second applicable WLTP city 1 test cycle of DS is indicated as j = 2, the first applicable WLTP city test cycle of DS is 1 2 indicated as j = 3 and the second applicable WLTP city test cycle of DS is indicated as j = 4 of 2 the shortened Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km; K is the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP city,j city test cycle of DS is indicated as j = 1, the second applicable WLTP city test cycle of DS is 1 1 indicated as j = 2, the first applicable WLTP city test cycle of DS is indicated as j = 3 and the 2 second applicable WLTP city test cycle of DS is indicated as j = 4, 2 and ΔE 1 – K K ¼ REESS;city;1 and K ¼ city;1 for j¼2…4 city;1 UBE city;j 3 STP where: ΔE is the energy change of all REESSs during the first applicable WLTP city test cycle of DS of the REESS;city;1 1 shortened Type 1 test procedure, Wh. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 523/710EN OJ L, 26.6.2026 4.4.2.1.3. The phase-specific pure electric range PER for PEVs shall be calculated from the Type 1 test as described in p paragraph 3.4.4.2. of this annex by using the following equations: UBE PER ¼ STP p EC DC;p where: PER is the phase-specific pure electric range for PEVs, km; p UBE is the usable REESS energy according to paragraph 4.4.2.1.1. of this annex, Wh; STP EC is the weighted electric energy consumption for each individual phase of DS and DS of the DC,p 1 2 shortened Type 1 test procedure, Wh/km; In the case that phase p = low and phase p = medium, the following equations shall be used: EC ¼∑4 EC × K DC;p j¼1 DC;p;j p;j where: EC is the electric energy consumption for phase p where the first phase p of DS is indicated as j = 1, DC,p,j 1 the second phase p of DS is indicated as j = 2, the first phase p of DS is indicated as j = 3 and the 1 2 second phase p of DS is indicated as j = 4 of the shortened Type 1 test procedure according to 2 paragraph 4.3. of this annex, Wh/km; K is the weighting factor for phase p where the first phase p of DS is indicated as j = 1, the second p,j 1 phase p of DS is indicated as j = 2, the first phase p of DS is indicated as j = 3, and the second 1 2 phase p of DS is indicated as j = 4 of the shortened Type 1 test procedure; 2 and ΔE 1 – K K ¼ REESS;p;1 and K ¼ p;1 for j¼2…4 p;1 UBE p;j 3 STP where: ΔE is the energy change of all REESSs during the first phase p of DS of the shortened Type 1 test REESS;p;1 1 procedure, Wh. In the case that phase p = high and phase p = extra high, the following equations shall be used: EC ¼∑2 EC × K DC;p j¼1 DC;p;j p;j where: EC is the electric energy consumption for phase p of DS of the shortened Type 1 test procedure DC,p,j j according to paragraph 4.3. of this annex, Wh/km; K is the weighting factor for phase p of DS of the shortened Type 1 test procedure p,j j and ΔE K ¼ REESS;p;1 and K ¼1 – K p;1 p;2 p;1 UBE STP 524/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 where: ΔE is the electric energy change of all REESSs during the first phase p of DS of the shortened REESS;p;1 1 Type 1 test procedure, Wh. 4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type 1 test procedure is applied 4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER for PEVs shall be calculated from the Type 1 WLTP test as described in paragraph 3.4.4.1. of this annex using the following equations: UBE PER ¼ CCP WLTC EC DC;WLTC where: UBE is the usable REESS energy determined from the beginning of the consecutive cycle Type 1 test CCP procedure until the break-off criterion according to paragraph 3.4.4.1.3. of this annex is reached, Wh; EC is the electric energy consumption for the applicable WLTP test cycle determined from DC,WLTC completely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure, Wh/km; and UBE ¼∑k ΔE CCP j¼1 REESS;j where: ΔE is the electric energy change of all REESSs during phase j of the consecutive cycle Type 1 test REESS;j procedure, Wh; j is the index number of the phase; k is the number of phases driven from the beginning up to and including the phase where the break- off criterion is reached; and: EC ¼∑nWLTCEC × K DC;WLTC j¼1 DC;WLTC;j WLTC;j where: EC is the electric energy consumption for the applicable WLTP test cycle j of the consecutive DC,WLTC,j cycle Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km; K is the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 WLTC,j test procedure; j is the index number of the applicable WLTP test cycle; n is the whole number of complete applicable WLTP test cycles driven; WLTC ELI: http://data.europa.eu/eli/reg/2026/1130/oj 525/710EN OJ L, 26.6.2026 and K ¼ΔE REESS;WLTC;1 and K ¼1 – K WLTC;1 for j¼2…n WLTC;1 UBE WLTC;j n – 1 WLTC CCP WLTC where: ΔE is the electric energy change of all REESSs during the first applicable WLTP test cycle of the REESS;WLTC;1 consecutive cycle Type 1 test procedure, Wh. 4.4.2.2.2. Pure Electric Range city (PER ) (if applicable) city This paragraph is applicable to Level 1A and Level 2 only; The pure electric range for the WLTP city test cycle PER for PEVs shall be calculated from the Type 1 test as city described in paragraph 3.4.4.1. of this annex using the following equations: UBE PER ¼ CCP city EC DC;city where: PER is the pure electric range for the WLTP city test cycle for PEVs, km; city UBE is the usable REESS energy according to paragraph 4.4.2.2.1. of this annex, Wh; CCP EC is the electric energy consumption for the applicable WLTP city test cycle determined from DC,city completely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test procedure, Wh/km; and EC ¼∑ncityEC × K DC;city j¼1 DC;city;j city;j where: EC is the electric energy consumption for the applicable WLTP city test cycle j of the consecutive DC,city,j cycle Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km; K is the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1 city,j test procedure; j is the index number of the applicable WLTP city test cycle; n is the whole number of complete applicable WLTP city test cycles driven; city and ΔE 1 – K K ¼ REESS;city;1 and K ¼ city;1 for j¼2…n city;1 UBE city;j n – 1 city CCP city where: ΔE is the electric energy change of all REESSs during the first applicable WLTP city test cycle of REESS;city;1 the consecutive cycle Type 1 test procedure, Wh. 526/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.4.2.2.3. The phase-specific pure electric range PER for PEVs shall be calculated from the Type 1 test as described in p paragraph 3.4.4.1. of this annex using the following equations: UBE PER ¼ CCP p EC DC;p where: PER is the phase-specific pure electric range for PEVs, km; p UBE is the usable REESS energy according to paragraph 4.4.2.2.1. of this annex, Wh; CCP EC is the electric energy consumption for the considered phase p determined from completely driven DC,p phases p of the consecutive cycle Type 1 test procedure, Wh/km; and EC ¼∑np EC × K DC;p j¼1 DC;p;j p;j where: EC is the jthelectric energy consumption for the considered phase p of the consecutive cycle Type 1 DC,p,j test procedure according to paragraph 4.3. of this annex, Wh/km; K is the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test p,j procedure; j is the index number of the considered phase p; n is the whole number of complete WLTC phases p driven; p and K ¼ΔE REESS;p;1 and K ¼1 – K p;1 for j¼2…n p;1 UBE p;j n – 1 p CCP p where: ΔE is the electric energy change of all REESSs during the first driven phase p during the REESS;p;1 consecutive cycle Type 1 test procedure, Wh. 4.4.3. Charge-depleting cycle range for OVC-HEVs and OVC-FCHVs The charge-depleting cycle range R shall be determined from the charge-depleting Type 1 test described in CDC paragraph 3.2.4.3. of this annex as part of the Option 1 test sequence and referenced in paragraph 3.2.6.1. of this annex as part of the Option 3 test sequence. The R is the distance driven from the beginning of the CDC charge-depleting Type 1 test to the end of the transition cycle according to paragraph 3.2.4.4. of this annex. 4.4.4. Equivalent all-electric range for OVC-HEVs 4.4.4.1. Determination of cycle-specific equivalent all-electric range The cycle-specific equivalent all-electric range shall be calculated using the following equation: For Level 1A and 4-phase WLTP test in Level 2; � � EAER¼ M CO2;CS;ave – M CO2;CD;avg;ave × R CDC;ave M CO2;CS;ave ELI: http://data.europa.eu/eli/reg/2026/1130/oj 527/710EN OJ L, 26.6.2026 For Level 1B and 3-phase WLTP test in Level 2; � � EAER¼ M CO2;CS;declared – M CO2;CD;avg × R CDC M CO2;CS;declared where: EAER is the cycle-specific equivalent all-electric range, km; M is the arithmetic average of charge-sustaining CO emission according to Table A8/5, step CO2, CS,ave 2 No. 6 (M ) for Level 1A and 4-phase WLTP test in Level 2, g/km; CO2,CS,c,6 M is the declared charge-sustaining CO emission according to Table A8/5, step No. 6 (M CO2, CS,declared 2 CO2, ) for Level 1B and 3-phase WLTP test in Level 2, g/km; CS,c,declared M is the arithmetic average of M calculated for all individual charge-depleting tests CO2, CD,avg,ave CO2, CD, avg according to the equation below, g/km; R is the charge-depleting cycle range according to paragraph 4.4.3. of this annex, km; CDC R is the arithmetic average of charge-depleting cycle range ðR Þ calculated for all CDC,ave CDC individual charge-depleting tests, km; and k ∑ ðM × dÞ M ¼ j¼1 CO2;CD;j j CO2;CD;avg k ∑ d j¼1 j where: M is the charge-depleting CO emission, g/km; CO2, CD,avg 2 M is the CO emission determined according to paragraph 3.2.1. of Annex B7 of phase j of CO2,CD,j 2 the charge-depleting Type 1 test, g/km; d is the distance driven in phase j of the charge-depleting Type 1 test, km; j j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this annex. 4.4.4.2. Determination of the phase-specific equivalent all-electric range The phase-specific equivalent all-electric range shall be calculated using the following equation: For Level 1A and 4-phase WLTP test in Level 2: � � k ∑ EAER ¼ M CO2;CS;p;ave – M CO2;CD;avg;p;ave × j¼1ΔE REESS;j;ave p M EC CO2;CS;p;ave DC;CD;p;ave For Level 1B and 3-phase WLTP test in Level 2: � � k ∑ EAER ¼ M CO2;CS;p – M CO2;CD;avg;p × j¼1ΔE REESS;j p M CO2;CS;p EC DC;CD;p where: EAER is the phase-specific equivalent all-electric range for the considered phase p, km; p M is the phase-specific CO emission from the charge-sustaining Type 1 test for the CO2, CS,p 2 considered phase p according to Table A8/5, step No. 7 (M ), g/km; CO2,CS,p,7 528/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 M is the phase-specific CO emission from the charge-sustaining Type 1 test for the CO2, CS,p,ave 2 considered phase p according to Table A8/5, step No. 6 (M ), g/km; CO2,CS,p,6 M is the arithmetic average of M calculated for all individual charge-depleting CO2, CD,avg,p,ave CO2, CD, avg,p tests according to the equation below, g/km; ΔE are the electric energy changes of all REESSs during the considered phase j, Wh; REESS;j ΔE is the arithmetic average of electric energy changes of all REESSs ðΔE Þduring the REESS;j;ave REESS;j considered phase j calculated for all individual charge-depleting tests, Wh ; ECDC,CD,p,ave is the arithmetic average of electric energy consumption over the considered phase p (EC Þ calculated according to the equation below for all individual charge- DC;CD;p depleting tests, Wh/km; j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this annex; and ∑nc ðM × d Þ M ¼ c¼1 CO2;CD;p;c p;c CO2;CD;avg;p ∑nc d c¼1 p;c where: M is the charge-depleting CO emission for the considered phase p, g/km; CO2, CD,avg,p 2 M is the CO emission determined according to paragraph 3.2.1. of Annex B7 of phase p in CO2,CD,p,c 2 cycle c of the charge-depleting Type 1 test, g/km; d is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 p,c test, km; c is the index number of the considered applicable WLTP test cycle; p is the index of the individual phase within the applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven up to the end of the transition cycle n c according to paragraph 3.2.4.4. of this annex; and: ∑nc EC ¼ c¼1EC DC;CD;p;c × d p;c DC;CD;p ∑nc c¼1d p;c where: EC is the electric energy consumption of the considered phase p based on the REESS DC,CD,p depletion of the charge-depleting Type 1 test, Wh/km; EC is the electric energy consumption of the considered phase p of cycle c based on the DC,CD,p,c REESS depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this annex, Wh/km; d is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 p,c test, km; c is the index number of the considered applicable WLTP test cycle; p is the index of the individual phase within the applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven up to the end of the transition cycle n c according to paragraph 3.2.4.4. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 529/710EN OJ L, 26.6.2026 For Level 1A and 4-phase WLTP test in Level 2: The considered phase shall be the low phase, medium phase, high phase, extra high phase, and the city driving cycle. For Level 1B and 3-phase WLTP test in Level 2: The considered phase shall be the low phase, medium phase and high phase. 4.4.5. Actual charge-depleting range for OVC-HEVs The actual charge-depleting range shall be calculated using the following equation: n – 1 � � M – M R ¼ ∑ d + CO2;CS;declared CO2;n;cycle × d CDA c¼1 c M CO2;CS;declared – M CO2;CD;avg;n – 1 n where: R is the actual charge-depleting range, km; CDA M is the charge-sustaining CO emission according to Table A8/5, step No. 7, g/km; CO2, CS 2 M is the CO emission of the applicable WLTP test cycle n of the charge-depleting Type 1 CO2,n,cycle 2 test, g/km; M is the CO emission of the charge-depleting Type 1 test from the beginning of the charge- CO2;CD;avg;n – 1 2 depleting Type 1 test up to and including the applicable WLTP test cycle (n-1), g/km; d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 c test, km; d is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 n test, km; c is the index number of the considered applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this annex; and: n – 1 M ¼ ∑ c¼1ðM CO2;CD;c × d cÞ CO2;CD;avg;n – 1 n – 1 ∑ d c¼1 c where: M is the CO emission of the charge-depleting Type 1 test from the beginning of the charge- CO2;CD;avg;n – 1 2 depleting Type 1 test up to and including the applicable WLTP test cycle (n-1), g/km; M is the CO emission determined according to paragraph 3.2.1. of Annex B7 of the CO2,CD,c 2 applicable WLTP test cycle c of the charge-depleting Type 1 test, g/km; d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 c test, km; c is the index number of the considered applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this annex. 530/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.4.6. Equivalent all-electric range for OVC-FCHVs 4.4.6.1. Determination of cycle-specific equivalent all-electric range The cycle-specific equivalent all-electric range shall be calculated using the following equation: For Level 1A and 4-phase WLTP test in Level 2 � � FC – FC EAER¼ CS;ave CD;avg;ave × R CDC;ave FC CS;ave For Level 1B and 3-phase WLTP test in Level 2 0 1 1 1 – BFE FE C EAER¼B @ CS;declared 1 CD;avgC A × R CDC FE CS;declared where: EAER is the cycle-specific equivalent all-electric range, km; FC is the charge-sustaining fuel consumption according to Table A8/7 Step 4, kg/100km; CS,ave FC is the arithmetic average of the charge-depleting fuel consumption FC calculated for CD,avg,ave CD, avg all individual charge-depleting tests according to the equation below, kg/100km; FE is the charge-sustaining fuel efficiency declaration according to Table A8/7 Step5, km/kg; CS,declared R is the arithmetic average of charge-depleting cycle range ðR Þcalculated for all individual CDC,ave CDC charge-depleting tests according to paragraph 4.4.3. of this annex, km; R is the charge-depleting cycle rangeðR Þaccording to paragraph 4.4.3 of this annex, km; CDC CDC and k ∑ ðFC × dÞ FC ¼ j¼1 CD;j j CD;avg k ∑ d j¼1 j where: FC is the charge-depleting fuel consumption, kg/100 km; CD,avg FC is the fuel consumption of phase j of the charge-depleting Type 1 test, kg/100km; CD,j d is the distance driven in phase j of the charge-depleting Type 1 test, km; j j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this annex. and k ∑ d FE ¼ j¼1 c ! CD;avg ∑k 1 d × j¼1 c FE CD;c ELI: http://data.europa.eu/eli/reg/2026/1130/oj 531/710EN OJ L, 26.6.2026 where: FE is the charge-depleting fuel efficiency, km/kg; CD,avg FE is the fuel efficiency of phase j of the charge-depleting Type 1 test, km/kg; CD,c d is the distance driven in phase j of the charge-depleting Type 1 test, km; j j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this annex. The considered phase j shall be the applicable WLTP test cycle only. 4.4.6.2. Determination of the phase-specific equivalent all-electric range for OVC-FCHV The phase-specific equivalent all-electric range shall be calculated using the following equation: � � k ∑ EAER ¼ FC CS;p;ave – FC CD;avg;p;ave × j¼1ΔE REESS;j;ave p FC CS;p;ave EC DC;CD;p;ave where: EAER is the phase-specific equivalent all-electric range for the considered phase p, km; p FC is the phase-specific fuel consumption from the charge-sustaining Type 1 test for the CS,p,ave considered phase p according to Table A8/7, step No. 4, kg/100km; FC is the arithmetic average of FC calculated for all individual charge-depleting tests CD,avg,p,ave CD, avg,p according to the equation below, kg/100km; ΔE is the arithmetic average of the electric energy changes of all REESSs ðΔE Þduring the REESS;j;ave REESS;j considered phase j calculated for all individual charge-depleting tests, Wh; ECDC,CD,p,ave is the arithmetic average of electric energy consumption over the considered phase p (EC Þ calculated according to the equation below for all individual charge-depleting DC;CD;p tests, Wh/km; j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this annex; and ∑nc ðFC × d Þ FC ¼ c¼1 CD;p;c p;c CD;avg;p ∑nc d c¼1 p;c where: FC is the charge-depleting fuel consumption for the considered phase p, kg/100km; CD,avg,p FC is the fuel consumption determined according to paragraph 3.2.1. of Annex B7 of phase p in CD,p,c cycle c of the charge-depleting Type 1 test, kg/100km; d is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 p,c test, km; c is the index number of the considered applicable WLTP test cycle; 532/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 p is the index of the individual phase within the applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven up to the end of the transition cycle n c according to paragraph 3.2.4.4. of this annex; and: ∑nc EC ¼ c¼1EC DC;CD;p;c × d p;c DC;CD;p ∑nc c¼1d p;c where: EC is the electric energy consumption of the considered phase p based on the REESS depletion of DC,CD,p the charge-depleting Type 1 test, Wh/km; EC is the electric energy consumption of the considered phase p of cycle c based on the REESS DC,CD,p,c depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this annex, Wh/km; d is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 p,c test, km; c is the index number of the considered applicable WLTP test cycle; p is the index of the individual phase within the applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven up to the end of the transition cycle n c according to paragraph 3.2.4.4. of this annex. The considered phase shall be the low phase, medium phase, high phase, extra high phase, and the city driving cycle. 4.4.7. Actual charge-depleting range for OVC-FCHVs The actual charge-depleting range shall be calculated using the following equation: For Level 1A and 4-phase WLTP test in Level 2 n – 1 � � FC – FC R ¼ ∑ d + CS;declared n;cycle × d CDA c¼1 c FC CS;declared – FC CD;avg;n – 1 n For Level 1B and 3-phase WLTP test in Level 2 0 1 1 1 n – 1 – R ¼ ∑ d + B @ FE CS;declared FE n;cycle C A × d CDA c 1 1 n c¼1 – FE FE CS;declared CD;avg;n – 1 where: R is the actual charge-depleting range, km; CDA FC is the charge-sustaining fuel consumption according to Table A8/7, step no. 5, kg/100km; CS ELI: http://data.europa.eu/eli/reg/2026/1130/oj 533/710EN OJ L, 26.6.2026 FE is the charge-sustaining fuel efficiency according to Table A8/7, step no. 5, km/kg; CS FC is the fuel consumption of the applicable WLTP test cycle n of the charge-depleting Type 1 n,cycle test, kg/100km; FE is the fuel efficiency of the applicable WLTP test cycle n of the charge-depleting Type 1 n,cycle test, km/kg; FC is the arithmetic average fuel consumption of the charge-depleting Type 1 test from the CD;avg;n – 1 beginning up to and including the applicable WLTP test cycle (n-1), kg/100km; FE is the arithmetic average fuel efficiency of the charge-depleting Type 1 test from the CD;avg;n – 1 beginning up to and including the applicable WLTP test cycle (n-1), km/kg; d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 c test, km; d is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 n test, km; c is the index number of the considered applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this annex; and n – 1 ∑ ðFC × d Þ FC ¼ c¼1 CD;c c CD;avg;n – 1 n – 1 ∑ d c¼1 c where: FC is the arithmetic average fuel consumption of the charge-depleting Type 1 test from the CD;avg;n – 1 beginning up to and including the applicable WLTP test cycle (n-1), kg/100 km; FC is the fuel consumption of the applicable WLTP test cycle c of the charge-depleting Type 1 CD,c test, kg/100km; d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 c test, km; c is the index number of the considered applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this annex. n – 1 ∑ d FE ¼ c¼1 c CD;avg;n – 1 ∑n – 1 1 d × c¼1 c FE CD;c FE CD;avg;n – 1 is the arithmetic average fuel efficiency of the charge-depleting Type 1 test from the beginning up to and including the applicable WLTP test cycle (n-1), km/kg; FE is the fuel efficiency of the applicable WLTP test cycle c of the charge-depleting Type 1 test, CD,c km/kg; d is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 c test, km; c is the index number of the considered applicable WLTP test cycle; n is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this annex. 534/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5. Interpolation of individual vehicle values 4.5.1. Interpolation range 4.5.1.1. Interpolation range for NOVC- HEVs and OVC-HEVs 4.5.1.1.1. The interpolation method shall only be used if the difference in charge-sustaining CO over the applicable cycle 2 resulting from the table below between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 4.5.1.1.2. of this annex. For Level 1A and 4-phase WLTP test in Level 2 For Level 1B and 3-phase WLTP test in Level 2 step 8 of Table A8/5 of Annex B8 step 6 of Table A8/5 of Annex B8 4.5.1.1.2. The maximum difference in charge-sustaining CO emissions allowed over the applicable cycle resulting from 2 the calculation of the charge-sustaining CO emission M from the table below between test vehicles L and 2 CO2,CS H shall be 20 per cent of the charge-sustaining CO emissions from vehicle H plus 5 g/km, but shall be at least 2 15 g/km and not exceed 20 g/km. See Figure A8/3. This restriction does not apply for the application of a road load matrix family or when the calculation of the road load of vehicles L and H is based on the default road load. For Level 1A and 4-phase WLTP test in Level 2 For Level 1B and 3-phase WLTP test in Level 2 step 8 of Table A8/5 of Annex B8 step 6 of Table A8/5 of Annex B8 Figure A8/3 Interpolation range between vehicle H and vehicle L applied to EVs ELI: http://data.europa.eu/eli/reg/2026/1130/oj 535/710EN OJ L, 26.6.2026 4.5.1.1.3. The allowed interpolation range defined in paragraph 4.5.1.1.2. of this annex may be increased by 10 g/km charge-sustaining CO if a vehicle M is tested within that family and the conditions according to 2 paragraph 4.5.1.1.5. of this annex are fulfilled. This increase is allowed only once within an interpolation family. See Figure A8/4. Figure A8/4 Interpolation range for EVs with vehicle M 4.5.1.1.4. At the request of the manufacturer and with approval of the responsible authority, the application of the interpolation method on individual vehicle values within a family may be extended if the maximum extrapolation of an individual vehicle resulting from the table below is not more than 3 g/km above the charge-sustaining CO emission of vehicle H resulting from the table below and/or is not more than 3 g/km 2 below the charge-sustaining CO emission of vehicle L resulting from the table below. This extrapolation is 2 valid only within the absolute boundaries of the interpolation range specified in this paragraph. For the application of a road load matrix family, or when the calculation of the road load of vehicles L and H is based on the default road load, extrapolation is not permitted. For Level 1A and Level 2 For Level 1B an individual vehicle step 9 of Table A8/5 of this annex paragraph 4.5.4.1. of this annex vehicle H and vehicle L step 8 of Table A8/5 of this annex step 6 of Table A8/5 of this annex 4.5.1.1.5. Vehicle M Vehicle M is a vehicle within the interpolation family between vehicles L and H with a cycle energy demand which is preferably closest to the average of vehicles L and H. 536/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The limits of the selection of vehicle M (see Figure A8/5) are such that neither the difference in CO emission 2 between vehicles H and M nor the difference in charge-sustaining CO emission between vehicles M and L is 2 higher than the allowed charge-sustaining CO range according to paragraph 4.5.1.1.2. of this annex. The 2 defined road load coefficients and the defined test mass shall be recorded. Figure A8/5 Limits for the selection of vehicle M For Level 1A and 4-phase WLTP test in Level 2 The linearity of the corrected measured and averaged charge-sustaining CO emission for vehicle M, M 2 CO2,c,6,M according to step 6 of Table A8/5 of Annex B8, shall be verified against the linearly interpolated charge- sustaining CO emission between vehicles L and H over the applicable cycle by using the corrected measured 2 and averaged charge-sustaining CO emission M of vehicle H and M of vehicle L, according to 2 CO2,c,6,H CO2,c,6,L step 6 of Table A8/5 of Annex B8, for the linear CO emission interpolation. 2 For Level 1B and 3-phase WLTP test in Level 2 An additional averaging of tests using the charge-sustaining CO -output of step 4a is necessary (not described 2 in Table A8/5). The linearity of the corrected measured and averaged charge-sustaining CO emission for 2 vehicle M, M according to step 4a of Table A8/5 of Annex B8, shall be verified against the linearly CO2,c,4a,M interpolated CO emission between vehicles L and H over the applicable cycle by using the corrected measured 2 and averaged charge-sustaining CO emission M of vehicle H and M of vehicle L, according to 2 CO2,c,4a,H CO2,c,4a,L step 4a of Table A8/5 of Annex B8, for the linear CO emission interpolation. 2 For Level 1A, Level 1B and for 3-phase and 4-phase WLTP tests in Level 2 The linearity criterion for vehicle M shall be considered fulfilled if the charge-sustaining CO emission of 2 vehicle M over the applicable WLTC minus the charge-sustaining CO emission derived by interpolation is less 2 than 2 g/km or 3 per cent of the interpolated value, whichever value is less, but at least 1 g/km. See Figure A8/6. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 537/710EN OJ L, 26.6.2026 Figure A8/6 Linearity criterion for vehicle M If the linearity criterion is fulfilled, the interpolation method shall be applicable for all individual vehicle values between vehicles L and H within the interpolation family. If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between vehicles M and H. In such a case, the final values of e.g. the charge-sustaining CO emissions of vehicle M shall 2 be determined according to the same process as for vehicles L or H. See Table A8/5, Table A8/6, Table A8/8 and Table A8/9. For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values, shall be substituted by the corresponding parameter of vehicle M. For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values shall be substituted by the corresponding parameter of vehicle M. 4.5.2. Calculation of energy demand per period 4.5.2.1. Calculation of cycle energy demand (CED) per period The energy demand E and distance driven d per period p applicable for individual vehicles in the k, p c, p interpolation family shall be calculated according to the procedure in paragraph 5. of Annex B7 for the sets k of road load coefficients and masses according to paragraph 3.2.3.2.3. of Annex B7. 4.5.2.2. Calculation of cycle energy demand REESS (CED ) per period for PEVs REESS The energy demand E and distance driven d per period p applicable for the calculation of electric energy k, p c, p consumption and pure electric range of individual vehicles in the interpolation family shall be calculated according to the procedure in Appendix 9 of Annex B8. 538/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5.3. Calculation of the interpolation coefficient 4.5.3.1. Calculation of the interpolation coefficient for individual vehicles K for OVC-HEVs and OVC-FCHVs ind,p The interpolation coefficient K per period shall be calculated for each considered period p using the ind,p following equation: K ¼E3;p – E1;p ind;p E2;p – E1;p where: K is the interpolation coefficient for the considered individual vehicle for period p; ind,p E is the energy demand for the considered period for vehicle L according to paragraph 5. of 1,p Annex B7, Ws; E is the energy demand for the considered period for vehicle H according to paragraph 5. of 2,p Annex B7, Ws; E is the energy demand for the considered period for the individual vehicle according to paragraph 5. 3,p of Annex B7, Ws; p is the index of the individual period within the applicable test cycle. In the case that the considered period p is the applicable WLTP test cycle, K is named K . ind,p ind 4.5.3.2. Calculation of the interpolation coefficient for individual vehicles K for PEVs ind,p The interpolation coefficient K per period shall be calculated for each considered period p using the ind,p following equation: K ¼E3;p – E1;p ind;p E – E 2;p 1;p where: K is the interpolation coefficient for the considered individual vehicle for period p; ind,p E is the energy demand for the considered period for vehicle L according to Appendix 9 of 1,p Annex B8, Ws; E is the energy demand for the considered period for vehicle H according to Appendix 9 of 2,p Annex B8, Ws; E is the energy demand for the considered period for the individual vehicle according to Appendix 9 3,p of Annex B8, Ws; p is the index of the individual period within the applicable test cycle. In the case that the considered period p is the applicable WLTP test cycle, K is named K . ind,p ind ELI: http://data.europa.eu/eli/reg/2026/1130/oj 539/710EN OJ L, 26.6.2026 4.5.4. Interpolation of the CO emission for individual vehicles 2 4.5.4.1. Individual charge-sustaining CO emission for OVC-HEVs and NOVC-HEVs 2 For Level 1A and Level 2: The charge-sustaining CO emission for an individual vehicle shall be calculated using the following equation: 2 M CO2 – ind;CS;p ¼M CO2 – L;CS;p + K ind;p × ðM CO2 – H;CS;p – M CO2 – L;CS;pÞ where: M is the charge-sustaining CO emission for an individual vehicle of the considered period p CO2 – ind;CS;p 2 according to Table A8/5, step No. 9, g/km; M is the charge-sustaining CO emission for vehicle L of the considered period p according to CO2 – L;CS;p 2 Table A8/5, step No. 8, g/km; M is the charge-sustaining CO emission for vehicle H of the considered period p according to CO2 – H;CS;p 2 Table A8/5, step No. 8, g/km; K is the interpolation coefficient for the considered individual vehicle for period p; ind,p p is the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase and the applicable WLTP test cycle. For Level 1B: The charge-sustaining CO emission for an individual vehicle shall be calculated using the following equation. 2 This calculation is only applied for verification of the extrapolation criterion defined in paragraph 4.5.1.1.4. of this annex: M CO2 – ind;CS ¼M CO2 – L;CS + K ind × ðM CO2 – H;CS – M CO2 – L;CSÞ where: M is the charge-sustaining CO emission for an individual vehicle CO2 – ind;CS 2 M is the charge-sustaining CO emission from step 6 of Table A8/5 for vehicle L, g/km; CO2 – L;CS 2 M is the charge-sustaining CO emission from step 6 of Table A8/5 for vehicle H, g/km; CO2 – H;CS 2 K is the interpolation coefficient for the considered individual vehicle. ind 4.5.4.2. This paragraph is applicable to Level 1A and Level 2 only: Individual utility factor-weighted charge-depleting CO emission for OVC-HEVs 2 The utility factor-weighted charge-depleting CO emission for an individual vehicle shall be calculated using the 2 following equation: M ¼ M + K × ðM – M Þ CO2 – ind;CD CO2 – L;CD ind CO2 – H;CD CO2 – L;CD where: M is the utility factor-weighted charge-depleting CO emission for an individual vehicle, g/km; CO2 – ind;CD 2 M is the utility factor-weighted charge-depleting CO emission for vehicle L, g/km; CO2 – L;CD 2 M is the utility factor-weighted charge-depleting CO emission for vehicle H, g/km; CO2 – H;CD 2 K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP ind test cycle. 540/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5.4.3. This paragraph is applicable to Level 1A and Level 2 only: Individual utility factor-weighted CO emission for OVC-HEVs 2 The utility factor-weighted CO emission for an individual vehicle shall be calculated using the following 2 equation: M ¼ M + K × ðM – M Þ CO2 – ind;weighted CO2 – L;weighted ind CO2 – H;weighted CO2 – L;weighted where: M is the utility factor-weighted CO emission for an individual vehicle, g/km; CO2 – ind;weighted 2 M is the utility factor-weighted CO emission for vehicle L, g/km; CO2 – L;weighted 2 M is the utility factor-weighted CO emission for vehicle H, g/km; CO2 – H;weighted 2 K is the interpolation coefficient for the considered individual vehicle for the applicable ind WLTP test cycle. 4.5.5. Interpolation of the fuel consumption and fuel efficiency for individual vehicles 4.5.5.1. Individual charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs, NOVC-HEVs, NOVC-FCHVs and OVC-FCHVs 4.5.5.1.1. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only: Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following equation: FC ¼ FC + K × ðFC – FC Þ ind;CS;p L;CS;p ind;p H;CS;p L;CS;p where: FC is the charge-sustaining fuel consumption for an individual vehicle of the considered period p ind,CS,p according to Table A8/6, step No. 3, l/100 km; FC is the charge-sustaining fuel consumption for vehicle L of the considered period p according to L,CS,p Table A8/6, step No. 2, l/100 km; FC is the charge-sustaining fuel consumption for vehicle H of the considered period p according to H,CS,p Table A8/6, step No. 2, l/100 km; K is the interpolation coefficient for the considered individual vehicle for period p; ind, p p is the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle. 4.5.5.1.2. This paragraph is applicable to Level 1B and 3-phase WLTP test in Level 2 only: Individual charge-sustaining fuel efficiency for OVC-HEVs and NOVC-HEVs The charge-sustaining fuel efficiency for an individual vehicle shall be calculated using the following equation: 1 FE ¼ ind;CS;p 1=FE L;CS;p + K ind;p × ð1=FE H;CS;p – 1=FE L;CS;pÞ ELI: http://data.europa.eu/eli/reg/2026/1130/oj 541/710EN OJ L, 26.6.2026 where: FE is the charge-sustaining fuel consumption for an individual vehicle of the considered period p ind,CS,p according to Table A8/6, step No. 3, km/l; FE is the charge-sustaining fuel consumption for vehicle L of the considered period p according to L,CS,p Table A8/6, step No. 2, km/l; FE is the charge-sustaining fuel consumption for vehicle H of the considered period p according to H,CS,p Table A8/6, step No. 2, km/l; K is the interpolation coefficient for the considered individual vehicle for period p; ind, p p is the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle. 4.5.5.1.3. This paragraph is applicable for OVC-FCHVs and NOVC-FCHVs in Level 1A and 4-phase WLTP test in Level 2 only: Individual charge-sustaining fuel consumption for OVC-FCHVs and NOVC-FCHVs The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following equation: FC ¼ FC + K × ðFC – FC Þ ind;CS;p L;CS;p ind;p H;CS;p L;CS;p where: FC is the charge-sustaining fuel consumption for an individual vehicle of the considered period p ind,CS,p according to Table A8/7, step No. 6, kg/100km; FC is the charge-sustaining fuel consumption for vehicle L of the considered period p according to L,CS,p Table A8/7, step No. 5, kg/100km; FC is the charge-sustaining fuel consumption for vehicle H of the considered period p according to H,CS,p Table A8/7, step No. 5, kg/100km; K is the interpolation coefficient for the considered individual vehicle for period p; ind, p p is the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle. 4.5.5.1.4. This paragraph is applicable for OVC-FCHVs and NOVC-FCHVs in Level 1B and 3-phase WLTP test in Level 2 only: Individual charge-sustaining fuel efficiency for OVC-FCHVs and NOVC-FCHVs. The charge-sustaining fuel efficiency for an individual vehicle shall be calculated using the following equation: FE = 1/FE +K ×(1/FE –1/FE ) ind,CS,p L,CS,p ind,p H,CS,p L,CS,p where: FE is the charge-sustaining fuel efficiency for an individual vehicle of the considered period p ind,CS,p according to Table A8/7, step No. 6, km/kg; FE is the charge-sustaining fuel efficiency for vehicle L of the considered period p according to L,CS,p Table A8/7, step No. 5, km/kg; 542/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 FE is the charge-sustaining fuel efficiency for vehicle H of the considered period p according to H,CS,p Table A8/7, step No. 5, km/kg; K is the interpolation coefficient for the considered individual vehicle for period p; ind,p P is the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle. 4.5.5.2. Individual charge-depleting fuel consumption for OVC-HEVs and OVC-FCHVs and individual charge-depleting fuel efficiency for OVC-HEVs For Level 1A and 4-phase WLTP test in Level 2 The utility factor-weighted charge-depleting fuel consumption for an individual vehicle shall be calculated using the following equation: FC ¼ FC + K × ðFC – FC Þ ind;CD L;CD ind H;CD L;CD where: FC is the utility factor-weighted charge-depleting fuel consumption for an individual vehicle, ind,CD l/100 km in the case of OVC-HEVs and kg/100km in the case of OVC-FCHVs; FC is the utility factor-weighted charge-depleting fuel consumption for vehicle L, l/100 km in the L,CD case of OVC-HEVs and kg/100km in the case of OVC-FCHVs; FC is the utility factor-weighted charge-depleting fuel consumption for vehicle H, l/100 km in the H,CD case of OVC-HEVs and kg/100km in the case of OVC-FCHVs; K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test ind cycle. For Level 1B and 3-phase WLTP test in Level 2 The charge-depleting fuel efficiency for an individual vehicle shall be calculated using the following equation: 1 FE ¼ ind;CD 1=FE + K × ð1=FE – 1=FE Þ L;CD ind;p H;CD L;CD where: FE is the charge-depleting fuel efficiency for an individual vehicle, km/l in the case of OVC-HEVs ind,CD and kg/100km in the case of OVC-FCHVs; FE is the charge-depleting fuel efficiency for vehicle L, km/l in the case of OVC-HEVs and kg/100km L,CD in the case of OVC-FCHVs; FE is the charge-depleting fuel efficiency for vehicle H, km/l in the case of OVC-HEVs and kg/100km H,CD in the case of OVC-FCHVs; K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test ind cycle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 543/710EN OJ L, 26.6.2026 4.5.5.3. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; Individual utility factor-weighted fuel consumption for OVC-HEVs and OVC-FCHVs The utility factor-weighted fuel consumption for an individual vehicle shall be calculated using the following equation: FC ¼ FC + K × ðFC – FC Þ ind;weighted L;weighted ind H;weighted L;weighted where: FC is the utility factor-weighted fuel consumption for an individual vehicle, l/100 km in the ind,weighted case of OVC-HEVs and kg/100km in the case of OVC-FCHVs; FC is the utility factor-weighted fuel consumption for vehicle L, l/100 km in the case of OVC- L,weighted HEVs and kg/100km in the case of OVC-FCHVs; FC is the utility factor-weighted fuel consumption for vehicle H, l/100 km in the case of OVC- H,weighted HEVs and kg/100km in the case of OVC-FCHVs; K is the interpolation coefficient for the considered individual vehicle for the applicable ind WLTP test cycle. 4.5.6. Interpolation of electric energy consumption for individual vehicles 4.5.6.1. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only Individual utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs and OVC-FCHVs The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from for an individual vehicle shall be calculated using the following equation: EC ¼ EC + K × ðEC – EC Þ AC – ind;CD AC – L;CD ind AC – H;CD AC – L;CD where: EC is the utility factor-weighted charge-depleting electric energy consumption based on the AC – ind;CD recharged electric energy from the mains for an individual vehicle, Wh/km; EC is the utility factor-weighted charge-depleting electric energy consumption based on the AC – L;CD recharged electric energy from the mains for vehicle L, Wh/km; EC is the utility factor-weighted charge-depleting electric energy consumption based on the AC – H;CD recharged electric energy from the mains for vehicle H, Wh/km; K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP ind test cycle. 4.5.6.2. This paragraph is applicable to Level 1A and 4-phase WLTP test in Level 2 only; Individual utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs and OVC-FCHVs The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for an individual vehicle shall be calculated using the following equation: EC ¼ EC + K × ðEC – EC Þ AC – ind;weighted AC – L;weighted ind AC – H;weighted AC – L;weighted 544/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 where: EC is the utility factor weighted electric energy consumption based on the recharged electric AC – ind;weighted energy from the mains for an individual vehicle, Wh/km; EC is the utility factor weighted electric energy consumption based on the recharged electric AC – L;weighted energy from the mains for vehicle L, Wh/km; EC is the utility factor weighted electric energy consumption based on the recharged electric AC – H;weighted energy from the mains for vehicle H, Wh/km; K is the interpolation coefficient for the considered individual vehicle for the applicable ind WLTP test cycle. 4.5.6.3. Individual electric energy consumption for OVC-HEVs OVC-FCHVs and PEVs The electric energy consumption for an individual vehicle according to paragraph 4.3.3. of this annex in the case of OVC-HEVs and according to paragraph 4.3.4. of this annex in the case of PEVs shall be calculated using the following equation: EC ¼ EC + K × ðEC – EC Þ ind;p L;p ind;p H;p L;p where: EC is the electric energy consumption for an individual vehicle for the considered period p, Wh/km; ind,p EC is the electric energy consumption for vehicle L for the considered period p, Wh/km; L,p EC is the electric energy consumption for vehicle H for the considered period p, Wh/km; H,p K is the interpolation coefficient for the considered individual vehicle for period p; ind,p p is the index of the individual period within the applicable test cycle. For Level 1A and 4-phase WLTP test in Level 2; The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and 3-phase WLTP test in Level 2; The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle. 4.5.7. Interpolation of electric ranges for individual vehicles 4.5.7.1. Individual all-electric range for OVC-HEVs and OVC-FCHVs If the following criterion j AER AER j L – H ≤ 0:1 R R CDA;L CDA;H where: AER is the all-electric range of vehicle L for the applicable WLTP test cycle, km; L AER is the all-electric range of vehicle H for the applicable WLTP test cycle, km; H R is the actual charge-depleting range of vehicle L, km; CDA,L R is the actual charge-depleting range of vehicle H, km; CDA,H ELI: http://data.europa.eu/eli/reg/2026/1130/oj 545/710EN OJ L, 26.6.2026 is fulfilled, the all-electric range for an individual vehicle shall be calculated using the following equation: AER ¼ AER + K × ðAER – AER Þ ind;p L;p ind;p H;p L;p where: AER is the all-electric range for an individual vehicle for the considered period p, km; ind,p AER is the all-electric range for vehicle L for the considered period p, km; L,p AER is the all-electric range for vehicle H for the considered period p, km; H,p K is the interpolation coefficient for the considered individual vehicle for period p; ind,p p is the index of the individual period within the applicable test cycle. If the criterion defined in this paragraph is not fulfilled, the AER determined for vehicle H is applicable to all vehicles within the interpolation family. For Level 1A and 4-phase WLTP test in Level 2; The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and 3-phase WLTP test in Level 2; The considered periods shall be the applicable WLTP test cycle. 4.5.7.2. Individual pure electric range for PEVs The pure electric range for an individual vehicle shall be calculated using the following equation: PER ¼ 1 !! ind;p 1 1 1 + K × – PER ind;p PER PER L;p H;p L;p where: PER is the pure electric range for an individual vehicle for the considered period p, km; ind,p PER is the pure electric range for vehicle L for the considered period p, km; L,p PER is the pure electric range for vehicle H for the considered period p, km; H,p K is the interpolation coefficient for the considered individual vehicle for period p; ind,p p is the index of the individual period within the applicable test cycle. For Level 1A and 4-phase WLTP test in Level 2; The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and 3-phase WLTP test in Level 2; The considered periods shall be the applicable WLTP test cycle. 546/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.5.7.3. Individual equivalent all-electric range for OVC-HEVs and OVC-FCHVs The equivalent all-electric range for an individual vehicle shall be calculated using the following equation: EAER ¼ EAER + K × ðEAER – EAER Þ ind;p L;p ind;p H;p L;p where: EAER is the equivalent all-electric range for an individual vehicle for the considered period p, km; ind,p EAER is the equivalent all-electric range for vehicle L for the considered period p, km; L,p EAER is the equivalent all-electric range for vehicle H for the considered period p, km; H,p K is the interpolation coefficient for the considered individual vehicle for period p; ind,p p is the index of the individual period within the applicable test cycle. For Level 1A and 4-phase WLTP test in Level 2; The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and 3-phase WLTP test in Level 2; The considered periods shall be the applicable WLTP test cycle. 4.6. Stepwise procedure for calculating the final test results of OVC-HEVs In addition to the stepwise procedure for calculating the final charge-sustaining test results for gaseous emission compounds according to paragraph 4.1.1.1. of this annex and for fuel consumption and fuel efficiency according to paragraph 4.2.1.1. of this annex, paragraphs 4.6.1. and 4.6.2. of this annex describe the stepwise calculation of the final charge-depleting as well as the final charge-sustaining and charge-depleting weighted test results. 4.6.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-HEVs The results shall be calculated in the order described in Table A8/8. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent city the city driving cycle; i applicable criteria emission component; CS charge-sustaining; CO CO emission. 2 2 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 547/710EN OJ L, 26.6.2026 Table A8/8 Calculation of final charge-depleting values (FE applicable for Level 1B and results after 3 phases in Level 2 only) For Level 2 the steps in Table A8/8 shall be performed separately for results after 4 phases and for results after 3 phases. Step no. Source Input Process Output 1 Annex B8 Charge-depleting Results measured according to ΔE , Wh; REESS,j test results Appendix 3 to this annex, pre- d, km; j calculated according to paragraph 4.3. of this annex. Recharged electric energy E , Wh; AC according to paragraph 3.2.4.6. of this annex. Cycle energy according to E , Ws; cycle paragraph 5. of Annex B7. CO emission according to M , g/km; 2 CO2,CD,j paragraph 3.2.1. of Annex B7. Mass of gaseous emission M , g/km; i,CD,j compound i according to paragraph 4.1.3.1.1. of Annex B8. All-electric range determined AER, km; according to paragraph 4.4.1.1. of this annex. CO emission K correction K , 2 CO2 CO2 coefficient might be necessary (g/km)/(Wh/km). according to Appendix 2 to this annex. Output is available for each test. For Level 1A Usable battery energy according UBE , Wh; city and results to paragraph 4.4.1.2.2. of this after 4 annex. phases in Level 2 In the case that the applicable AER , km. Annex B8 city WLTC city test cycle was driven: all- electric range city according to paragraph 4.4.1.2.1. of this annex. Particle number emissions (if PN , particles per CD,j applicable) according to kilometre; paragraph 4. of Annex B7. Particulate matter emissions PM , mg/km; CD,c according to paragraph 4. of Annex B7. 548/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 2 Output ΔE , Wh; Calculation of relative electric REEC. REESS,j i step 1 E , Ws. energy change for each cycle cycle according to paragraph 3.2.4.5.2. of this annex. Output is available for each test and each applicable WLTP test cycle. 3 Output REEC. Determination of the transition n ; i veh step 2 and confirmation cycle according to paragraph 3.2.4.4. of this annex. In the case that more than one charge-depleting test is available for one configuration, for the purpose of averaging, each test shall have the same transition cycle number n . veh Determination of the charge- R ; km. CDC depleting cycle range according to paragraph 4.4.3. of this annex. Output is available for each test. 4 Output n ; In the case that the interpolation n ; veh veh,L step 3 method is used, the transition n ; veh,H cycle shall be determined for vehicle H, L and, if applicable, M. Check whether the interpolation if applicable criterion according to n veh,M. paragraph 6.3.2.2. (d) of this Regulation is fulfilled. For Level Output M , g/km; Calculation of combined values M , g/km; i,CD,j i,CD,c 1A and step 1 PM , mg/km; for emissions for n cycles; in PM , mg/km; CD,c veh CD,c results after PN , particles the case that the interpolation PN , particles per CD,j CD,c 4 phases in per kilometre. method is applied, n cycles kilometre. veh,L Level 2 shall be used for n cycles veh,H 5 and n cycles, if applicable. veh,M Output is available for each test. For Level Output M , g/km; Emission averaging of tests for M , g/km; i,CD,c i,CD,c,ave 1A and step 5 PM , mg/km; each applicable WLTP test cycle PM , mg/km; CD,c CD,c,ave results after PN , particles within the charge-depleting PN , particles CD,c CD,c,ave 4 phases in per kilometre. Type 1 test and checking per kilometre. Level 2 compliance with the limits 6 according to Table A6/2 of Annex B6. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 549/710EN OJ L, 26.6.2026 Step no. Source Input Process Output For Level Output ΔE , Wh; In the case that AER is AER , km; REESS,j city city 1A and step 1 d, km; derived from the Type 1 test by AER , km. j city,ave results after UBE , Wh. driving the applicable WLTP test city 4 phases in cycles, the value shall be Level 2 calculated according to 7 paragraph 4.4.1.2.2. of this annex. In the case of more than one test, n shall be equal for each city,pe test. Output is available for each test. Averaging of AER . city For Level Output step d, km; Phase-specific and cycle-specific UF ; j phase,j 1A and 1 UF calculation. UF . cycle,c results after Output is available for each test. 4 phases in Level 2 Output step n ; veh 8 3 Output step n ; veh,L 4 For Level Output step ΔE , Wh; Calculation of the electric EC , Wh/km; REESS,j AC,CD 1A and 1 d, km; energy consumption based on j results after E , Wh; the recharged energy according. AC 4 phases in to paragraphs 4.3.1. of this Level 2 annex. 9 Output step n ; In the case of interpolation, n veh veh, 3 cycles shall be used. Therefore, L due to the required correction of the CO emission, the electric 2 Output step n veh,L; energy consumption of the 4 confirmation cycle and its phases shall be set to zero. Output is available for each test. Output step UF ; phase,j 8 For Level Output step M , g/km; Calculation of the charge- M , g/km; CO2,CD,j CO2,CD 1A 1 K , (g/km)/(Wh/ depleting CO emission CO2 2 10 km); according to paragraph 4.1.2. of ΔE , Wh; this annex. REESS,j d, km; In the case that the interpolation j method is applied, n cycles veh,L shall be used. With reference to Output step n ; paragraph 4.1.2. of this annex, veh 3 the confirmation cycle shall be corrected according to Appendix 2 to this annex. Output step n veh,L; Output is available for each test. 4 Output step UF . phase,j 8 550/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 11 Output step M , g/km; Calculation of the charge- For Level 1A and CO2,CD,j 1 M , g/km; depleting fuel consumption and results after 4 phases i,CD,j K , (g/km)/(Wh/ fuel efficiency according to in Level 2, CO2 km). paragraph 4.2.2. of this annex. FC , l/100 km; CD,j In the case that the interpolation FC , l/100 km. CD method is applied, n cycles For Level 1B and veh,L shall be used. With reference to results after 3 phases paragraph 4.1.2. of this annex, in Level 2, Output step n ; veh M of the confirmation FE , km/l. 3 CO2,CD,j CD cycle shall be corrected according to Appendix 2 to this annex. For Level 1A and results after 4 Output step n ; phases in Level 2, the phase- veh,L 4 specific fuel consumption FC CD,j shall be calculated using the corrected CO emission 2 according to paragraph 6. of Annex B7. Output step UF ; phase,j Output is available for each test. 8 12 Output step ΔE , Wh; If applicable, calculation of the EC , Wh/km REESS,j DC,CD,first 1 d, km; electric energy consumption j from the first applicable WLTP test cycle. Output is available for each test. 13 Output step EC , Wh/km; Averaging of tests for each If applicable: AC,CD 9 vehicle. EC , Wh/km DC,CD,first,ave In the case that the interpolation For Level 1A and method is applied, the output is results after 4 phases available for each vehicle H, L in Level 2, and, if applicable, M. EC , Wh/km; Output step M , g/km; AC,CD,ave CO2,CD M , g/km; 10 CO2,CD,ave FC , l/100 km; CD,ave For Level 1B and results after 3 phases in Level 2, Output step FC , l/100 km; FE , km/l. CD CD,ave 11 FE , km/l. CD Output step If applicable: 12 EC , Wh/ DC,CD,first km. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 551/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 14 Output step EC , Wh/ Declaration of charge-depleting For Level 1A and AC,CD,ave 13 km; electric energy consumption, results after 4 phases M , g/km. fuel efficiency and CO emission in Level 2, CO2,CD,ave 2 FE , km/l. for each vehicle. EC , Wh/ CD,ave AC,CD,declared Calculation of EC km; AC,weighted according to paragraph 4.3.2. of EC , Wh/km; AC,weighted this annex. M , g/km. CO2,CD,declared In the case that the interpolation For Level 1B and method is applied, the output is results after 3 phases available for each vehicle H, L in Level 2, and, if applicable, M. FE , km/l. CD,declared 15 Output step EC , Wh/ If applicable: EC , Wh/km; AC,CD,ave DC,CD,COP 13 km; Adjustment of electric energy If applicable: consumption for the purpose of EC , Wh/ COP as described in DC,CD,first,ave km; paragraph 2.2. of Appendix 8 to this annex. In the case that the interpolation method is applied, the output is Output step EC , available for each vehicle H, L AC,CD,declared 14 Wh/km; and, if applicable, M. 16 Output step If applicable: EC In the case that the interpolation If applicable: EC DC, DC,CD, If the 15 , Wh/km; method is applied, intermediate , Wh/km; CD,COP COP,final interpola­ rounding shall be performed For Level 1A and tion according to paragraph 6.1.8. of results after 4 phases method is this Regulation: in Level 2, EC AC,CD, not Output step EC AC,CD,declared, M CO2,CDshall be rounded to the final, Wh/km; applied, 14 Wh/km; second place of decimal. M , g/km; CO2,CD,final step No. 17 EC AC,weighted,Wh/ EC AC,CD,finaland EC AC,weighted,final EC AC,weighted,final, Wh/ is not km; shall be rounded to the first km; required FE , km/l; place of decimal. FC , l/100 km; CD,declared CD,final and the M , g/ If applicable: For Level 1B and CO2,CD,declared output of km. EC DC,CD,COPshall be rounded to results after 3 phases this step is the first place of decimal. in Level 2, the final FC CDand FE CDshall be rounded FE CD,final, km/l; result. to the third place of decimal. Output is available for vehicle H Output step FC , l/100 km; CD,ave and for vehicle L and, if 13 applicable, for vehicle M. In case that the interpolation method is not applied, final rounding shall be applied according to paragraph 6.1.8. of this Regulation: EC , EC and M AC,CD AC,weighted CO2, shall be rounded to the CD nearest whole number. 552/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output If applicable: EC shall be rounded to DC,CD,COP the nearest whole number. FC and FE shall be rounded CD CD to the first place of decimal. 17 Output step If applicable: EC Interpolation of individual If applicable: EC DC, DC,CD, Result of 16 , Wh/km; values based on input from , Wh/km; CD,COP,final COP,ind an EC , Wh/ vehicles H and L and, if AC,CD,final individual km; applicable, vehicle M. vehicle. M , g/km; CO2,CD,final Final test EC , AC,weighted,final result. Wh/km; Final rounding of individual For Level 1A and vehicle values shall be results after 4 phases FC , CD,final performed according to in Level 2, l/100 km; FE CD, paragraph 6.1.8. of this EC , Wh/km; , km/l; AC,CD,ind final Regulation. M , g/km; CO2,CD,ind EC , Wh/ AC,weighted,ind km; FC , l/100 km; CD,ind EC , EC and M For Level 1B and AC,CD AC,weighted CO2, shall be rounded to the results after 3 phases CD nearest whole number. in Level 2, If applicable: FE , km/l; CD,ind EC shall be rounded to DC,CD,COP the nearest whole number. FC shall be rounded to the CD first place of decimal. Output is available for each individual vehicle. 4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of the Type 1 test for OVC-HEVs The results shall be calculated in the order described in Table A8/9. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c considered period is the complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent city the city driving cycle; i applicable criteria emission component (except for CO ); 2 j index for the considered period; CS charge-sustaining; CD charge-depleting; CO CO emission; 2 2 REESS Rechargeable Electric Energy Storage System. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 553/710EN OJ L, 26.6.2026 Table A8/9 Calculation of final charge-depleting and charge-sustaining weighted values (FE applicable for Level 1B and results after 3 phases in Level 2 only) For Level 2 the steps in Table A8/9 shall be performed separately for results after 4 phases and for results after 3 phases. Step no. Source Input Process Output 1 Output M , g/km; Input from CD and CS post processing. M , g/km; i,CD,j CO2,CD,j step 1, PN , particles For Level 1A and results after 4 phases AER, km; CD,j Table A8/8 per kilometer; in Level 2: E , Wh; AC PM , mg/km; The arithmetic average of E for all M , g/ CD,c AC CO2,CS,declared M , g/km; individual charge-depleting tests shall be km; CO2,CD,j ΔE , Wh; calculated. M , g/km; REESS,j CO2,CS,p,6 d, km; M , g/km; j CO2,CS,c,6 AER, km; M , g/ CO2,CD,declared E , Wh; km; AC M , g/km; CO2,CD,ave For Level 1A and Output AER , km; city,ave results after 4 step 7, phases in Level 2 Table A8/8 M , g/km; i,CD,j PN , particles per CD,j Output n ; kilometre; veh step 3, R CDC, km; PM CD,c, mg/km; Table A8/8 ΔE REESS,j, Wh; d, km; j AER , km; city,ave Output n ; n ; veh,L veh step 4, n ; R , km; veh,H CDC Table A8/8 n ; veh,L n ; veh,H UF ; Output UF ; phase,j phase,j UF ; step 8, UF ; cycle,c cycle,c M , g/km; Table A8/8 i,CS,c,6 M , g/km; CO2,CS,p Output M , g/km; i,CS,c,6 step 6, For Level 1A and Table A8/5 results after 4 phases in Level 2: M , g/km ; CO2,CS,c,6 M , g/km. CO2,CS,p,6 Output in the case of CD is available for K , CO2 each CD test. Output in the case of CS is (g/km)/(Wh/km). available once due to CS test averaged Output M , g/km; values. CO2,CS,7 step 7, M , g/km; CO2,CS,p,7 Table A8/5 Output step M , g/ In the case that the interpolation CO2,CD,declared 14, Table km; method is applied, the output (except of A8/8 K ) is available for vehicle H, L and, if CO2 applicable, M. Output step M , g/km; CO emission correction coefficient CO2,CD,ave 2 13, Table K might be necessary according to CO2 A8/8 Appendix 2 to this annex. K , CO2 (g/km)/(Wh/km). 554/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output For Level 1A Output M , g/km; Calculation of weighted emission M , g/km; i,CD,j i,weighted and results step 1 PN , particles (except M ) compounds PN , particles CD,j CO2,weighted weighted after 4 per kilometer; according to paragraphs 4.1.3.1.1. to per kilometre; phases in PM , mg/km; 4.1.3.3. inclusive of this annex. PM , mg/km; CD,c weighted Level 2 n ; Remark: veh 2 n ; M includes PN and PM . veh,L i,CS,c,6 CS,c CS,c UF ; Output is available for each CD test. phase,j UF ; cycle,c M , g/km; i,CS,c,6 3 Output M , g/km; Calculation of equivalent all-electric EAER, km; CO2,CD,j step 1 ΔE , Wh; range according to paragraphs 4.4.4.1. EAER , km; REESS,j p,3 d, km; and 4.4.4.2. of this annex. R , km. j CDA n ; For Level 1B and results after 3 phases veh R , km in Level 2: CDC M , g/ Output is available for each CD test. CO2,CS,declared km; M , g/ CO2,CS,p,6 km; M , g/km; CO2,CS,c,6 M , g/km; Calculation of actual charge-depleting CO2,CS,p range according to paragraph 4.4.5. of this annex. Output is available for each CD test. The arithmetic average of R for all CDA individual charge-depleting tests shall be calculated and shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. 4 Output AER, km; Output is available for each CD test. AER-interpolation step 1 availability. Output R , km. In the case that the interpolation CDA step 3 method is applied, check the availability of AER interpolation between vehicle H, L and, if applicable, M according to paragraph 4.5.7.1. of this annex. If the interpolation method is used, each test shall fulfil the requirement. 5 Output AER, km ; Averaging AER and AER declaration. AER , km; ave If the step 1 EAER, km; Averaging EAER (for Level 1B and EAER , km; dec interpolation Output step EAER , km. results after 3 phases in Level 2 only) EAER , km; p,3 p,5 method is 3 and EAER declaration. For Level 1A and not applied, Alignment of phase specific EAER : results after 4 p step No. 9 is phases in Level 2 not required EAER p;5 ¼EAER p;3 × EAER dec AER dec, km. and the EAER output of this step is the final result. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 555/710EN OJ L, 26.6.2026 Step no. Source Input Process Output The declared AER (for Level 1A and results after 4 phases in Level 2 only) and EAER shall be rounded according to paragraph 6.1.8. of this Regulation to the number of decimal places specified in Table A6/1 of Annex B6. In the case that the interpolation method is applied and the AER interpolation availability criterion is fulfilled, AER shall be rounded according to paragraph 6.1.8. of this Regulation to the first place of decimal. In the case that the interpolation method is applied, EAER and EAER p shall be rounded according to paragraph 6.1.8. of this Regulation to the first place of decimal. The output is available for each vehicles H and L and, if applicable, for vehicle M. In the case that the interpolation method is applied but the criterion is not fulfilled, AER of vehicle H shall be applied for the whole interpolation family and shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. In the case that the interpolation method is not applied, AER, EAER and EAER shall be rounded according to p paragraph 6.1.8. of this Regulation to the nearest whole number. For Level 1A Output M , g/km; Calculation of weighted CO emission M , g/km; i,CD,j 2 CO2,weighted and results step 1 M , g/km; and fuel consumption according to FC , CO2,CD,j weighted after 4 n ; paragraphs 4.1.3.1.2 and 4.2.3. of this l/100 km; veh phases in n ; annex. veh,L Level 2, UF ; Output is available for each CD test. phase,j 6 M , g/km; In the case that the interpolation i,CS,c,6 M , g/ method is applied, n cycles shall be CO2,CS,declared veh,L km. used. With reference to paragraph 4.1.2. M , g/ of this annex, M of the CO2,CD,declared CO2,CD,j km; confirmation cycle shall be corrected M , g/km; according to Appendix 2 to this annex. CO2,CD,ave 7 Output E , Wh; Calculation of the electric energy EC, Wh/km; AC step 1 consumption based on EAER according EC , Wh/km; p to paragraphs 4.3.3.1. and 4.3.3.2. of this annex. For Level 1B and results after 3 phases in Level 2: Output is available for each CD test. Output EAER, km; step 3 EAER , , km; p3 556/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 8 Output AER , km; For Level 1B and results after 3 phases For Level 1B and city, ave If the step 1 in Level 2 results after 3 interpolation Averaging EC and EC declaration. phases in Level 2 method is Alignment of phase specific EC EC , Wh/km; p dec not applied, EC , Wh/km; p,final s nt oe tp r N eqo u. i9 re i ds Output M , g/km; EC p;final ¼EC p;ave × EE CC ad vec e E FoA rE LR efi vn eal l, 1k Am ; and and the CO2,weighted results after 4 step 6 FC , For Level 1A and results after 4 phases output of weighted phases in Level 2 l/100 km; in Level 2: this step is AER , km; Averaging of all values except EC and city,final the final M , g/ EAER and intermediate rounding of all CO2,weighted,final result. km; values according to paragraph 6.1.8. of FC , this Regulation. weighted,final l/100 km; In the case that the interpolation Output EC, Wh/km; EC , Wh/km; method is applied, intermediate final step 7 EC , Wh/km; EC , Wh/km; p rounding shall be performed according p,final EAER , km; to paragraph 6.1.8. of this Regulation. final EAER , km. p,final AER AER ¼AER × dec city;final city;ave AER ave Output EAER, km; AER , EAER and EAER shall be city,ave p step 5 EAER p,5, km; rounded to the first place of decimal. M shall be rounded to the CO2,weighted second place of decimal. FC shall be rounded to the third weighted place of decimal. EC and EC shall be rounded to the first Output step AER , km; p dec place of decimal. 5 AER , km. ave The output is available for each vehicle H, vehicle L and, if applicable, vehicle M. In case that the interpolation method is not applied, final rounding of the test results shall be applied according to paragraph 6.1.8. of this Regulation. AER , EAER and EAER shall be city,final p rounded to the nearest whole number. M shall be rounded to the CO2,weighted nearest whole number. FC shall be rounded to the first weighted place of decimal. EC and EC shall be rounded to the p nearest whole number. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 557/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 9 Output step AER , km; Interpolation of individual values based EC , Wh/km; dec ind Result of an 5 on input from vehicle low, medium and EC , Wh/km; p,ind individual high according to paragraph 4.5. of this EAER , km; Output AER , km; ind vehicle. city,final annex, and final rounding according to For Level 1A and step 8 M , g/ Final test CO2,weighted,final paragraph 6.1.8. of this Regulation. results after 4 km; result. AER ,AER , EAER and EAER phases in Level 2, FC , ind city,ind ind p,ind weighted,final shall be rounded to the nearest whole AER , km; l/100 km; ind number. AER , km; EC , Wh/km; city,ind final M shall be rounded to the M , g/ EC , Wh/km; CO2,weighted,ind CO2,weighted,ind p,final nearest whole number. km; EAER , km; final FC , EAER , km; weighted,ind p,final l/100 km; Output AER-interpolation EAER p,ind, km. step 4 availability Output step R , km; FC shall be rounded to the first R , km; CDC weighted,ind CDC,final 1 place of decimal. EC and EC shall be rounded to the ind p,ind nearest whole number. Output is available for each individual vehicles. R shall be rounded according to CDC paragraph 6.1.8. of this Regulation to the nearest whole number. 4.6.3. This paragraph is applicable for Level 1A only Stepwise procedure for calculating the final test results of OVC-FCHVs This paragraph describes the stepwise calculation of the final charge-depleting as well as the final charge- sustaining and charge-depleting weighted test results. 4.6.3.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-FCHVs The results shall be calculated in the order described in Table A8/9a. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent the city city driving cycle; CS charge-sustaining; 558/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A8/9a Calculation of final charge-depleting values for OVC-FCHVs All the calculations in this table shall be for the complete cycle only Step no. Source Input Process Output 1 Annex B8 Charge-depleting Results measured according to ΔE , Wh; REESS,j test results Appendix 3 to this annex, pre- d, km; j calculated according to paragraph 4.3. of this annex. Usable battery energy UBE , Wh; city according to paragraph 4.4.1.2.2. of this annex. Recharged electric energy E , Wh; AC according to paragraph 3.2.4.6. of this annex. Cycle energy according to E , Ws; cycle paragraph 5. of Annex B7. Fuel consumption and fuel FC , kg/100 km; CD,j efficiency according to FE , km/ kg; CD,c paragraph 6. of Annex B7. All-electric range determined AER, km; according to paragraph 4.4.1.1. of this annex. In the case that the applicable AER , km. city WLTC city test cycle was driven: all- electric range city according to paragraph 4.4.1.2.1. of this annex. H fuel consumption K K , 2 fuel,FCHV fuel,FCHV correction coefficient might be (kg/100km)/(Wh/ necessary according to 100km). Appendix 2 to this annex. Output is available for each test. 2 Output ΔE , Wh; Calculation of relative electric REEC. REESS,j i step 1 E , Ws. energy change for each cycle cycle according to paragraph 3.2.4.5.2. of this annex. Output is available for each test and each applicable WLTP test cycle. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 559/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 3 Output REEC. Determination of the transition n ; i veh step 2 and confirmation cycle according to paragraph 3.2.4.4. of this annex. In the case that more than one charge-depleting test is available for one vehicle, for the purpose of averaging, each test shall have the same transition cycle number n . veh Determination of the charge- R ; km. CDC depleting cycle range according to paragraph 4.4.3. of this annex. Output is available for each test. 4 Output n ; In the case that the n ; veh veh,L step 3 interpolation method is used, n ; veh,H the transition cycle shall be if applicable determined for vehicle H, L n veh,M. and, if applicable, M. Check whether the interpolation criterion according to paragraph 6.3.2.2. of this Regulation is fulfilled. 5 Output ΔE , Wh; In the case that AER is AER , km; REESS,j city city step 1 d, km; derived from the Type 1 test by AER , km. j city,ave UBE , Wh. driving the applicable WLTP city test cycles, the value shall be calculated according to paragraph 4.4.1.2.2. of this annex. In the case of more than one test, n shall be equal for each city,pe test. Output is available for each test. Averaging of AER . city 6 Output step d, km; Phase-specific and cycle-specific UF ; j phase,j 1 UF calculation. UF . cycle,c Output step n ; veh 3 Output is available for each test. Output step n ; veh,L 4 560/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 7 Output step ΔE , Wh; Calculation of the electric EC , Wh/km; REESS,j AC,weighted 1 d, km; energy consumption based on EC , Wh/km; j AC,CD E , Wh; the recharged energy according. AC to paragraphs 4.3.1. and 4.3.2. of this annex. Output step n ; veh 3 Output step n ; veh,L In the case of interpolation, 4 n cycles shall be used. veh,L Therefore, due to the required Output step UF ; correction of the fuel phase,j 6 consumption, the electric energy consumption of the confirmation cycle and its phases shall be set to zero. Output is available for each test. 8 Output step FC , l/100 km Calculation of the charge- For Level 1A: CD,j 1 FE , km/ kg; depleting fuel consumption and FC , kg/100km; CD,c CD K , fuel efficiency according to For Level 1B: fuel,FCHV (kg/100km)/(Wh/ paragraph 4.2.2. of this annex. FE , km/ kg; CD 100km); In the case that the interpolation method is applied, n cycles shall be veh,L Output step ΔE , Wh; REESS,j used. With reference to 3 paragraph 4.1.2. of this annex, the confirmation cycle shall be corrected according to Output step d, km; j Appendix 2 to this annex. 4 Output is available for each test. Output step n ; veh 6 n ; veh,L UF . phase,j (Reserved) 10 Output step EC , Wh/ Averaging of tests for each For Level 1A: AC,weighted 7 km; vehicle. EC , Wh/ AC,weighted,ave Output step EC , Wh/km; In the case that the km; AC,CD 8 FC , kg/100 km. interpolation method is EC , Wh/km; CD AC,CD,ave FE , km/ kg; applied, the output is available FC , kg/100 km. CD,avg CD,ave for each vehicle H, L and, if For Level 1B: applicable, M. FE , km/ kg; CD,avg 11 Output step EC , Wh/ Declaration of charge-depleting For Level 1A: AC,CD,ave 10 km; electric energy consumption EC , Wh/ AC,CD,declared FC , and fuel consumption for each km; CD,ave kg/100 km; vehicle. FC , CD,declared FE , km/ kg; In the case that the kg/100 km; CD,avg interpolation method is For Level 1B, applied, the output is available FE , km/ kg CD,declared for each vehicle H, L and, if applicable, M. (Reserved) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 561/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 13 Output step EC , In the case that the For Level 1A, AC,CD,declared If the 11 Wh/km; interpolation method is EC , Wh/km; AC,CD,final interpolation FE , km/ applied, intermediate rounding EC , Wh/ CD,declared AC,weighted,final method is not kg; shall be performed according to km; applied, step paragraph 6.1.8. of this FC , l/100 km; Output step EC , CD,final No. 17 is not AC,weighted,ave Regulation. For Level 1B, 10 Wh/km; required and FC shall be rounded to the FE , km/ kg; FC , CD CD,final the output of CD,ave third place of decimal. kg/100 km; this step is the EC , EC and FE AC,CD AC,weighted CD final result. shall be rounded to the first place of decimal. Output is available for vehicle H and for vehicle L and, if applicable, for vehicle M. In case that the interpolation method is not applied, final rounding shall be applied according to paragraph 6.1.8. of this Regulation. EC , EC and FE AC,CD AC,weighted CD shall be rounded to the nearest whole number. FC shall be rounded to the CD second place of decimal. 14 Output step EC , Wh/ Interpolation of individual EC , Wh/km; AC,CD,final AC,CD,ind Result of an 13 km; values based on input from EC , Wh/ AC,weighted,ind individual EC , vehicles H and L and, if km; AC,weighted,final vehicle. Wh/km; applicable, vehicle M. FC , kg/100 km; CD,ind Final test FC , Final rounding of individual FE , km/ kg; CD,final CD,ind result. kg/100 km; vehicle values shall be FE , km/ kg; performed according to CD,final paragraph 6.1.8. of this Regulation. EC , EC and FE AC,CD AC,weighted CD shall be rounded to the nearest whole number. FC shall be rounded to the CD second place of decimal. Output is available for each individual vehicle. 4.6.3.2. Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of the Type 1 test for OVC-FCHVs The results shall be calculated in the order described in Table A8/9b. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c considered period is the complete applicable test cycle; p every applicable cycle phase; for the purpose of EAER calculation (as applicable), p shall represent city the city driving cycle; 562/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 j index for the considered period; CS charge-sustaining; CD charge-depleting; REESS Rechargeable Electric Energy Storage System. All the calculations in this table shall be for the complete cycle only Table A8/9b Calculation of final charge-depleting and charge-sustaining weighted values for OVC-FCHVs (FE is applicable for Level 1B and 3-phase WLTP test in Level 2 only) Step no. Source Input Process Output 1 Output step FC , kg/100 km Input from CD and CS FC , kg/100 km; CD,j CD,j 1, Table ΔE , Wh; postprocessing. ΔE , Wh; REESS,j REESS,j A8/9a d, km; The arithmetic average of E for all d, km; j AC j AER, km; individual charge-depleting tests AER, km; E , Wh; shall be calculated. E , Wh; AC AC FE , km/ kg; Output in the case of CD is available FE , km/ kg; CD,c CD,c for each CD test. Output in the case AER , km; city,ave of CS is available once due to CS test n ; Output step AER , km; veh city,ave averaged values. R , km; 5, Table CDC In the case that the interpolation n ; A8/9a veh,L method is applied, the output n ; veh,H (except of K ) is available for UF ; fuel,FCHV phase,j Output step n ; veh vehicle H, L and, if applicable, M. UF ; cycle,c 3, Table R , km; CDC FC , CS,declared A8/9a kg/100km; FC , kg/100km; CS,p Output step n ; FE , veh,L CS,declared 4, Table n ; kg/100km; veh,H A8/9a FC , CD,declared kg/100km; FC , kg/100km; Output step For Level 1A: CD,ave FE , km/ kg; 6, Table UF ; CD,avg phase,j A8/9a UF ; cycle,c Output step FC , CS,declared 5 Table kg/100km; A8/7 FC , kg/100km; CS,p FE , CS,declared kg/100km; Output step FC , CD,declared 11, Table kg/100km; A8/9a Output step FC , CD,ave 10, Table kg/100km; A8/9a FE , km/ kg; CD,avg K , H correction coefficient K K , fuel,FCHV 2 fuel,FCHV fuel,FCHV (kg/100km)/(Wh/ might be necessary according to (kg/100km)/(Wh/ 100km). Appendix 2 to this annex. 100km). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 563/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 2 Output FC , kg/100 km; Calculation of equivalent all-electric EAER, km; CD,j step 1, ΔE , Wh; range according to paragraphs R , km. REESS,j CDA FE , km/ kg; 4.4.6.1. and 4.4.6.2. of this annex. CD,c d, km; For Level 1B; j n ; Output is available for each CD test. veh R , km ; Calculation of actual charge- CDC FC , kg/100km depleting range according to CS,p FE , paragraph 4.4.7. of this annex. CS,declared kg/100km; R is available for each CD test. CDA FE , km/ kg; The arithmetic average of R for CD,avg CDA all individual charge-depleting tests shall be calculated and shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. 3 Output AER, km; Output is available for each CD test. AER-interpolation step 1 In the case that the interpolation availability. method is applied, check the availability of AER interpolation between vehicle H, L and, if applicable, M according to Output R , km. CDA paragraph 4.5.7.1. of this annex. step 2 If the interpolation method is used, each test shall fulfil the requirement. 4 Output AER, km. Averaging AER and AER declaration. AER , km; ave If the step 1 Average EAER (for Level 1B only) interpolation and EAER declaration method is The declared AER (for Level 1A only) not applied, and EAER shall be rounded step No. 9 is according to paragraph 6.1.8. of this Output step EAER, km; EAER , km; not required Regulation to the number of decimal dec 2 For Level 1A only and the places specified in Table A6/1 of AER , km. output of Annex B6. dec this step is In the case that the interpolation the final method is applied and the AER result. interpolation availability criterion is fulfilled, AER shall be rounded according to paragraph 6.1.8. of this Regulation to the first place of decimal. In the case that the interpolation method is applied, EAER shall be rounded according to paragraph 6.1.8. of this Regulation to the first place of decimal. The output is available for each vehicles H and L and, if applicable, for vehicle M. 564/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output If the case that the interpolation method is applied but the criterion is not fulfilled, AER of vehicle H shall be applied for the whole interpolation family and shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. In the case that the interpolation method is not applied, AER and EAER shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. For Level 1A: Output FC , kg/100 km Calculation of weighted fuel FC , kg/100 km; CD,j weighted 5 step 1 n ; consumption according to veh n ; paragraph 4.2.3. of this annex. veh,L UF ; Output is available for each CD test. phase,j FC , In the case that the interpolation CS,declared kg/100km; method is applied, n cycles shall veh,L FC , be used. With reference to paragraph CD,declared kg/100km; 4.2.2. of this annex, FC of the CD,j FC , confirmation cycle shall be corrected CD,ave kg/100km; according to Appendix 2 to this annex. 6 Output E , Wh; Calculation of the electric energy EC, Wh/km; AC step 1 consumption based on EAER according to paragraphs 4.3.3.1. and 4.3.3.2. of this annex. For Level 1B; Output EAER, km; Output is available for each CD test. step 2 7 Output AER , km; For Level 1B; For Level 1B; city, ave If the step 1 Averaging EC and EC declaration. EC , Wh/km; dec interpolation For Level 1A; EAER , km; final method is Averaging of all values except EAER For Level 1A; not applied, and EC and intermediate rounding AER , km; city,final step No. 9 is Output FC , of all values according to paragraph FC , weighted weighted,final not required step 5 kg/100 km; 6.1.8. of this Regulation. kg/100 km; and the In the case that the interpolation EC , Wh/km; final output of method is applied, intermediate EAER , km; final this step is rounding shall be performed the ‘Final Output EC, Wh/km; according to paragraph 6.1.8. of this result’. step 6 Regulation. Output EAER, km; step 4 Output step AER , km; dec 5 AER , km. ave ELI: http://data.europa.eu/eli/reg/2026/1130/oj 565/710EN OJ L, 26.6.2026 Step no. Source Input Process Output AER AER ¼AER × dec city;final city;ave AER ave AER and EAER shall be city,final rounded to the first place of decimal. FC shall be rounded to the weighted third place of decimal. EC shall be rounded to the first place of decimal. The output is available for each vehicle H, vehicle L and, if applicable, vehicle M. In case that the interpolation method is not applied, final rounding of the test results shall be applied according to paragraph 6.1.8. of this Regulation. AER , EAER and EAER shall be city,ave p rounded to the nearest whole number. FC shall be rounded to the weighted second place of decimal. EC shall be rounded to the nearest whole number. 8 Output step AER , km; Interpolation of individual values AER , km; dec ind 5 based on input from vehicle low, EC , Wh/km; ind medium and high according to EAER , km; ind paragraph 4.5. of this annex, and For Level 1A; final rounding according to AER , km; city,ind paragraph 6.1.8. of this Regulation. FC , weighted,ind Output AER , km; AER ,AER and EAER shall kg/100 km; city,final ind city,ind ind step 7 FC , be rounded to the nearest whole weighted,final kg/100 km; number. EC , Wh/km; EC shall be rounded to the final weighted,ind EAER , km; first place of decimal. final FC shall be rounded to the weighted,ind second place of decimal. Output AER-interpolation step 4 availability. Output step R CDC 1 EC shall be rounded to the nearest ind whole number. Output is available for each individual vehicles. R CDC,final R shall be rounded according to CDC paragraph 6.1.8. of this Regulation to the nearest whole number. 566/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.7. Stepwise procedure for calculating the final test results of PEVs The results shall be calculated in the order described in Table A8/10 of the consecutive cycle procedure and in the order described in Table A8/11 in the case of the shortened test procedure. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. 4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of the consecutive cycles procedure For the purpose of this table, the following nomenclature within the questions and results is used: j index for the considered period. Table A8/10 Calculation of final PEV values determined by application of the consecutive cycle Type 1 procedure For Level 1A and results after 4 phases in Level 2; The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and results after 3 phases in Level 2; The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle. Step no. Source Input Process Output 1 Annex B8 Test results Results measured according to ΔE , Wh; REESS,j Appendix 3 to this annex and d, km; j pre-calculated according to paragraph 4.3. of this annex. Usable battery energy according UBE , Wh; CCP to paragraph 4.4.2.2.1. of this annex. Recharged electric energy E , Wh. AC according to paragraph 3.4.4.3. of this annex. Output is available for each test. E shall be rounded according AC to paragraph 6.1.8. of this Regulation to the first place of decimal. 2 Output step 1 ΔE , Wh; Determination of the number of n ; REESS,j WLTC UBE , Wh. completely driven applicable n ; CCP city WLTC phases and cycles n ; low according to paragraph 4.4.2.2. n ; med of this annex. n ; high Output is available for each test. n . exHigh ELI: http://data.europa.eu/eli/reg/2026/1130/oj 567/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 3 Output step 1 ΔE , Wh; Calculation of weighting factors K REESS,j WLTC,1 UBE , Wh. according to paragraph 4.4.2.2. K CCP WLTC,2 of this annex. K WLTC,3 (K ) WLTC,4 K city,1 K Output step 2 n ; Note: The number of weighting city,2 WLTC K n ; factors depends on the applicable city,3 city (K ) n ; cycle that was used (3- or city,4 low K n ; 4-phase WLTC). In the case of low,1 med K n ; 4-phase WLTCs, the output in low,2 high K n . brackets might be needed in low,3 exHigh (K ) addition. low,4 K Output is available for each test. med,1 K med,2 K med,3 (K ) med,4 K high,1 K high,2 K high,3 (K ) high,4 K exHigh,1 K exHigh,2 K exHigh,3 (K ) exHigh,4 4 Output step 1 ΔE , Wh; Calculation of electric energy EC , Wh/km; REESS,j DC,WLTC d, km; consumption at the REESSs EC , Wh/km; j DC,city UBE , Wh. according to paragraph 4.4.2.2. EC , Wh/km; CCP DC,low of this annex. EC , Wh/km; DC,med EC , Wh/km; DC,high EC , Wh/km; DC,exHigh EC , Wh/km. Output step 2 n ; Calculation of the electric energy DC,first WLTC n ; consumption from the first city n ; applicable WLTP test cycle EC low DC, n ; . med first n ; Output is available for each test. high n . exHigh Output step 3 All weighting factors 5 Output step 1 UBE , Wh; Calculation of pure electric range PER , km; CCP WLTC according to paragraph 4.4.2.2. PER , km; city of this annex. PER , km; low Output is available for each test. PER , km; Output step 4 EC , Wh/ med DC,WLTC PER , km; km; high PER , km. EC , Wh/km; exHigh DC,city EC , Wh/km; DC,low EC , Wh/ DC,med km; EC , Wh/ DC,high km; EC , Wh/ DC,exHigh km. 568/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 6 Output step 1 E , Wh; Calculation of electric energy EC , Wh/km; AC WLTC consumption at the mains EC , Wh/km; city according to paragraph 4.3.4. of EC , Wh/km; low Output step 5 PER WLTC, km; this annex. EC med, Wh/km; PER city, km; Output is available for each test. EC high, Wh/km; PER low, km; EC exHigh, Wh/km. PER , km; med PER , km; high PER , km. exHigh 7 Output step 5 PER , km; Averaging of tests for all input PER , km; WLTC WLTC,dec If the PER , km; values. PER , km; city WLTC,ave interpolation PER , km; Declaration of PER and PER , km; low WLTC,dec city,ave method is not PER , km; EC based on PER PER , km; med WLTC,dec WLTC,ave low,ave applied, step PER , km; and EC . PER , km; high WLTC,ave med,ave No. 10 is not PER , km; Alignment of PER in case of city, PER , km; exHigh high,ave required and low, med, high and exHigh based PER , km; exHigh,ave the output of on the ratio between PER EC , Wh/km; WLTC,dec WLTC,dec this step for Output step 6 EC WLTC, Wh/km; and PER WLTC,ave: EC WLTC,ave, Wh/km; PER WLTC,dec EC city, Wh/km; EC city,ave, Wh/km; and EC WLTC,dec EC low, Wh/km; EC low,ave, Wh/km; is rth ese u f li tn .al EE ECC Cm h exige Hd h i, , g hW W , Wh h/ / hk k /m m km; ; . AF PER ¼ PP EE RR WW LL TT CC ;; ad vec e EE E CC Cm h exige Hd h i, , ga a hv v ,e e a, , v eW W , Wh h/ / hk k /m m km; ; ; Alignment of EC in case of city, EC , Wh/km. DC,first,ave low, med, high and exHigh based Output step 4 EC DC,first, Wh/km. on the ratio between EC WLTC,dec and EC : WLTC,ave EC AF ¼ WLTC;dec EC EC WLTC;ave In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PER as well as WLTC,dec EC shall be rounded WLTC,dec according to paragraph 6.1.8. of this Regulation to the number of places of decimal as specified in Table A6/1 of Annex B6. In the case that the interpolation method is not applied, PER WLTC, and EC shall be dec WLTC,dec rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. . 8 Output step 7 EC , Wh/ Adjustment of the electric energy EC , Wh/km. WLTC,dec DC,COP km; consumption for the purpose of EC , Wh/ COP as described in WLTC,ave km; paragraph 1.2. of Appendix 8 to EC , Wh/ this annex. DC,first,ave km. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 569/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 9 Output step 7 PER , km; Intermediate rounding according PER , km; city,ave city,final If the PER , km; to paragraph 6.1.8. of this PER , km; low,ave low,final interpolation PER , km; Regulation. PER , km; med,ave med,final method is not PER , km; In the case that the interpolation PER , km; high,ave high,final applied, step PER , km; method is applied, intermediate PER , km; exHigh,ave exHigh,final No. 10 is not EC , Wh/km; rounding shall be performed EC , Wh/km; city,ave city,final required and EC , Wh/km; according to paragraph 6.1.8. of EC , Wh/km; low,ave low,final the output of EC , Wh/ this Regulation: EC , Wh/km; med,ave med,final this step is the km; PER and PER shall be rounded EC , Wh/km; city p high,final final result. EC , Wh/ to the first place of decimal. EC , Wh/km; high,ave exHigh,final km; EC and EC shall be rounded EC , Wh/km. city p DC,COP,final EC , Wh/ to the first place of decimal. exHigh,ave km; EC shall be rounded to the DC,COP first place of decimal. The output is available for vehicle H and vehicle L. In case that the interpolation Output step 8 EC , Wh/ DC,COP method is not applied, final km. rounding of the test results according to paragraph 6.1.8. of this Regulation: PER and PER shall be rounded city p to the nearest whole number. EC and EC shall be rounded city p to the nearest whole number. EC shall be rounded to the DC,COP nearest whole number. 10 Output step 7 PER , km; Interpolation of individual values PER , km; WLTC,dec WLTC,ind Result of an EC , Wh/ based on input from vehicle H PER , km; WLTC,dec city,ind individual km and vehicle L according to PER , km; low,ind vehicle. paragraph 4.5. of this annex, and PER , km; med,ind Final test final rounding according to PER , km; high,ind result. paragraph 6.1.8. of this PER , km; exHigh,ind Regulation. Output step 9 PER , km; city,final PER , km; low,final PER , km; med,final PER , km; high,final PER , km; exHigh,final EC , Wh/ city,final km; EC low,final, Wh/ PER ind, PER city,ind, and PER p,ind EC WLTC,ind, Wh/km; km; shall be rounded to the nearest EC city,ind, Wh/km; EC med,final, Wh/ whole number. EC low,ind, Wh/km; km; EC ind,ECc ityand EC p,indshall be EC med,ind, Wh/km; EC high,final, Wh/ rounded to the nearest whole EC high,ind, Wh/km; km; number. EC exHigh,ind, Wh/km; EC exHigh,final, Wh/ EC DC,COP,indshall be rounded to EC DC,COP,ind, Wh/km. km; the nearest whole number. EC , Wh/ The output is available for each DC,COP,final km. individual vehicle. 570/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of the shortened test procedure For the purpose of this table, the following nomenclature within the questions and results is used: j index for the considered period. Table A8/11 Calculation of final PEV values determined by application the shortened Type 1 test procedure For Level 1A and results after 4 phases in Level 2; The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. For Level 1B and results after 3 phases in Level 2; The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle. Step no. Source Input Process Output 1 Annex B8 Test results Results measured according to ΔE , Wh; REESS,j Appendix 3 to this annex, and d, km; j pre-calculated according to paragraph 4.3. of this annex. Usable battery energy according UBE , Wh; STP to paragraph 4.4.2.1.1. of this annex. Recharged electric energy E , Wh. AC according to paragraph 3.4.4.3. of this annex. Output is available for each test. E shall be rounded according AC to paragraph 6.1.8. of this Regulation to the first place of decimal. 2 Output step 1 ΔE , Wh; Calculation of weighting factors K REESS,j WLTC,1 UBE , Wh. according to paragraph 4.4.2.1. K STP WLTC,2 of this annex. K city,1 Output is available for each test. K city,2 K city,3 K city,4 K low,1 K low,2 K low,3 K low,4 K med,1 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 571/710EN OJ L, 26.6.2026 Step no. Source Input Process Output K med,2 K med,3 K med,4 K high,1 K high,2 K exHigh,1 K exHigh,2 3 Output step 1 ΔE , Wh; Calculation of electric energy EC , Wh/ REESS,j DC,WLTC d, km; consumption at the REESSs km; j UBE , Wh. according to paragraph 4.4.2.1. EC , Wh/km; STP DC,city of this annex. EC , Wh/km; DC,low Calculation of the electric energy EC , Wh/km; DC, med consumption from the first EC , Wh/km; DC,high applicable WLTP test cycle EC EC , Wh/ DC, DC,exHigh . km; Output step 2 All weighting first Output is available for each test. EC , Wh/km. factors DC,first 4 Output step 1 UBE , Wh; Calculation of pure electric range PER , km; STP WLTC according to paragraph 4.4.2.1. PER , km; city of this annex. PER , km; low Output is available for each test. PER , km; med PER , km; high PER , km. Output step 3 EC , Wh/ exHigh DC,WLTC km; EC , Wh/ DC,city km; EC , Wh/ DC,low km; EC , Wh/ DC, med km; EC , Wh/ DC,high km; EC , DC,exHigh Wh/km. 5 Output step 1 E , Wh; Calculation of electric energy EC , Wh/km; AC WLTC consumption at the mains EC , Wh/km; city according to paragraph 4.3.4. of EC , Wh/km; low this annex. EC , Wh/km; med Output is available for each test. EC , Wh/km; high EC , Wh/km. Output step 4 PER , km; exHigh WLTC PER , km; city PER , km; low PER , km; med PER , km; high PER , km. exHigh 572/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Step no. Source Input Process Output 6 Output step 4 PER , km; Averaging of tests for all input PER , km; WLTC WLTC,dec If the PER , km; values. PER , km; city WLTC,ave interpolation PER , km; Declaration of PER and PER , km; low WLTC,dec city,ave method is PER , km; EC based on PER PER , km; med WLTC,dec WLTC,ave low,ave not applied, PER , km; and EC . PER , km; high WLTC,ave med,ave step No. 9 is PER , km; Alignment of PER in case of city, PER , km; exHigh high,ave not required low, med, high and exHigh based PER , km; exHigh,ave and the on the ratio between PER EC , Wh/ WLTC,dec WLTC,dec output of and PER : km; WLTC,ave this step for EC , Wh/ WLTC,ave PER km; WLTC,dec and EC EC , Wh/km; WLTC, Output step 5 EC , Wh/ city,ave WLTC decis the km; EC low,ave, Wh/km; final result. EC , Wh/km; EC med,ave, Wh/km; city EC , Wh/km; E EC Cl mow ed, , W Wh h/ /k km m; ; AF PER ¼ PP EE RR WW LL TT CC ;; ad vec e kE mCh e ;xig Hh i, ga hv ,e ave, Wh/ EC , Wh/km; high EC , Wh/ Alignment of EC in case of city, EC DC,first,ave, Wh/ exHigh km. low, med, high and exHigh based km. on the ratio between EC WLTC,dec and EC : WLTC,ave Output step 3 EC , Wh/ DC,first km. EC AF ¼ WLTC;dec EC EC WLTC;ave In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PER as well as WLTC,dec EC shall be rounded WLTC,dec according to paragraph 6.1.8. of this Regulation to the number of places of decimal specified in Table A6/1 of Annex B6. In the case that the interpolation method is not applied, PER WLTC, and EC shall be dec WLTC,dec rounded according to paragraph 6.1.8. of this Regulation to the nearest whole number. 7 Output step 6 EC , Wh/ Adjustment of the electric energy EC , Wh/km. WLTC,dec DC,COP km; consumption for the purpose of EC , Wh/ COP as described in WLTC,ave km; paragraph 1.2. of Appendix 8 to EC , this annex. DC,first,ave Wh/km. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 573/710EN OJ L, 26.6.2026 Step no. Source Input Process Output 8 Output step 6 PER , km; Intermediate rounding according PER , km; city,ave city,final If the PER , km; to paragraph 6.1.8. of this PER , km; low,ave low,final interpolation PER , km; Regulation. PER , km; med,ave med,final method is PER , km; In the case that the interpolation PER , km; high,ave high,final not applied, PER , method is applied, intermediate PER , km; exHigh,ave exHigh,final step No. 9 is km; rounding shall be performed EC , Wh/km; city,final not required EC , Wh/ according to paragraph 6.1.8. of EC , Wh/km; city,ave low,final and the km; this Regulation: EC , Wh/km; med,final output of EC , Wh/ PER and PER shall be EC , Wh/km; low,ave city p high,final this step is km; rounded to the first place of EC , Wh/ exHigh,final the final EC , Wh/ decimal. km; med,ave result. km; EC and EC shall be rounded EC , Wh/ city p DC,COP,final EC , Wh/ to the first place of decimal. km. high,ave km; EC shall be rounded to the DC,COP EC , Wh/ first place of decimal. exHigh,ave km; The output is available for vehicle H and vehicle L. In case that the interpolation method is not applied, final rounding of the test results Output step 7 EC , Wh/ DC,COP according to paragraph 6.1.8. of km. this Regulation shall apply: PER and PER shall be city p rounded to the nearest whole number. EC and EC shall be rounded city p to the nearest whole number. EC shall be rounded to the DC,COP nearest whole number. 9 Output step 6 PER , km; Interpolation of individual values PER , km; WLTC,dec WLTC,ind Result of an EC , Wh/ based on input from vehicle H PER , km; WLTC,dec city,ind individual km; and vehicle L according to PER , km; low,ind vehicle. paragraph 4.5. of this annex, and PER , km; med,ind Final test final rounding according to PER , km; high,ind result. paragraph 6.1.8. of this PER , km; exHigh,ind Regulation. EC , Wh/ Output step 8 PER , km; WLTC,ind city,final PER , PER , and PER km; PER , km; ind city,ind p,ind low,final shall be rounded to the nearest EC , Wh/km; PER , km; city,ind med,final whole number. EC , Wh/km; PER , km; low,ind high,final EC ECc and EC shall be EC , Wh/km; PER , ind, ity p,ind med,ind exHigh,final rounded to the nearest whole EC , Wh/km; km; high,ind number. EC , Wh/ EC , Wh/ exHigh,ind city,final EC shall be rounded to km; km; DC,COP,ind the nearest whole number. EC , Wh/ EC , Wh/ DC,COP,ind low,final Output is available for each km. km; individual vehicle. EC , Wh/ med,final km; EC , Wh/ high,final km; EC , exHigh,final Wh/km; EC , DC,COP,final Wh/km. 574/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.8. Calculation of driving range of hydrogen (DR ) for NOVC-FCHVs and OVC-FCHVs H This paragraph is applicable to Level 1B and 3-phase WLTP test in Level 2 only; 4.8.1. Stepwise procedure for calculating driving range of hydrogen for NOVC-FCHVs and OVC-FCHVs. The results shall be calculated in the order described in Table A8/12. All applicable results in the column "Output" shall be recorded. The column "Process" describes the paragraphs to be used for calculation or contains additional calculations. Table A8/12 Calculation of the driving range of hydrogen fuel for NOVC-FCHVs and OVC-FCHVs (for Level 1B and 3-phase WLTP test in Level 2 only) Step No. Source Input Process Output 1 Paragraph 3.2 of The lower limit The lower limit pressure P P , MPa LL LL,1 Result of single appendix 7 to pressure of according to paragraph 3.2 of test this annex. hydrogen tank appendix 7 to this annex. 2 Output step 1 For every test: Averaging of tests and declared P , MPa LL,2 P , MPa value according to paragraphs LL,1 1.2. to 1.2.3. inclusive of Annex B6. 3 Output step 2 P , MPa P = P P , MPa LL,2 LL,3 LL, declared LL,3 Result of P P , MPa P values shall be rounded LL LL, declared LL according to paragraph 6.1.8. of this Regulation. P shall be rounded to the first LL place of decimal. 4 Output step 3 P , MPa Usable amount of hydrogen UAH, kg LL,3 Usable amount of Paragraph 3.3 of according to paragraph 3.3 of hydrogen appendix 7 to appendix 7 to this annex. this annex. 5 Output step 4 UAH, kg Calculation of driving range of DR , km H Result of driving Output step 5 FE , km/kg hydrogen according to CS,c,5 range of hydrogen Table A8/7 paragraph 4.8.2. of this annex. DR shall be rounded down to H the nearest multiple of 20km. 6 Output step 5 UAH, kg DR calculation according to DR , km H-ind Output step 6 of FE , km/kg paragraph 4.8.2. of this annex CS,c,5 Table A8/7 for individual vehicles in an interpolation family. DR shall be rounded to the H-ind nearest whole number and then rounded down to the nearest multiple of 20km. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 575/710EN OJ L, 26.6.2026 4.8.2. The Driving Range of Hydrogen for NOVC-FCHVs and OVC-FCHVs shall be calculated as the following equations: DR ¼FE × UAH H cs;c;5 For individual vehicles, DR ¼FE × UAH H – ind cs;c;ind where DR is the driving range of the vehicle, km; H DR is the driving range for an individual vehicle, km; H-ind FE is the charge-sustaining fuel efficiency determined according to step 5 of Table A8/7, km/kg CS,c,5 FE is the charge-sustaining fuel efficiency for an individual vehicle determined according to step cs,c,ind 6 of Table A8/7, km/kg UAH is the usable amount of hydrogen, kg 4.8.3. The Driving Range of hydrogen and electric for OVC-FCHVs may be calculated according to the following equations: DR ¼EAER + DR H + E H For individual vehicles, DR ¼EAER + DR H + E – ind ind H – ind where DR is the Driving Range of hydrogen and electric of the vehicle, km; H+E DR is the driving range of hydrogen and electric for an individual vehicle, km; H+E-ind DR is the Driving Range of hydrogen of the vehicle according to paragraph 4.8.2. of this H annex, km; DR is the driving range of hydrogen for an individual vehicle according to paragraph 4.8.2. of this H-ind annex, km; EAER is the equivalent all-electric range according to paragraph 4.4.6.1. of this annex, km; EAER is the equivalent all-electric range according to step 4 of Table A8/9b, km; ind 4.8.4. Driving Range may be calculated according to the following equations: For NOVC-FCHVs DR = DR H For OVC-FCHVs DR =DR H + E For individual vehicles, For NOVC-FCHVs DR =DR ind H – ind 576/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 For OVC-FCHVs DR =DR ind H + E – ind where DR is the driving range of the vehicle, km; DR is the driving range for an individual vehicle, km; ind DR is the Driving Range of hydrogen of the vehicle according to paragraph 4.8.2 of this annex, km; H DR is the Driving Range of hydrogen and electric of the vehicle according to paragraph 4.8.3 of this H+E annex, km; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 577/710Annex B8 - Appendix 1 REESS state of charge profile and hydrogen state of charge profile 1. Test sequences and REESS profiles: OVC-HEVs and OVC-FCHVs (as applicable), charge-depleting and charge-sustaining test 1.1. Test sequence OVC-HEVs and OVC-FCHVs according to Option 1 Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test (Figure A8.App1/1) Figure A8.App1/1 OVC-HEVs and OVC-FCHVs, charge-depleting Type 1 test 578/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.20261.2. Test sequence OVC-HEVs and OVC-FCHVs according to Option 2 Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Figure A8.App1/2). Figure A8.App1/2 OVC-HEVs and OVC-FCHVs, charge-sustaining Type 1 test ELI: http://data.europa.eu/eli/reg/2026/1130/oj 579/710 OJ L, 26.6.2026 EN1.3. Test sequence OVC-HEVs and OVC-FCHVs according to Option 3 Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test (Figure A8.App1/3). Figure A8.App1/3 OVC-HEVs and OVC-FCHVs, charge-depleting type 1 test with subsequent charge-sustaining Type 1 test 580/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.20261.4. Test sequence OVC-HEVs and OVC-FCHVs according to Option 4 Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure A8.App1/4) Figure A8.App1/4 OVC-HEVs and OVC-FCHVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test ELI: http://data.europa.eu/eli/reg/2026/1130/oj 581/710 OJ L, 26.6.2026 EN2. Test sequence NOVC-HEVs and NOVC-FCHVs Charge-sustaining Type 1 test (Figure A8.App1/5) Figure A8.App1/5 NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test 582/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.20263. Test sequences PEV 3.1. Consecutive cycles procedure (Figure A8.App1/6) Figure A8.App1/6 Consecutive cycles test sequence PEV ELI: http://data.europa.eu/eli/reg/2026/1130/oj 583/710 OJ L, 26.6.2026 EN3.2. Shortened test procedure (Figure A8.App1/7) Figure A8.App1/7 Shortened test procedure test sequence for PEVs 584/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 4. Test sequence NOVC-FCHVs and OVC-FCHVs the lower limit pressure test (Figure A8.App1/8) Figure A8.App1/8 NOVC-FCHVs and OVC-FCHVs, the lower limit pressure test ELI: http://data.europa.eu/eli/reg/2026/1130/oj 585/710EN OJ L, 26.6.2026 Annex B8 - Appendix 2 REESS energy change-based correction procedure This appendix describes the procedure to correct the charge-sustaining Type 1 test CO emission for NOVC-HEVs and OVC- 2 HEVs, and the charge-sustaining Type 1 test fuel consumption for NOVC-FCHVs and OVC-FCHVs (if applicable) as a function of the electric energy change of all REESSs. 1. General requirements 1.1. Applicability of this appendix 1.1.1. The correction shall be applied on the phase-specific fuel consumptions for NOVC-FCHVs and OVC-FCHVs of the charge-sustaining Type 1 test, and on the phase-specific CO emissions for NOVC-HEVs and OVC-HEVs of 2 the charge-sustaining Type 1 test. 1.1.2. The application of the correction over the total cycle on the fuel consumption for NOVC-FCHVs and OVC- FCHVs, on the CO emission for NOVC-HEVs and OVC-HEVs is based on the REESS energy change ΔE 2 REESS;CS of the charge-sustaining Type 1 test and the correction criterion c. For the calculation of ΔE , paragraph 4.3. of this annex shall be used. The considered period j used in REESS;CS paragraph 4.3. of this annex is defined by the charge-sustaining Type 1 test. The correction criterion c shall be determined according to paragraph 1.2. of this Appendix. 1.1.3. The correction over the total cycle shall be applied on the fuel consumption for NOVC-FCHVs and OVC- FCHVs, the CO emission for NOVC-HEVs and OVC-HEVs if ΔE is negative which corresponds to 2 REESS;CS REESS discharging and the correction criterion c calculated in paragraph 1.2. of this appendix is greater than the applicable threshold according to Table A8.App2/1. 1.1.4. The correction over the total cycle may be omitted on the fuel consumption for NOVC-FCHVs and OVC- FCHVs, the CO emission for NOVC-HEVs and OVC-HEVs and uncorrected values may be used if: 2 (a) ΔE is positive which corresponds to REESS charging and the correction criterion c calculated in REESS;CS paragraph 1.2. of this appendix is greater than the applicable threshold according to Table A8.App2/1; (b) The correction criterion c calculated in paragraph 1.2. of this appendix is smaller than the applicable threshold according to Table A8.App2/1; (c) The manufacturer can prove to the responsible authority by measurement that there is no relation between ΔE and charge-sustaining CO emission and between ΔE and charge-sustaining REESS;CS 2 REESS;CS fuel consumption. 1.2. The correction criterion c is the ratio between the absolute value of the REESS electric energy change ΔE and the fuel energy and shall be calculated as follows: REESS;CS jΔE j c¼ REESS;CS E fuel;CS where: ΔE is the charge-sustaining REESS energy change according to paragraph 1.1.2. of this REESS;CS appendix, Wh; E is the charge-sustaining energy content of the consumed fuel according to paragraph 1.2.1. of fuel,CS this appendix in the case of NOVC-HEVs and OVC-HEVs, and according to paragraph 1.2.2. of this appendix in the case of NOVC-FCHVs and OVC-FCHVs, Wh. 586/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculated using the following equation: E ¼10 × HV × FC × d fuel;CS CS;nb CS where: E is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle fuel,CS of the charge-sustaining Type 1 test, Wh; HV is the heating value according to Table A6.App2/1, kWh/l; FC is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, CS,nb not corrected for the energy balance, determined according to paragraph 6. of Annex B7, using the gaseous emission compound values according to Table A8/5, step No. 2, l/100 km; d is the distance driven over the corresponding applicable WLTP test cycle, km; CS 10 conversion factor to Wh. 1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs and OVC-FCHVs The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs and OVC-FCHVs shall be calculated using the following equation: 1 E ¼ × 121 × FC × d fuel;CS 0:36 CS;nb CS where: E is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle fuel,CS of the charge-sustaining Type 1 test, Wh; 121 is the lower heating value of hydrogen, MJ/kg; FC is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, CS,nb not corrected for the energy balance, determined according to Table A8/7, step No. 1, kg/100 km; d is the distance driven over the corresponding applicable WLTP test cycle, km; CS 1 conversion factor to Wh. 0:36 Table A8.App2/1 RCB correction criteria thresholds Applicable Type 1 test Low + Medium + Low + Medium + Low + Medium cycle High High + Extra High Thresholds for 0.015 0.01 0.005 correction criterion c 2. Calculation of correction coefficients 2.1. The CO emission correction coefficient K , the fuel consumption correction coefficients K , as well as, 2 CO2 fuel,FCHV if required by the manufacturer, the phase-specific correction coefficients K and K shall be CO2,p fuel,FCHV,p developed based on the applicable charge-sustaining Type 1 test cycles. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 587/710EN OJ L, 26.6.2026 In the case that vehicle H was tested for the development of the correction coefficient for CO emission for 2 NOVC-HEVs and OVC-HEVs, the coefficient may be applied to vehicles that fulfil the same interpolation family criteria. For interpolation families which fulfil the criteria of the K correction factor family, defined CO2 in paragraph 6.3.11. of this Regulation, the same K value may be applied. CO2 In the case that vehicle H was tested for the development of the correction coefficient for fuel consumption for NOVC-FCHVs and OVC-FCHVs, the coefficient may be applied to vehicles that fulfil the same interpolation family criteria. 2.2. The correction coefficients shall be determined from a set of charge-sustaining Type 1 tests according to paragraph 3. of this appendix. The number of tests performed by the manufacturer shall be equal to or greater than five. The state of charge of the REESS may be set prior to the test according to the manufacturer’s recommendation in agreement with the responsible authority and as described in paragraph 3. This practice shall only be used for the purpose of achieving a charge-sustaining Type 1 test with opposite sign of the ΔE : REESS;CS The set of measurements shall fulfil the following criteria: (a) The set shall contain at least one test with ΔE ≤ 0 and at least one test with ΔE >0. REESS;CS;n REESS;CS;n ΔE is the sum of electric energy changes of all REESSs of test n calculated according to REESS;CS;n paragraph 4.3. of this annex. (b) The difference in M between the test with the highest negative electric energy change and the test CO2,CS with the highest positive electric energy change shall be greater than or equal to 5 g/km. This criterion shall not be applied for the determination of K . fuel,FCHV In the case of the determination of K , the required number of tests may be reduced to three tests if all CO2 of the following criteria are fulfilled in addition to (a) and (b): (c) The difference in M between any two adjacent measurements, related to the electric energy change CO2,CS during the test, shall be less than or equal to 10 g/km. (d) In addition to (b), the test with the highest negative electric energy change and the test with the highest positive electric energy change shall not be within the region that is defined by: ΔE – 0:01 ≤ REESS ≤ + 0:01, E fuel where: E is the energy content of the consumed fuel calculated according to paragraph 1.2. of this fuel appendix, Wh. (e) The difference in M between the test with the highest negative electric energy change and the mid- CO2,CS point, and the difference in M between the mid-point and the test with the highest positive electric CO2,CS energy change shall be similar and preferably be within the range defined by (d). If this requirement is not feasible, the responsible authority shall decide if a retest is necessary. The correction coefficients determined by the manufacturer shall be reviewed and approved by the responsible authority prior to their application. If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall provide evidence to the responsible authority as to why the vehicle is not capable of meeting either or both criteria. If the responsible authority is not satisfied with the evidence, it may require additional tests to be performed. If the criteria after additional tests are still not fulfilled, the responsible authority shall determine a conservative correction coefficient, based on the measurements. 588/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3. Calculation of correction coefficients K and K fuel,FCHV CO2 2.3.1. Determination of the fuel consumption correction coefficient K fuel,FCHV For NOVC-FCHVs and OVC-FCHVs, the fuel consumption correction coefficient K , determined by fuel,FCHV driving a set of charge-sustaining Type 1 tests, is defined using the following equation: � � n ∑ n¼CS 1 ðEC DC;CS;n – EC DC;CS;avgÞ × ðFC CS;nb;n – FC CS;nb;avgÞ K ¼ fuel;FCHV ∑n CS ðEC – EC Þ2 n¼1 DC;CS;n DC;CS;avg where: K is the fuel consumption correction coefficient, (kg/100 km)/(Wh/km); fuel,FCHV EC is the charge-sustaining electric energy consumption of test n based on the REESS depletion DC,CS,n according to the equation below, Wh/km EC is the mean charge-sustaining electric energy consumption of n tests based on the REESS DC,CS,avg CS depletion according to the equation below, Wh/km; FC is the charge-sustaining fuel consumption of test n, not corrected for the energy balance, CS,nb,n according to Table A8/7, step No. 1, kg/100 km; FC is the arithmetic average of the charge-sustaining fuel consumption of n tests based on the CS,nb,avg CS fuel consumption, not corrected for the energy balance, according to the equation below, kg/100 km; n is the index number of the considered test; n is the total number of tests; CS and: EC ¼ 1 × ∑nCS EC DC;CS;avg n n¼1 DC;CS;n CS and: FC ¼ 1 × ∑nCS FC CS;nb;avg n n¼1 CS;nb;n CS and: EC ¼ΔE REESS;CS;n DC;CS;n d CS;n where: ΔE is the charge-sustaining REESS electric energy change of test n according to paragraph 1.1.2. REESS;CS;n of this appendix, Wh; d is the distance driven over the corresponding charge-sustaining Type 1 test n, km. CS,n The fuel consumption correction coefficient shall be rounded according to paragraph 6.1.8. of this Regulation to four significant figures. The statistical significance of the fuel consumption correction coefficient shall be evaluated by the responsible authority. 2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was developed from tests over the whole applicable WLTP test cycle for the correction of each individual phase. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 589/710EN OJ L, 26.6.2026 2.3.1.2. Additional to the requirements of paragraph 2.2. of this appendix, at the manufacturer’s request and upon approval of the responsible authority, separate fuel consumption correction coefficients K for each fuel,FCHV,p individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.1. of this appendix shall be applied for each individual phase to determine each phase specific correction coefficient. 2.3.2. Determination of CO emission correction coefficient K 2 CO2 For OVC-HEVs and NOVC-HEVs, the CO emission correction coefficient K , determined by driving a set of 2 CO2 charge-sustaining Type 1 tests, is defined by the following equation: � � n ∑ CS ðEC – EC Þ × ðM – M Þ n¼1 DC;CS;n DC;CS;avg CO2;CS;nb;n CO2;CS;nb;avg K ¼ CO2 ∑n n¼CS 1ðEC DC;CS;n – EC DC;CS;avgÞ2 where: K is the CO emission correction coefficient, (g/km)/(Wh/km); CO2 2 EC is the charge-sustaining electric energy consumption of test n based on the REESS DC,CS,n depletion according to paragraph 2.3.1. of this appendix, Wh/km; EC is the arithmetic average of the charge-sustaining electric energy consumption of n tests DC,CS,avg CS based on the REESS depletion according to paragraph 2.3.1. of this appendix, Wh/km; M is the charge-sustaining CO emission of test n, not corrected for the energy balance, CO2,CS,nb,n 2 calculated according Table A8/5, step No. 2, g/km; M is the arithmetic average of the charge-sustaining CO emission of n tests based on the CO2,CS,nb,avg 2 CS CO emission, not corrected for the energy balance, according to the equation below, 2 g/km; n is the index number of the considered test; n is the total number of tests; CS and: M ¼ 1 × ∑nCS M CO2;CS;nb;avg n n¼1 CO2;CS;nb;n CS The CO emission correction coefficient shall be rounded according to paragraph 6.1.8. of this Regulation to 2 four significant figures. The statistical significance of the CO emission correction coefficient shall be evaluated 2 by the responsible authority. 2.3.2.1. It is permitted to apply the CO emission correction coefficient developed from tests over the whole applicable 2 WLTP test cycle for the correction of each individual phase. 2.3.2.2. Additional to the requirements of paragraph 2.2. of this appendix, at the request of the manufacturer and upon approval of the responsible authority, separate CO emission correction coefficients K for each individual 2 CO2,p phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.2. of this appendix shall be applied for each individual phase to determine phase-specific correction coefficients. 590/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3. Test procedure for the determination of the correction coefficients 3.1. OVC-HEVs and OVC-FCHVs For OVC-HEVs and OVC-FCHVs, one of the following test sequences according to Figure A8.App2/1 shall be used to measure all values that are necessary for the determination of the correction coefficients according to paragraph 2. of this appendix. Figure A8.App2/1 OVC-HEV and OVC-FCHV test sequences 3.1.1. Option 1 test sequence 3.1.1.1. Preconditioning and soaking Preconditioning and soaking shall be conducted according to paragraph 2.1. of Appendix 4 to this annex. 3.1.1.2. REESS adjustment Prior to the test procedure according to paragraph 3.1.1.3. of this appendix, the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test according to paragraph 3.1.1.3. of this appendix are fulfilled. 3.1.1.3. Test procedure 3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 591/710EN OJ L, 26.6.2026 3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven. 3.1.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to the Type 1 test procedure described in Annex B6. 3.1.2. Option 2 test sequence 3.1.2.1. Preconditioning The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to this annex. 3.1.2.2. REESS adjustment After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this annex shall be omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end of this break, the requirements of paragraph 3.1.2.3. of this appendix shall be applied. Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied repeatedly within the test sequence. 3.1.2.3. Test procedure 3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven. 3.1.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to the Type 1 test procedure described in Annex B6. 3.1.2.3.4. When conducting a number of consecutive sequences, paragraph 3.1.2.1. shall be omitted. 3.2. NOVC-HEVs and NOVC-FCHVs For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall be used to measure all values that are necessary for the determination of the correction coefficients according to paragraph 2. of this appendix. 592/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure A8.App2/2 NOVC-HEV and NOVC-FCHV test sequences 3.2.1. Option 1 test sequence 3.2.1.1. Preconditioning and soaking The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this annex. 3.2.1.2. REESS adjustment Prior to the test procedure, according to paragraph 3.2.1.3. of this appendix, the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test according to paragraph 3.2.1.3. of this appendix are fulfilled. 3.2.1.3. Test procedure 3.2.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven. 3.2.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to the charge-sustaining Type 1 test procedure described in Annex B6. 3.2.2. Option 2 test sequence 3.2.2.1. Preconditioning The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 593/710EN OJ L, 26.6.2026 3.2.2.2. REESS adjustment After preconditioning, the soaking according to paragraph 3.3.1.2. of this annex shall be omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end of this break, the requirements of paragraph 3.2.2.3. of this appendix shall be applied. Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied repeatedly within the test sequence. 3.2.2.3. Test procedure 3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this annex. 3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven. 3.2.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to the Type 1 test procedure described in Annex B6. 3.2.2.3.4. When conducting a number of consecutive sequences, paragraph 3.2.2.1. shall be omitted. 4. As an option for the manufacturer, it is allowed to apply ΔMCO2,j defined in paragraph 4.5. of Appendix 2 to Annex B6 with the following modification: η is the efficiency of the alternator alternator 0.67 in case ΔE is negative (corresponds to a discharge) REESS;p 1.00 in case ΔE is positive (corresponds to a charge) REESS;p 4.1. In this case, the corrected charge-sustaining CO2 emission defined in paragraphs 4.1.1.3., 4.1.1.4. and 4.1.1.5. of this annex shall be replaced by ΔMCO2,j instead of K × EC . CO2;j DC;CS;j 594/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B8 - Appendix 3 Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC- FCHVs (as applicable) 1. Introduction 1.1. This appendix defines the method and required instrumentation to determine the REESS current and the REESS voltage of NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC-FCHVs. 1.2. Measurement of REESS current and REESS voltage shall start at the same time as the test starts and shall end immediately after the vehicle has finished the test. 1.3. The REESS current and the REESS voltage of each phase shall be determined. 1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage and current (including instrument manufacturer, model number, serial number, last calibration dates (where applicable)) during: (a) The Type 1 test according to paragraph 3 of this annex; (b) The procedure to determine the correction coefficients according to Appendix 2 of this annex (where applicable); (c) For Level 1A and 4-phase WLTP test in Level 2 only; The Ambient Temperature Correction Test (ATCT) as specified in Annex B6a shall be provided to the responsible authority. 2. REESS current REESS depletion is considered as a negative current. 2.1. External REESS current measurement 2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1 of this annex. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test according to the instrument manufacturer's instructions. 2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the responsible authority. In order to easily measure the REESS current using external measuring equipment, the manufacturer should provide appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the responsible authority in connecting a current transducer to one of the cables directly connected to the REESS in the manner described above in this paragraph. 2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 595/710EN OJ L, 26.6.2026 2.2. Vehicle on-board REESS current data As an alternative to paragraph 2.1. of this appendix, the manufacturer and the type approval authority may use on-board REESS current measurement data. The accuracy of these data shall be demonstrated to or if applicable by the responsible authority. 3. REESS voltage During the tests described in paragraph 3. of this annex, the REESS voltage to be used for each category of test event shall be as specified in Table A8 App3/1 and as described in paragraphs 3.1. to 3.3. of this appendix. 3.1. External REESS voltage measurement The REESS voltage shall be measured with the equipment and accuracy requirements specified in paragraph 1.1. of this annex. To measure the REESS voltage using external measuring equipment, the manufacturers shall support the responsible authority by providing REESS voltage measurement points and safety instructions. 3.2. Nominal REESS voltage The nominal voltage of the REESS shall be determined according to IEC 60050-482. 3.3. Vehicle on-board REESS voltage data As an alternative to the external REESS voltage measurement specified in paragraph 3.1. of this appendix, the manufacturer and the type approval authority may use the vehicle on-board REESS voltage measurement data. The accuracy of these data shall be demonstrated to or if applicable by the responsible authority. Table A8 App3/1 Paragraph 3.2. Test events Paragraph 3.1. Paragraph 3.3. 60V or more Less than 60V NOVC-HEV OVC-HEV CS condition NOVC-FCHV OVC-FCHV CS condition shall not to be shall not to be shall be used used used REESS energy change-based correction procedure (Appendix 2) Break-Off Criterion calculation for CD-test (Annex B8, paragraph 3.2.4.5.2.) OVC-HEV CD condition shall not to be OVC-FCHV CD condition may be used may be used may be used used PEV 596/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B8 - Appendix 4 Preconditioning, soaking and REESS charging conditions of PEVs, OVC-HEVs and OVC-FCHVs (as applicable) 1. This appendix describes the test procedure for REESS and combustion engine preconditioning in preparation for: (a) Electric range, charge-depleting and charge-sustaining measurements when testing OVC-HEVs and OVC- FCHVs; and (b) Electric range measurements as well as electric energy consumption measurements when testing PEVs. 2. OVC-HEV and OVC-FCHV preconditioning and soaking 2.1. Preconditioning and soaking when the test procedure starts with a charge-sustaining test 2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of this annex. 2.1.2. As an alternative to paragraph 2.1.1. of this appendix, at the request of the manufacturer and upon approval of the responsible authority, the state of charge of the REESS for the charge-sustaining Type 1 test may be set according to the manufacturer’s recommendation in order to achieve a test under charge-sustaining operating condition. In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as described in paragraph 2.6. of Annex B6, shall be applied. 2.1.3. Soaking of the vehicle shall be performed according to paragraph 2.7. of Annex B6. 2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting test 2.2.1. OVC-HEVs and OVC-FCHVs shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of this annex. 2.2.2. Soaking of the vehicle shall be performed according to paragraph 2.7. of Annex B6. Forced cooling down shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of this appendix. 2.2.3. Application of a normal charge Normal charging is the transfer of electricity to an electrified vehicle with a power of less than or equal to 22 kW. Where there are several possible methods to perform a normal AC charge (e.g. cable, induction, etc.), the charging procedure via cable shall be used. Where there are several AC charging power levels available, the highest normal charging power shall be used. An AC charging power lower than the highest normal AC charging power may be selected if recommended by the manufacturer and by approval of the responsible authority. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 597/710EN OJ L, 26.6.2026 2.2.3.1. The REESS shall be charged at an ambient temperature as specified in paragraph 2.2.2.2. of Annex B6 with the on-board charger if fitted. In the following cases, a charger recommended by the manufacturer and using the charging pattern prescribed for normal charging shall be used if: (a) No on-board charger is fitted, or (b) The charging time exceeds the soaking time defined in paragraph 2.7. of Annex B6. The procedures in this paragraph exclude all types of special charges that could be automatically or manually initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test, a special charge procedure has not occurred. 2.2.3.2. End-of-charge criterion The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is fully charged. If the charging is performed during soaking and finished before the minimum required soaking time as defined in paragraph 2.7. of Annex B6, the vehicle shall stay connected to the grid at least until the minimum required soaking time is reached. 3. PEV preconditioning and soaking 3.1. Initial charging of the REESS Initial charging of the REESS consists of discharging the REESS and applying a normal charge. 3.1.1. Discharging the REESS The discharge procedure shall be performed according to the manufacturer’s recommendation. The manufacturer shall guarantee that the REESS is as fully depleted as is possible by the discharge procedure. 3.1.2. Soaking and application of a normal charge Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Annex B6. During soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of this appendix. 598/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B8 - Appendix 5 Utility factors (UF) for OVC-HEVs and OVC-FCHVs (as applicable) 1. Reserved 2. For the approval of OVC-HEVs or OVC-FCHVs of category M1 or N1 with emission characters EA, EB or EC as referred to in Table A3/1 of Annex 3 to the 08 series of amendment to UN Regulation No. 83, the fractional utility factor UF for the weighting of period j, shall be calculated in accordance with the following equation: j ( k � d � i!) j – 1 UFjðdjÞ¼ 1 – exp – ∑ C × j – ∑ UF i¼1 i d nx l¼1 l where: UF utility factor for period j; j d measured distance driven at the end of period j, km; j C ithcoefficient (see Table A8.App5/1); i d d d , d normalised distance (see Table A8.App5/1); nx nea, neb nec, k number of terms and coefficients in the exponent; j number of period considered; i number of considered term/coefficient; ∑j – 1 sum of calculated utility factors up to period (j-1). UF l¼1 l The normalised distance “d ” shall be set in accordance with Table A8.App5/1. nx Table A8.App5/1 Parameters for the determination of fractional UFs (as applicable) Parameter Value d 4260 km nec C1 26.25 C2 -38.94 C3 -631.05 C4 5964.83 C5 -25095 C6 60380.2 C7 -87517 C8 75513.8 C9 -35749 C10 7154.94 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 599/710EN OJ L, 26.6.2026 Annex B8 - Appendix 6 Selection of driver-selectable modes 1. General requirement 1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure according to paragraphs 2. to 4. inclusive of this appendix which enables the vehicle to follow the considered test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6. This shall apply to all vehicle systems with driver- selectable modes including those not solely specific to the transmission. 1.2. The manufacturer shall provide evidence to the responsible authority concerning: (a) The availability of a predominant mode under the considered conditions; (b) The maximum speed of the considered vehicle; and if required: (c) The best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO emission/fuel consumption in all modes. See paragraph 2.6.6.3. of Annex B6; 2 (d) The highest electric energy consuming mode; (e) The cycle energy demand (according to paragraph 5 of Annex B7 where the target speed is replaced by the actual speed). 1.3. On the basis of technical evidence provided by the manufacturer and with the agreement of the responsible authority, the dedicated driver-selectable modes, such as "mountain mode" or "maintenance mode" which are not intended for normal daily operation but only for special limited purposes, shall not be considered. Irrespective of the driver-selectable mode selected for the Type 1 test according to paragraph 2. and 3. of this appendix, the vehicle shall comply with the criteria emissions limits in all remaining driver-selectable modes used for forward driving. 2. OVC-HEVs and OVC-FCHVs (as applicable) equipped with a driver-selectable mode under charge-depleting operating condition For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected according to the following conditions. The flow chart in Figure A8.App6/1 illustrates the mode selection according to this paragraph. 2.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-depleting operating condition, this mode shall be selected. 2.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle under charge-depleting operating condition, the mode for the test shall be selected according to the following conditions: (a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-depleting operating conditions, this mode shall be selected; (b) If several modes are capable of following the reference test cycle under charge-depleting operating conditions and none of those modes is a configurable start mode, the worst case mode for electric energy consumption of those modes shall be selected; (c) If several modes are capable of following the reference test cycle under charge-depleting operating conditions and at least two of those modes are a configurable start mode, the worst case mode for electric energy consumption shall be selected from these configurable start modes. 600/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9 of Annex B1: (a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge-depleting operating conditions, this mode shall be selected. (b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle under charge-depleting operating condition, the worst case mode for electric energy consumption of those modes shall be selected. In the case that at least two or more configurable start modes, the worst case mode for electric energy consumption shall be selected from these configurable start modes; (c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-depleting operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst case mode for electric energy consumption shall be selected. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 601/710Figure A8.App6/1a and Figure A8.App6/1b Selection of driver-selectable mode for OVC-HEVs and OVC-FCHVs (as applicable) under charge-depleting operating condition 602/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026ELI: http://data.europa.eu/eli/reg/2026/1130/oj 603/710 OJ L, 26.6.2026 ENEN OJ L, 26.6.2026 3. OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC-FCHVs (as applicable) equipped with a driver- selectable mode under charge-sustaining operating condition For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to the following conditions. The flow chart in Figure A8.App6/2 illustrates the mode selection according to this paragraph. 3.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-sustaining operating condition, this mode shall be selected. 3.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle under charge-sustaining operating condition, the mode for the test shall be selected according to the following conditions: (a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-sustaining operating conditions, this mode shall be selected; (b) If several modes are capable of following the reference test cycle under charge-sustaining operating conditions and none of those modes is a configurable start mode, the vehicle shall be tested for criteria emissions and CO emissions in the best case mode and worst case mode. Best and worst case modes shall be identified by 2 the evidence provided on the CO emissions in all modes. CO emissions shall be the arithmetic average of 2 2 the test results in both modes. Test results for both modes shall be recorded. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO emissions; 2 (c) If several modes are capable of following the reference test cycle under charge-sustaining operating conditions and at least two or more of those modes are a configurable start mode, the worst case mode for CO 2 emissions and fuel consumption shall be selected from these configurable start modes. 3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Annex B1: (a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge-sustaining operating condition, this mode shall be selected. (b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle under charge-sustaining operating condition, the worst case mode for CO emissions and fuel 2 consumption of these modes shall be selected. (c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge- sustaining operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst case mode for CO emissions and fuel consumption of those modes shall be selected. In the 2 case that at least two or more of these modes are a configurable start mode, the worst case mode for CO 2 emissions and fuel consumption shall be selected from these modes. 604/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojFigure A8.App6/2a and Figure A8.App6/2b Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC- FCHVs under charge-sustaining operating condition ELI: http://data.europa.eu/eli/reg/2026/1130/oj 605/710 OJ L, 26.6.2026 EN606/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 4. PEVs equipped with a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to the following conditions. The flow chart in Figure A8.App6/3 illustrates the mode selection according to this paragraph. 4.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle, this mode shall be selected. 4.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle, the mode for the test shall be selected according to the following conditions: (a) If there is only one mode which allows the vehicle to follow the reference test cycle, this mode shall be selected; (b) If several modes are capable of following the reference test cycle and none of those modes is a configurable start mode, the worst case mode for electric energy consumption of those modes shall be selected; (c) If several modes are capable of following the reference test cycle and at least two of those modes are a configurable start mode, the worst case mode for electric energy consumptionshall be selected from these configurable start modes. 4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Annex B1. The resulting test cycle shall be named as the applicable WLTP test cycle: (a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle, this mode shall be selected; (b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle, worst case mode for electric energy consumption of those modes shall be selected. In the case that at least two or more configurable start modes, the worst case mode for electric energy consumption shall be selected from these configurable start modes; (c) If there is no mode which allows the vehicle to follow the modified reference test cycle, the mode or modes with the highest cycle energy demand shall be identified and the worst case mode for electric energy consumption shall be selected. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 607/710Figure A8.App6/3a and Figure A8.App6/3b Selection of the driver-selectable mode for PEVs 608/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026ELI: http://data.europa.eu/eli/reg/2026/1130/oj 609/710 OJ L, 26.6.2026 ENEN OJ L, 26.6.2026 Annex B8 - Appendix 7 Fuel consumption and usable amount of hydrogen measurement of compressed hydrogen fuel cell hybrid vehicles 1. General requirements Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this appendix. At the request of the manufacturer and with approval of the responsible authority, fuel consumption may be measured using either the pressure method or the flow method. In this case, the manufacturer shall provide technical evidence that the method yields equivalent results. The pressure and flow methods are described in ISO 23828. 2. Gravimetric method Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test. 2.1. Equipment and setting 2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the original fuel tank and the fuel cell system. 2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used. 2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended value. 2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched. In the case that influence of pressure difference is expected, the manufacturer and the responsible authority shall agree whether correction is necessary or not. 2.1.5. Balance 2.1.5.1. The balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1. Table A8.App7/1 Analytical balance verification criteria Measurement system Resolution Precision Balance 0.1 g maximum ±0.02 maximum(a) (a) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation 2.1.5.2. The balance shall be calibrated in accordance with the specifications provided by the balance manufacturer or at least as often as specified in Table A8.App7/2. 610/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A8.App7/2 Instrument calibration intervals Instrument checks Interval Precision Yearly and at major maintenance 2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind barrier, shall be provided. Figure A8.App7/1 Example of instrumentation where: 1 is the external fuel supply for preconditioning 2 is the pressure regulator 3 is the original tank 4 is the fuel cell system 5 is the balance 6 is/are off-vehicle tank(s) for fuel consumption measurement 2.2. Test procedure 2.2.1. The mass of the off-vehicle tank shall be measured before the test. 2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1. 2.2.3. The test shall be conducted by fuelling from the off-vehicle tank. 2.2.4. The off-vehicle tank shall be removed from the line. 2.2.5. The mass of the tank and fuel consumed after the test shall be measured. 2.2.5.1. At the request of the manufacturer and with approval of the responsible authority, the change in weight of the hydrogen in the auxiliary line between points 2 and 4 in Figure A8.App7/1 due to changes in temperature and pressure may be taken into consideration. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 611/710EN OJ L, 26.6.2026 2.2.6. The non-balanced charge-sustaining fuel consumption FC from the measured mass before and after the test CS,nb shall be calculated using the following equation: g – g FC ¼ 1 2 × 100 CS;nb d where: FC is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100 km; CS,nb g is the mass of the tank at the start of the test, kg; 1 g is the mass of the tank at the end of the test, kg; 2 d is the distance driven during the test, km. 2.2.7. This paragraph is applicable to Level 1B and Level 2 only; Separate fuel consumption FC as defined in paragraphs 4.2.1.2.4. and 4.2.1.2.5. of this annex shall be CS,nb,p calculated for each individual phase in accordance with paragraph 2.2. of this appendix. The test procedure shall be conducted with off-vehicle tanks and connections to the vehicle fuel line which are individually prepared for each phase. 3. Usable amount of hydrogen This paragraph is only applicable for Level 1B; This test may be carried out after the fuel consumption test. 3.1 Principles Usable amount of hydrogen is defined as shown in the Figure A8/App7/2. The lower limit pressure of hydrogen tank is the pressure when the vehicle stops running because of interruption of hydrogen supply. Figure A8.App7/2 Schematic diagram of ’usable’ amount of hydrogen 612/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2 Measurement of lower limit pressure of hydrogen tank(s) The lower limit pressure of hydrogen tank(s) shall be measured. Figure A8.App7/3 Example of measuring pressure of hydrogen tank(s) 1: is the hydrogen tank(s) 2: is the pressure regulator 3: is the control valve to supply hydrogen to fuel cell system 4: is the fuel cell system 5: is the pressure sensor upstream of a pressure regulator 6: is the pressure sensor downstream of a pressure regulator In the case that a vehicle was tested for measurement of lower limit pressure of hydrogen tank(s), the lower limit pressure may be applied to vehicles that fulfil the same family of Lower limit pressure defined in paragraph 6.3.12. of this regulation. Vehicle H shall be tested when a vehicle was selected from an interpolation family as defined in paragraph 6.3.12.(b) of this regulation. 3.2.1. Units, accuracy and resolution Units, accuracy and resolution of measurements shall be as shown in Table A8.App7/3. At the request of the manufacturer and with approval of the responsible authority, the on-board pressure sensor may be used. Table A8.App7/3 Parameters, units, accuracy and resolution of measurements Parameter Units Accuracy Resolution Pressure of the hydrogen tank MPa ±1 MPa 0.1 MPa 3.2.2. Equipment and setting The pressure of the on-board hydrogen tank(s) shall be adjusted to the manufacturer’s recommended value to meet the requirement of the minimum driving time in the paragraph 3.2.5. 3.2.3. The test cell temperature at the start of the test shall be within ± 5 °C of the set point of 23 °C. The test vehicle shall be pushed onto a dynamometer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 613/710EN OJ L, 26.6.2026 3.2.4. Vehicle preparation 3.2.4.1. Soaking The test vehicle shall be soaked for a minimum of 6 hours before the test. However soaking may be omitted in following cases. — Temperature sensors of on-board tank(s) are applicable, and the temperatures are already within ±5 °C of 23 °C. — The test is carried out to follow Type 1 in the test cell where the temperature has been kept within ±5 °C of 23 °C. 3.2.4.2. When a test vehicle of this test is not used for Type 1 test of fuel consumption described in paragraph 1 and paragraph 2 of this appendix, at the request of manufacturer, run-in requirement of paragraph 2.2 of this annex and preconditioning described in paragraph 2.6.4.3. of annex B6 may be omitted. 3.2.5. Constant speed The minimum speed of the constant speed segments shall be set to 80 km/h. At the request of manufacturer and with approval of the responsible authority, a higher constant speed in the constant speed segments may be selected. The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after initiating the powertrain start procedure. The vehicle shall be driven more than 10 minutes in the constant speed segments. The pressure of the hydrogen tank(s) shall be measured at a sampling rate of a least 5 Hz. 3.2.6. Break-off criterion The break-off criterion is as follows; (a) when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for 4 consecutive seconds or more; (b) or when manufacturer declares the end of the constant speed segment. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds. 3.3. Calculation of the Usable amount of hydrogen (UAH) 3.3.1. Equation of UAH The pressure and if applicable the temperature of the hydrogen tank(s) at the end of the constant speed segment shall be employed for calculation of the usable amount of hydrogen. The usable amount of hydrogen is calculated by using the following equation: UAH = V × (ρ(P , T15 ) – ρ(P , T15 )) / 1 000 NWP LL where: UAH is the usable amount of hydrogen, expressed in kg; V is the volume of hydrogen tank(s), expressed in m3; Ρ(P , T15) is the gas density at the given pressure and temperature for 100% of SOC, g/m3; NWP P is the gas pressure at the nominal working pressure, MPa; NWP T15 is 283,15 K (15 °C) as reference temperature of the nominal working pressure; P is the lower limit pressure measured in the test, expressed in MPa. LL 614/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Nominal working pressure and volume of hydrogen tank(s) are specified by the report of Model I, Annex 1 Part 1, UN R134. The total volume is applied if multiple tanks are loaded on the vehicle. Gas density of hydrogen is determined by the following equation. � � pM 1 ρðp;TÞ¼ RT Zðp; TÞ where: ρ(p, T) is the gas density at the given pressure and temperature, g/m3; p is the pressure of the hydrogen tank at the end of the constant speed segment, MPa T is hydrogen gas temperature of the hydrogen tank. 283,15 (15 °C) in K at the end of the constant speed segment. R is the gas constant, 8.314472x 10-6in m3MPa K–1mol–1; M is the molar mass of hydrogen, 2.01588, g/mol; Z(p,T) is the compressibility factor. The Compressibility factors of hydrogen gas are listed in Table A7/2 to Annex B7. 3.3.2. Simplified approach to calculate UAH for 70MPa system When P is 70MPa, the density of hydrogen can be derived from the equations above. NWP Ρ(70MPa, 15°C) = 40.22×103(g/m3) At the request of manufacturer, the density of hydrogen of the tank(s) at the end of the constant speed segment and UAH may be derived from approximate equations as follows, ZðpLL; 15°CÞ¼1 � � g PLL × M ρðpLL; 15°CÞ¼ mol ¼ 8:4 × 102 × P ðMPaÞ LL RT UAH = V × (40.22×103– 8:4 × 102 × P ) / 1 000 LL ELI: http://data.europa.eu/eli/reg/2026/1130/oj 615/710EN OJ L, 26.6.2026 Annex B8 - Appendix 8 Determination of additional electric energy consumption values required for checking the Conformity of Production of PEVs and OVC-HEVs 1. PEVs 1.1. The following value shall be determined and used as a reference value for verifying the conformity of production: In the case that the interpolation method is applied, EC ¼ EC + K × ðEC – EC Þ DC – ind;COP DC – L;COP ind DC – H;COP DC – L;COP In the case that the interpolation method is not applied, EC ¼ EC DC – ind;COP DC – i;COP where: EC is the reference electric energy consumption of an individual vehicle for the conformity of DC – ind;COP production, Wh/km; EC is the electric energy consumption of vehicle L determined according to paragraph 1.2. of this DC – L;COP appendix, Wh/km; EC is the electric energy consumption of vehicle H determined according to paragraph 1.2. of this DC – H;COP appendix, Wh/km; EC is the electric energy consumption of vehicle i determined according to paragraph 1.2. of this DC – i;COP appendix, Wh/km; K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test ind cycle, according to paragraph 4.5.3. of this annex. 1.2. Calculation of the EC , EC and EC DC – L;COP DC – H;COP DC – i;COP EC ¼EC × AF DC – i;COP DC;first;i EC;i where: i represents – in the case the interpolation method is applied – the index L for vehicle L and the index H for vehicle H. In the case the interpolation method is not applied, index i represents the vehicle tested. EC is the aligned electric energy consumption of vehicle i based on the REESS depletion of the first DC – i;COP applicable WLTP test cycle, Wh/km; EC is average of the measured electric energy consumption of vehicle i based on the REESS depletion of DC,first,i the first applicable WLTP test cycle according to paragraph 4.3. of this annex, Wh/km; AF is the alignment factor of vehicle i according to EC,i Table A8/10 Step no.7 for the consecutive cycle Type 1 procedure or Table A8/11 Step no.6 for the shortened Type 1 test procedure 2. OVC-HEVs This paragraph shall only be applied if there is no engine start in the first cycle of the charge-depleting Type 1 test during Type Approval. In the case there is an engine start, this paragraph shall be omitted. 616/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.1. The following value shall be determined and used as a reference value for verifying the conformity of production: In the case that the interpolation method is applied, EC ¼ EC + K × ðEC – EC Þ DC – ind;CD;COP DC – L;CD;COP ind DC – H;CD;COP DC – L;CD;COP In the case that the interpolation method is not applied, EC ¼ EC DC – ind;CD;COP DC – i;CD;COP where: EC is the reference charge-depleting electric energy consumption of an individual vehicle for the DC – ind;CD;COP conformity of production, Wh/km; EC is the charge-depleting electric energy consumption of vehicle L determined according to DC – L;CD;COP paragraph 2.2. of this appendix, Wh/km; EC is the charge-depleting electric energy consumption of vehicle H determined according to DC – H;CD;COP paragraph 2.2. of this appendix, Wh/km; EC is the charge-depleting electric energy consumption of vehicle i determined according to DC – i;CD;COP paragraph 2.2. of this appendix, Wh/km; K is the interpolation coefficient for the considered individual vehicle for the applicable WLTP ind test cycle, according to paragraph 4.5.3. of this annex. 2.2. Calculation of the EC EC and EC DC – L;CD;COP DC – H;CD;COP DC – i;CD;COP EC ¼EC × AF DC – i;CD;COP DC – i;CD;first EC;AC;CD;i where: i represents – in the case the interpolation method is applied – the index L for vehicle L and the index H for vehicle H. In the case the interpolation method is not applied, index i represents the vehicle tested. EC is the aligned charge-depleting electric energy consumption based on the REESS depletion of DC – i;CD;COP the first applicable WLTC test cycle, Wh/km; EC is average of the measured charge-depleting electric energy consumption of vehicle i based on DC – i;CD;first the REESS depletion of the first applicable WLTC test cycle according to paragraph 4.3. of this annex, Wh/km; AF is the alignment factor of vehicle i EC,AC,CD,i where EC For Level 1A and 4-phase WLTP test in Level 2AF ¼ AC;CD;declared;i EC;AC;CD;i EC AC;CD;ave;i where EC is the declared charge-depleting electric energy consumption of vehicle i according to AC,CD,declared,i Table A8/8 Step no. 14, Wh/km; EC is the average of the measured charge-depleting electric energy consumption of vehicle i AC,CD,ave,i according to Table A8/8 Step no. 13, Wh/km; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 617/710EN OJ L, 26.6.2026 For Level 1B and 3-phase WLTP test in Level 2 EC AF ¼ deci EC;AC;CD;i EC ave;i where EC is the declared electric energy consumption of vehicle i of the charge-depleting Type 1 test dec,i according to Table A8/9 Step no. 8, Wh/km; EC is the average of the measured electric energy consumption of vehicle i of the charge-depleting ave,i Type 1 test according to Table A8/9 Step no. 8, Wh/km. 618/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex B8 - Appendix 9 Calculation of cycle energy demand REESS (CED ) REESS Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time sample points. The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing E over the i corresponding cycle time between t +1 and t according to the following equation: start end E¼ ∑tend E tstart + 1 i where: F × d if F >0 E ¼ i i i i η T E ¼ F × d × η if F ≤ 0 i i i R i and: t is the time at which the applicable test cycle or phase starts (see paragraph 3. of Annex B1), s; start t is the time at which the applicable test cycle or phase ends (see paragraph 3. of Annex B1), s; end E is the energy demand during time period (i-1) to (i), Ws; i F is the driving force during time period (i-1) to (i), N; i d is the distance travelled during time period (i-1) to (i), m. i � � 2 v + v ðv + v Þ F ¼f + f × i i – 1 + f × i i – 1 + ð1:03 × TMÞ × a i 0 1 2 2 4 i where: F is the driving force during time period (i-1) to (i), N; i v is the target velocity at time t, km/h; i i TM is the test mass, kg; a is the acceleration during time period (i-1) to (i), m/s2; i f , f , f are the road load coefficients for the test vehicle under consideration (TM , TM or TM ) in N, N/km/h and 0 1 2 L H ind in N/(km/h)2respectively. η is the average recuperation efficiency for electric energy transfer from the wheel into the battery in the R applicable WLTP test cycle and WLTP City test cycle. A default value of 0.85 shall be used. η is the average traction efficiency for electric energy transfer from the battery to the wheel in the applicable T WLTP test cycle and WLTP City test cycle. A default value of 0.90 shall be used. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 619/710EN OJ L, 26.6.2026 ANNEX B9 Determination of method equivalency This annex is applicable to Level 1A only; 1. General requirement Upon request of the manufacturer, other measurement methods may be approved by the responsible authority if they yield equivalent results in accordance with paragraph 1.1. of this annex. The equivalence of the candidate method shall be demonstrated to the responsible authority. 1.1. Decision on equivalency A candidate method shall be considered equivalent if the accuracy and precision is equal to or better than the reference method. 1.2. Determination of equivalency The determination of method equivalency shall be based on a correlation study between the candidate and the reference methods. The methods to be used for correlation testing shall be subject to approval by the responsible authority. The basic principle for the determination of accuracy and precision of candidate and reference methods shall follow the guidelines in ISO 5725 Part 6 Annex 8 "Comparison of alternative Measurement Methods". 1.3. Implementation requirements (RESERVED) 620/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX B10 Laboratory test for pure electric range ratio at low temperature for Pure Electric Vehicles 1. Introduction This annex describes the procedure for undertaking the low temperature test to verify the pure electric range of PEVs. The tests shall be carried out according to the method described in this annex. Unless stated otherwise, all requirements in this annex shall apply to vehicles with and without driver-selectable modes. The low temperature test shall consist of vehicle operation on a chassis dynamometer on the applicable 4-phase WLTC. Depending on the requested Level, the calculation of the final results and the declaration shall be taken from the following table: Calculation of final results and Level Driven WLTC for low temperature test declaration 1A 4 phases 1B 3 phases 4 phases 1C 4 phases 2 3 phases and 4 phases 2. General requirements 2.1. Units, accuracy and resolution of electric parameters Units, accuracy and resolution of measurements shall be as shown in Table A8/1 of paragraph 1.1. of Annex B8. 2.2. Rounding of test results The requirements of paragraph 1.3.1. of Annex B8 shall apply to the low temperature test as applicable for PEV. K shall be rounded to four places of decimal according to paragraph 6.1.8. of this Regulation. PER,WLTC,LT 2.3. Vehicle classification The requirements of paragraphs 1.4. to 1.4.2.1. of Annex B8 shall apply to the low temperature test. For the low temperature test the same applicable cycle shall be applied as for the Type 1 test, with respect to downscaling and capped speed, if applicable. 2.4. PEVs with manual transmissions The vehicles shall be driven according to the technical gear shift indicator, if available, or according to instructions incorporated in the manufacturer's handbook. 2.5. The requirements of paragraph 3.1. of Annex B8 shall apply to the low temperature test with the exception of paragraphs 3.1.1.5., 3.1.1.6. and 3.1.2. In addition, the requirements of paragraph 2.5.1. of this annex shall also apply. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 621/710EN OJ L, 26.6.2026 2.5.1. Electric current of all REESSs and the electric voltage of all REESSs shall be determined according to Appendix 3 to Annex B8. 3. Run-in of test vehicle The vehicle tested according to this annex shall be presented in good technical condition and shall be run-in in accordance with the manufacturer’s recommendations. In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced. PEVs shall have been run-in at least 300 km or one full charge distance, whichever is longer. 4. Low temperature test requirementsa The low temperature test shall be undertaken according to the definitions, requirements and tests set out in paragraphs 3 and 6.10. of this Regulation. Paragraphs 4.1. to 5. of this annex specify the amendments that shall apply to the requirements of Annexes B4, B5 and B8 of this Regulation. 4.1. Road load and dynamometer settingaFor the vehicle to be tested, the chassis dynamometer load setting determined according to paragraph 8.1.4. or paragraph 8.2.3.3. of Annex B4 using the tyres which are fitted to the low temperature test vehicle, shall be modified as specified in paragraphs 4.1.1. to 4.1.3.1. 4.1.1. The chassis dynamometer setting A* and B* shall be the same as those determined for the test at 23 °C, as d d specified in paragraphs 8.1.4. or 8.2.3.3. of Annex B4. The chassis dynamometer coefficient C* shall be d-Tlow adapted in accordance with the following equation: C* = C* + (f – f ) d-Tlow d 2-Tlow 2 and f = f * (T + 273)/(T + 273) 2-TLow 2 0 low where: C* is the dynamometer coefficient for the vehicle derived at 23 °C d f is the second order road load coefficient, at reference conditions, N/(km/h)2; 2 T is the road load reference temperature as specified in paragraph 3.2.10. of this Regulation, C, 0 T is the low temperature test temperature, -7 °C. low To perform this adaptation, the same set of tyres shall be fitted to the test vehicle for the setting of the chassis dynamometer at 23 °C as used for the setting of the chassis dynamometer at the temperature -7 °C. 4.1.2. At the request of the manufacturer and approval of the approval authority the chassis dynamometer coefficient A* , B* and C* from a chassis dynamometer in a different test cell at 23 °C may be used as a basis for the d d d setting of the chassis dynamometer at the temperature of -7 °C, as specified in paragraph 4.1.1. of this annex. This shall only be allowed if the manufacturer has demonstrated equivalency between the respective chassis dynamometers and if parasitic losses between the respective chassis dynamometers have been taken into account (e.g. if they are compensated by the dynamometer control system). The equivalency shall be demonstrated on the same vehicle and under the same test conditions within an accuracy of +/-10 N on all reference speed points. This demonstration shall be repeated after major maintenance on either of the chassis dynamometers. 622/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.1.3. The low temperature test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. 4.1.3.1. Prior to any vehicle operation on a dynamometer in the context of this annex, tyre pressures shall be adjusted to the same pressure as applied for the setting of the chassis dynamometer at 23 °C. 4.2. Test EquipmenttThe specifications for test equipment as set out in paragraphs 1. to 2.4.3. of Annex B5 shall apply for the purposes of this annex.tThe requirements of paragraph 2.2. of Annex B6 shall apply to the low temperature test as applicable for PEV testing with the amendments specified in paragraphs 4.2.1. to 4.2.4. of this annex. 4.2.1. The test cell shall have a temperature set point of -7 °C. The tolerance of the actual value shall be within ± 5 °C. The air temperature shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0.1 Hz. 4.2.2. Paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6, shall not apply to the low temperature test. 4.2.3. The temperature set point of the soak area, specified in paragraph 2.2.2.2. of Annex B6, shall be -7 °C for the low temperature test. 4.2.4. The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle. The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow. The air flows in the soak area shall be low to avoid unintended forced cooling. 5 Low temperature test conditions and test procedure 5.1. Overview The requirements in paragraph 2.1. to 2.1.2. of Annex B6 shall apply to the low temperature test, as applicable for PEV testing. 5.2. Test vehicle 5.2.1. General The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be recorded. In selecting the test vehicle, the manufacturer and the approval authority shall agree which vehicle model is representative for the low temperature range family for PEVs. The vehicle to be tested shall be representative of the family for which the low temperature test data are determined, as described in paragraph 6.10.1. of this Regulation. 5.2.2. Selection of parent vehicle At least one vehicle representative of the type is selected as parent. In case of a low temperature range family, as set out in paragraph 6.10.1., is agreed by the approval authority, the vehicle representing the parent is the vehicle of the low temperature range family expected to produce the lowest pure electric range ratio (K ) under low ambient temperature conditions as described in this PER,WLTC,LT annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 623/710EN OJ L, 26.6.2026 The approval authority may conclude that the worst-case K of the family can best be characterized by PER,WLTC,LT testing additional vehicles. In this case, the manufacturer shall submit the appropriate information to determine the vehicles within the family likely to have the lowest K . PER,WLTC,LT 5.3. Dynamometer settings 5.3.1. Dynamometer settings shall be determined according to paragraph 4.1. of this annex. 5.3.2. Dynamometer operation 5.3.2.1. The chassis dynamometer shall be warmed up in accordance with the dynamometer manufacturer’s recommendations, or as appropriate, so that the frictional losses of the dynamometer are stabilised. The low temperature test shall be started no later than 30 minutes after: (a) The completion of dynamometer warm up; or (b) After an applicable WLTC cycle has been performed by another vehicle on that dynamometer. 5.3.2.2. If frictional losses of the dynamometer can be stabilised without warming the dynamometer, the test can start following the dynamometer manufacturer’s recommendations. The manufacturer shall provide documentation on the validation of the systems upon request of the approval authority. 5.4. Vehicle settings 5.4.1. The requirements of paragraphs 5.4.1.1. to 5.4.1.3. inclusive of this annex shall apply to the low temperature test. All other auxiliary devices shall be switched off or deactivated during dynamometer operation. 5.4.1.1. Thermal Comfort System setting The vehicle's interior Thermal Comfort system shall be operated by adjusting the comfort setting as indicated in following paragraphs. From the end of the preconditioning cycle until the end of the low temperature test, the vehicle cabin shall not be heated by any external heating device. 5.4.1.1.1. The temperature control shall be set to 22 °C within 0-9 seconds after the start of the first applicable WLTC. For vehicles with a thermal comfort system not allowing the selection of 22 °C, maximum heat shall be set within 0-9 seconds after the start of the first applicable WLTC. This setting shall remain unchanged for the whole test procedure. If there are multiple auto modes, and one of them is a predominant mode, this mode shall be selected. If there are multiple auto modes and two or more of them are configurable start modes, the worst-case mode for electric energy consumption within those configurable start auto modes shall be selected. 5.4.1.1.2. The blower speed control system shall be set to the auto mode within 0-9 seconds after the start of the first applicable WLTC. If no auto mode is available, the blower speed control system shall be set as follows: The fan speed control shall be set to the minimum setting, above the setting where the fan is switched off, within 0-9 seconds after the start of the test. After second 100 and before second 105 of the test, fan speed shall be set to maximum setting. After second 987 and before second 992 of the test, the fan speed shall be reduced to the minimum setting, not being the setting where the fan is switched off. 624/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.4.1.1.3. The airflow direction control shall be set to the auto mode within 0-9 seconds after the start of the first applicable WLTC. If no auto mode is available, the airflow direction control shall be set to the feet compartment and to the front windscreen. If that setting is not available, the airflow direction control shall be set to the front windscreen. 5.4.1.1.4. The air recirculation control shall be set to the auto mode within 0-9 seconds after the start of the first applicable WLTC. If no auto mode is available, it shall be set to the recirculation off position. 5.4.1.1.5. Air Conditioning control button, if present, shall be pressed to set to the ON position within 0-9 seconds after the start of the first applicable WLTC. 5.4.1.1.6. Multiple-zone systems For vehicles that have separate (left & right) driver and front passenger controls, all temperature and blower controls shall be set as described in paragraphs 5.4.1.1.1. and 5.4.1.1.2. of this annex. Rear Thermal Comfort Systems, if available, shall be set to the OFF position. 5.4.1.1.7. Assessment of activation of Thermal comfort The approval authority shall verify that the thermal comfort system is representative of serial production intent and operating as intended during the test. The approval authority may request the manufacturer to install a measurement device for the duration of the test at a designated location to record the warm-up profile as evidence for the verification. 5.4.1.2. Passing-beam (dipped-beam) headlamps shall be switched ON within 0-9 seconds after the start of the test. If the vehicle is equipped with an automatic activation system for dipped-beam headlamps without user selectable settings, actions shall be taken to simulate driving in the hours of darkness (i.e. sufficient to activate at least the dipped beam headlamps). The lights shall remain ON during the test. 5.4.1.3. If the vehicle is equipped with an electrically heated system(s) to defrost (rear window and/or windscreen), these systems shall be switched on within 0-9 seconds after the start of the first test. If switch off is manually controlled, after second 987 and before second 992 of the test, the system shall be switched off. 5.5. Dynamometer and vehicle operation The requirements of paragraphs 2.4.2.1.1. to 2.4.4. of Annex B6 shall apply to the low temperature test, with the exception of paragraph 2.4.3. Paragraph 2.4.5. of Annex B6 shall be replaced with the requirements of paragraph 4.1.3.1. of this annex. 5.6. Preliminary testing cycles Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits but only prior to the soak before preconditioning defined in paragraph 5.7.2. of this annex. 5.7. Test vehicle preconditioning 5.7.1. Vehicle preparation The state of charge of the REESS shall be set according to the manufacturer’s recommendation in order to fulfil the preconditioning requirement described in paragraph 5.7.4.4. The setting of the state of charge of the REESS may be performed at unrestricted conditions. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 625/710EN OJ L, 26.6.2026 5.7.1.1. Tyre pressures The tyre pressure of the driving wheels shall be set in accordance with paragraph 4.1.3.1. of this annex. 5.7.2. Soak before preconditioning (precond-soak) 5.7.2.1. Vehicles shall be kept in an area with ambient conditions as specified in paragraph 4.2.3. of this annex for a minimum of 9 hours and a maximum of 36 hours before preconditioning. This time shall be referred as t and shall be recorded. precond-soak-PEV 5.7.2.2. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. 5.7.2.3. The REESS shall not be charged during this soak period. 5.7.2.4. The heating and cooling system shall not be manually activated during the soak period. A thermal comfort preconditioning function, if available, shall not be activated during this soak. 5.7.3. Transfer from soak to preconditioning In the case that the vehicle is exposed to a temperature higher than -4 °C, the transfer between the soak area and the test cell shall be undertaken as quickly as possible, without any unjustified delay and for no longer than 20 minutes. 5.7.4. Preconditioning 5.7.4.1 Test cell Temperature During preconditioning, the test cell temperature shall be the same as defined for the low temperature test (paragraph 4.2.1. of this annex). At the start of the preconditioning test, the test cell shall have a temperature set point of -7 °C and the tolerance of the actual value shall be within ± 3 °C. During preconditioning, the tolerance of the actual value shall be within ± 5 °C. 5.7.4.2. The test vehicle shall be placed on a dynamometer without the electric motor operating. 5.7.4.3. The dynamometer load shall be set according to paragraphs 4.1. to this annex. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. 5.7.4.4. Operating the vehicle The requirements of paragraph 2.6.4. of Annex B6 shall apply to the low temperature test, with the exception of paragraphs 2.6.4.1.2. and paragraph 2.6.4.3. which shall not apply. The REESS shall be discharged at the constant speed defined in paragraph 5.9.6.2. of this annex until the break- off criterion is reached as specified in paragraph 3.4.4.2.3. of Annex B8. Cumulative distance driven should not exceed 50 km before the break-off criterion is reached. 5.7.4.5. Use of the transmission The requirements of paragraph 2.4. of this annex shall apply to the low temperature test. 626/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.7.4.6. Driver-selectable modes For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to Annex B8. 5.7.4.7. Data required, quality control The requirements of paragraph 2.6.8. of Annex B6 shall apply to the low temperature test with the exception of paragraphs 2.6.8.3.1.5. and 2.6.8.5. which shall not apply. 5.8. Transfer from preconditioning to soak In case that during the transfer from the preconditioning to the soak area the vehicle is exposed to a temperature higher than -4 °C, the transfer between the soak area and the test cell shall be undertaken as quickly as possible, without any unjustified delay and for no longer than 20 minutes. 5.8.1. Soak after preconditioning and before test (test-soak) 5.8.1.1. The thermal comfort preconditioning function, if available, shall not be activated during this soak and charge. 5.8.1.2. After preconditioning and before testing, the vehicle shall be kept in a soak area with the ambient conditions described in paragraph 4.2.3. of this annex. 5.8.1.3. The vehicle shall be soaked for a minimum of 12 hours and a maximum of 36 hourswith the motor compartment cover opened or closed. 5.8.1.3.1. The vehicle shall be connected to the grid and start REESS charging using the normal charging procedure as defined in paragraph 1. of Appendix 2 within 1 hour after the end of preconditioning. Soak and charge shall continue until the end-of-charge criterion described in paragraph 1. of Appendix 2 is reached but not less than 12 hours. The vehicle shall remain connected to the grid up to the end of the soak and charge period. This soak time shall be referred as t and shall be recorded. soak-PEV 5.8.2. Transfer from soak to low temperature test cell During the transfer, a stabilised vehicle shall not receive any unjustified exposures to temperatures outside the temperature tolerance -7 °C ± 3 °C. If that is unavoidable, the vehicle shall be stabilised before the start of the test procedure by keeping it at an ambient temperature of -7 °C ± 3 °C for at least six times as long as the vehicle was exposed to temperatures outside the temperature tolerance. The transfer from the soak area to the test cell shall be undertaken as quickly as possible, without any unjustified delay with a maximum of 1 hour between charge completion end of soak and start of the test procedure. 5.9. Low temperature test The test sequence for the PEV low temperature test procedure, as described in paragraphs 5.7.1. to 5.7.2., 5.9.1. to 5.9.3. and 5.9.4. to 5.9.6. of this annex as well as the corresponding REESS state of charge profile, are shown in Figure B10. App1/1 in Appendix 1 to this annex. The test cell temperature at the start of the test shall be within ±3 °C of the set point of -7 °C. 5.9.1. The test shall be carried out with a fully charged REESS according to the charging requirements as described in paragraph 1. of Appendix 2 to this annex. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 627/710EN OJ L, 26.6.2026 5.9.2. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to Annex B8. 5.9.3. Setting of Auxiliary Devices The requirements for auxiliary devices shall be those specified in paragraph 5.4. of this annex. 5.9.4. The PEV low temperature test procedure shall start within 1 hour after completion of the test-soak as defined in paragraph 5.8.1. of this annex and shall be performed in accordance with paragraph 5.9.6. of this annex. As a manufacturer option, in agreement with the approval authority it is allowed to expand the 1 hour requirement. 5.9.5. Break-off criterion The requirements of paragraph 3.4.4.2.3. of Annex B8 shall apply to the low temperature test. 5.9.6. Speed trace The PEV low temperature test procedure consists of one dynamic segment (DS), followed by one constant speed segment (CSS) as shown in Figure B10/1. Figure B10/1 PEV Low Temperature test procedure speed trace 5.9.6.1. Dynamic segment The dynamic segment consists of (3) applicable WLTP test cycles (WLTC) in accordance with paragraph 1.4.2.1. of Annex B8. 5.9.6.2. Constant speed segment The constant speed shall be the same speed as that of the Type 1 test according to paragraph 3.4.4.2.1.2. (a) of Annex B8. 5.9.7. Breaks Breaks for the driver and/or operator are permitted but limited to between the first and second WLTC and constant speed segment CSS. A break between the first WLTC and second WLTC cycle shall not be more than 3 minutes. A break during the CSS shall not be more than 5 minutes in accordance with paragraph 3.4.4.2.1.3. of Annex B8 for the CSS driven distance. During a break the ignition may be turned off. 628/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6. Calculation of pure lectric range (PER ) at low temperature and pure electric range ratio at low WLTC,LT temperature (K ) for pure electric vehicles. PER,WLTC,LT 6.1. The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire considered period. The post-processing calculations are provided in Table A10/1. 6.1.1. The pure electric range for the applicable WLTP test cycle PER for PEVs shall be calculated from the PEV WLTC,LT low temperature test procedure as described in paragraphs 5.9.4. to 5.9.7. of this annex using the following equations: UBE PER ¼ LT WLTC;LT EC DC;WLTC;LT where: PER is the pure electric range at low temperature for the applicable WLTC test cycle for WLTC,LT PEVs, km; UBE is the usable REESS energy at low temperature determined from the beginning of the PEV LT low temperature test procedure until the break-off criterion as defined in paragraph 5.9.5. of this annex is reached, Wh; EC is the weighted electric energy consumption at low temperature for the applicable WLTP DC,WLTC,LT test cycle of DS of the PEV low temperature test procedure, Wh/km. and UBE ¼∑k ΔE LT j¼1 REESS;LT:j where: ΔE is the electric energy change of all REESSs during phase j of the PEV low temperature test REESS;LT;j procedure, Wh; j is the index number of the phase considered of the PEV low temperature test procedure; k is the number of phases driven from the beginning up to and including the phase where the break-off criterion is reached of the PEV low temperature test procedure; and EC ¼ ∑nWLTC;LTEC x K DC;WLTC;LT j¼1 DC;WLTC;LT;j WLTC;LT;j where: EC is the electric energy consumption for the applicable WLTP test cycle where the first DC,WLTC,LT,j applicable WLTP test cycle of DS is indicated as j = 1, the second applicable WLTP test cycle of DS is indicated as j = 2, the third applicable WLTP test cycle of DS is indicated as j = 3 of the PEV low temperature test procedure according to paragraphs 5.9.4. to 5.9.7. of this annex, calculated according to paragraph 4.3. of Annex B8, Wh/km; K is the weighting factor for the applicable WLTP test cycle of DS of the PEV low WLTC,LT,j temperature test procedure; j is the index number of the applicable WLTP test cycle of the PEV low temperature test procedure; n is the whole number of complete applicable WLTP test cycles driven of the PEV low WLTC,LT temperature test procedure ELI: http://data.europa.eu/eli/reg/2026/1130/oj 629/710EN OJ L, 26.6.2026 and: where: K is the weighting factor for the applicable jth WLTP test cycle of DS of the PEV low WLTC,LT,j temperature test procedure; ΔE is the electric energy change of all REESSs during the applicable jthWLTP test cycle of the REESS;WLTC;LT;j PEV low temperature test procedure, Wh. 6.1.2. For individual vehicles within the same low temperature family The following ratio shall be calculated and applied to final test result determined in step 10 of Table A8/10 to Annex B8 in the case of the consecutive cycle Type 1 test procedure or determined in step 9 of Table A8/11 to Annex B8 in the case of the shortened Type 1 test procedure for individual vehicle low temperature results. PER = K * PER WLTC,LT,ind PER,WLTC,LT,dec WLTC,Type1,ind Where: PER is the low temperature pure electric range for individual vehicles within the low WLTC,LT,ind temperature range family, in km K is the declared low temperature pure electric range ratio of the low temperature range PER,WLTC,LT,dec family. The lowest PER ratio, K , of the family members belonging to the same low PER,WLTCLT,dec temperature range family shall be declared in the information document (Annex A1). The manufacturer shall submit the appropriate information to the low temperature family report how the lowest PER ratio has been determined, if required. PER is the Type 1 pure electric range for individual vehicles within the corresponding low WLTC,Type1,ind temperature range family, in km 6.1.3. Low temperature pure electric range ratio calculation K = PER / PER PER,WLTC,LT, WLTC,LT,ave WLTC,Type1,ave where: PER is the average pure electric range (PER ) of the parent vehicle determined WLTC,Type1,ave WLTC,ave according to the output of step 10 of Table A8/10 to Annex B8 in case of the consecutive cycle Type 1 test procedure or determined according to the output of step 6 of Table A8/11 to Annex B8 in case of the shortened Type 1 test procedure , km PER is the average pure electric range of the parent vehicle determined according to WLTC,LT,ave Table A10/1 of this Annex, km 630/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Table A10/1 Low temperature pure electric range ratio and pure electric range calculation for individual vehicles Step Source Input Process Output no. Calculate values of the low temperature test UBE Low according to paragraph 6.1.1. of this LT K 1 temperature E Annex. WLTC,LT,j REESS,LT,j EC test results Output available for each low temperature DC,WLTC,LT PER test. WLTC,LT Calculate the arithmetic average in case of more than one low temperature test. 2 Step 1 PER PER WLTC,LT In case only one test is available WLTC,LT,ave PER = PER WLTC,LT,ave WLTC,LT Annex B8, Table A8/10, step 7 for CCP Or PER Calculate the low temperature range ratio WLTC,Type1,ave 3 Annex B8, K PER,WLTC,LT,according to paragraph 6.1.3. K PER,WLTC,LT Table of this Annex. A8/11, step 6 for STP Step 2 PER WLTC,LT,ave Pass/Fail decision according to paragraph 7. K 4 Step 3 PER,WLTC,LT Of this Annex. Declaration shall be done K K PER,WLTC,LT,dec PER,WLTC,LT,dec with four decimal places. Step 4 K Application of the declared worst case PER PER,WLTC,LT,dec ratio on an individual Type 1 range to Annex B8, determine the individual low temperature Table range according to 6.1.2. of this Annex. A8/10, step 5 10 for CCP PER WLTC,LT,ind Or PER WLTC,Type1,ind Annex B8, Table A8/11, step 9 for STP 7. Method for pass / fail criteria decision The pure electric range ratio K declared by the manufacturer for a low temperature family in the PER,WLTC,LT,dec information document shall be accepted if it does not differ by more than + 4 per cent from the value(s) measured by the technical service on the vehicle submitted for testing. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 631/710Annex B10 - Appendix 1 REESS state of charge profile 1. Test sequences PEV PEV low temperature test procedure (Figure B10.App1/1) Figure B10.App1/1 PEV low temperature test sequence 632/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj EN OJ L, 26.6.2026EN OJ L, 26.6.2026 Annex B10 - Appendix 2 REESS charging conditions for low temperature testing of PEVs 1. Application of a normal charge Normal charging is the transfer of electricity to an electrified vehicle with a power of less than or equal to 22 kW. Where there are several possible methods to perform a normal AC charge (e.g. cable, induction, etc.), the charging procedure via cable shall be used. Where there are several AC charging power levels available, the highest normal charging power shall be used. An AC charging power lower than the highest normal AC charging power may be selected if recommended by the manufacturer and by approval of the approval authority. 1.1. The REESS shall be charged at an ambient temperature as specified in paragraph 4.2.3. of this annex with the on-board charger if fitted. The vehicle shall be connected to the mains within 60 minutes after the preconditioning. The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 1.2. of this appendix, is reached. In the following cases, a charger recommended by the manufacturer and using the charging pattern prescribed for normal charging shall be used if: (a) No on-board charger is fitted, or (b) The charging time exceeds the maximum soaking time defined in paragraph 5.8.1.3. of this annex. The procedures in this paragraph exclude all types of special charges that could be automatically or manually initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test, a special charge procedure has not occurred. 1.2. End-of-charge criterion The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is fully charged. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 633/710EN OJ L, 26.6.2026 Annexes Part C The annexes in Annexes Part C describe the procedures for determining the durability of batteries for electrified vehicles, the Type 4 and Type 5 test procedures, and provisions regarding On-Board Diagnostics (OBD). 634/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX C1 Battery Durability This Annex applies to PEVs or OVC-HEVs which have an originally installed battery as defined in this Regulation. 1. Requirements 1.1. State-of-Certified Range and State-of Certified Energy (SOCR and SOCE) monitors 1.1.1. The manufacturer shall install SOCR and SOCE monitors that operate during the life of the vehicle. The SOCR monitor shall maintain an estimate of the state of certified range (on-board SOCR), and the SOCE monitor shall maintain an estimate of the state of certified energy (on-board SOCE). The manufacturer shall determine the algorithms by which on-board SOCR and on-board SOCE are determined for the vehicles they produce. The manufacturer shall update the on-board SOCR and SOCE with sufficient frequency as to maintain the necessary degree of accuracy during all normal vehicle operation. The on-board SOCR and SOCE shall have at least a resolution of 1 part in 100 and be rounded to the nearest whole number from 0 to 100 when used for verification. 1.1.2. The manufacturer shall make available the parameters defined in Appendix 1 to this Annex. The parameters shall be calculated and scaled according to the standards referred to in paragraph 6.5.3.2. (a) or (e) or (f) or (g) of Appendix 1 to Annex C5 and shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2. (c) of Appendix 1 to Annex C5 and shall comply with paragraph 5. of Appendix 5 to this Regulation. 1.1.3. For the purposes of consumer information, the manufacturer shall make easily available to the owner of the vehicle the most recently determined value of the SOCE monitor via at least one appropriate method. The method for the customer values shall be determined in agreement with the authorities. For example: (a) dashboard indicator; (b) infotainment system; (c) remote access (such as via mobile-phone applications). The SOCE value for the purpose of consumer information shall have a resolution of 1 part in 100 as the nearest whole number from 0 to 100. 1.2. Battery Performance Requirements The battery durability requirements of this Regulation are defined in terms of Minimum Performance Requirements (MPRi), which represent minimum allowable values for SOCE and SOCR at specific points in the lifetime of the vehicle. Vehicles falling under the categories of OVC-HEVs and PEVs shall meet both of the Minimum Performance Requirements in Tables 1 and 2 below. The MPRs may differ depending on the category of the vehicle and type of propulsion. Table 1 Battery Energy based (SOCE) MPR Vehicle age/km for category M in the scope of this Regulation OVC-HEV PEV From start of life to 5 years or 100,000 km, whichever comes first 80 per cent 80 per cent Vehicles more than 5 years or 100,000 km, and up to whichever comes 72 per cent 72 per cent first of 8 years or 160,000 km ELI: http://data.europa.eu/eli/reg/2026/1130/oj 635/710EN OJ L, 26.6.2026 Vehicle age/km for category N in the scope of this Regulation OVC-HEV PEV From start of life to 5 years or 100,000 km, whichever comes first 75 per cent 75 per cent Vehicles more than 5 years or 100,000 km, and up to whichever comes 67 per cent 67 per cent first of 8 years or 160,000 km Table 2 Range based (SOCR) MPR Vehicle age/km for category M in the scope of this Regulation OVC-HEV PEV From start of life to 5 years or 100,000 km, whichever comes first (Reserved) (Reserved) Vehicles more than 5 years or 100,000 km, and up to whichever comes (Reserved) (Reserved) first of 8 years or 160,000 km Vehicle age/km for category N in the scope of this Regulation OVC-HEV PEV From start of life to 5 years or 100,000 km, whichever comes first (Reserved) (Reserved) Vehicles more than 5 years or 100,000 km, and up to whichever comes (Reserved) (Reserved) first of 8 years or 160,000 km SOCR monitors shall be installed and their values monitored. A manufacturer may elect to declare a Declared Performance Requirement (DPRi) having an SOCE and/or SOCR value that is higher than that of the corresponding MPR. The DPRi shall then replace the MPRi for the purposes of determining compliance by that manufacturer. The manufacturer shall ensure that batteries installed in vehicles comply with the rules specified in paragraph 4.3. of Annex 5 of UN Regulation No. 83 for the MPRi (or DPRi if applicable). At the request of the manufacturer and for vehicles designed with V2X or for Category N vehicles used for non- traction purposes, the equivalent virtual distance calculated following the equation below will be reported by each vehicle. � � total discharge energy during V2X and for non – traction purposes1 ðWhÞ Virtual distance ðkmÞ¼ (1) worst case certified energy consumption of PART B family ðWh=kmÞ Where: “worst case certified energy consumption Part B family” means the worst case certified energy consumption of a Part B family, as defined in paragraph 6.11.1.2. of this Regulation, which needs to be provided according to Appendix 2 of this annex. At the option of the manufacturer, instead of using the worst case certified energy consumption value of the Part B family, , as defined in paragraph 6.11.1.2.of this Regulation, the manufacturer may be allowed to use any higher energy consumption value. (1) Virtual distance for non-traction purposes to be accounted only for Category N vehicles. 636/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The virtual distance value shall comply with the accuracy specified in paragraph 5.2. of Annex 5 of UN Regulation No. 83 for the virtual distance verification. The total distance used for confirming the compliance with the minimum performance requirements will consist of the sum of the distance driven and the virtual distance. The total virtual distance shall be recorded and monitored. 1.3. The vehicle manufacturer shall demonstrate compliance with paragraph 1.1. and 1.2. by using the following procedure during type approval. 1.3.1. Monitor Requirement and its accuracy The Technical Service shall check the accessibility of the parameters defined in Appendix 1 to this Annex and shall confirm the technical explanation and/or technical evidence provided by the vehicle manufacture to comply the SOCE accuracy defined in paragraph 3.1.3. to Annex 5 of the UN Regulation No.83 09 series. 1.3.2. Battery Performance Requirements The Technical Service shall confirm the technical explanation and/or technical evidence provided by the vehicle manufacture to comply the MPRs defined in paragraph 4.3. to Annex 5 of UN Regulation No. 83 - 09 series. 1.3.3. Reported Virtual Distance Requirements This paragraph is only required if the manufacturer is requesting to apply the equivalent virtual distance option. Technical Service shall confirm the reported virtual distance to comply with the virtual distance accuracy defined in paragraph 5.2. of Annex 5 of UN Regulation No. 83 - 09 series. 1.4. This paragraph is applicable to Level 1A only: As an alternative to the requirements of paragraph 1.3., the vehicle manufacturer may declare the compliance defined in paragraphs 1.1. and 1.2. during Type Approval. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 637/710EN OJ L, 26.6.2026 Annex C1 - Appendix 2 Values to be read from vehicles The manufacturer shall make available the following values to be read visually or via the on-board network: 1. On board SOCE value [%] 2. On board SOCR value [%] 3. Virtual distance (1)[km] 4. Energy throughput (lifetime) [kWh] 5. Total discharge energy in V2X (1)(lifetime ,if applicable) [kWh] 6. Total discharge energy for non-traction purposes (lifetime) (1)[kWh], only applicable for category N vehicles and if requested by the manufacturer 7. Elapsed time since battery SOC last increased by more than 50 percentage points [days] 8. Average battery temperature while propulsion system is active (lifetime) [°C] 9. Average battery temperature during charging (lifetime) [°C] 10. Average battery temperature during non-usage of the vehicles (lifetime) (1)[°C] For Level 1A and Level 2 only: 11. Odometer [km] For Level 1B and Level 2 only: 12. Total distance travelled (lifetime) defined in Appendix 5 [km] 13. Part B family identifier 638/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex C1 - Appendix 3 Determination of Performance Parameter during Part A verification of SOCE/SOCR monitors Test Procedure 1. General For the calculation of SOCE and SOCR according to paragraph 3.1.2. of Annex 5 of UN measured measured Regulation No. 83, the measured and certified values of usable battery energy (UBE) and electric range (PER for PEVs and EAER for OVC-HEVs) are required: — UBE and UBE measured certified — Range and Range measured certified This appendix describes the determination of these parameters in case of WLTP, in paragraph 2. for PEVs and in paragraph 3. for OVC-HEVs and sets out the requirements for which measurements need to be performed and which certified values need to be applied for a vehicle selected in the Part A verification procedure defined in paragraph 3. of Annex 5 of UN Regulation No. 83. For the purposes of this appendix, for PEVs the term ’battery‘ includes not only REESS used mainly for traction purposes, but also all other REESSs. 2. Performance parameters for PEVs 2.1. UBE for PEVs 2.1.1. Measured UBE values for PEVs Parameters Explanation UBE Shortened Test Procedure (STP) Consecutive Cycle Procedure (CCP) measured UBE value shall be determined according to UBE value shall be determined according to Annex B8, Table A8/11 Step no. 1. Annex B8, Table A8/10 Step no. 1. No rounding shall be applied on UBE . measured 2.1.2. Certified UBE values for PEVs Parameters Explanation UBE Shortened Test Procedure (STP) Consecutive Cycle Procedure (CCP) certfied UBE is the adjusted measured usable UBE is the adjusted measured usable certified certified battery energy (UBE) of the vehicle at battery energy (UBE) of the vehicle at certification: certification: UBE ¼UBE � AF UBE ¼UBE � AF certified measured@TA PER certified measured@TA PER where: where: UBE is the measured usable UBE is the measured usable measured@TA measured@TA battery energy according battery energy according to Annex B8, Table to Annex B8, Table A8/10 A8/11 Step no.1 at Step no.1 at certification. In certification. In the case the case of more than one ELI: http://data.europa.eu/eli/reg/2026/1130/oj 639/710EN OJ L, 26.6.2026 Parameters Explanation of more than one test test (number of tests), the (number of tests), the determined UBE values determined UBE values shall be averaged. shall be averaged. AF is the adjustment factor PER AF is the adjustment factor determined according to PER determined according to Annex B8, Table A8/10 Annex B8, Table A8/11 Step no. 7. Step no. 6. UBE shall be rounded according to paragraph 6.1.8. of this Regulation: certfied — To the nearest whole number if the unit is Wh — To three significant numbers if the unit is kWh In the case the interpolation method is applied, UBE shall be determined by selecting certified — The maximum UBE *AF) amongst vehicle H and vehicle L; measured 2.2. Range for PEVs 2.2.1. Measured Range values for PEVs Parameters Explanation Shortened Test Procedure (STP) Consecutive Cycle Procedure (CCP) Range value (PER ) shall be determined Range value (PER ) shall be determined WLTC WLTC Range according to Annex B8, Table A8/11, Step according to Annex B8, Table A8/10, step measured no. 4. no. 5. No rounding shall be applied on Range . measured 2.2.2. Certified Range values for PEVs Parameters Explanation Shortened Test Procedure (STP) Consecutive Cycle Procedure (CCP) Range value (PER ) according to Annex Range value (PER ) according to Annex WLTC WLTC Range B8, Table A8/11 Step no.6. or 9†. B8, Table A8/10 Step no.7. or 10†. certified Range shall be rounded to the nearest whole number according to paragraph 6.1.8. of certified this Regulation. Note: †depending on whether the interpolation method is applied or not 640/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3. Performance parameters for OVC-HEVs 3.1. UBE for OVC-HEVs 3.1.1. Measured UBE values for OVC-HEVs Parameters Explanation UBE UBE shall be the usable battery energy calculated as follows: measured measured UBE ¼UBE – ðΔE – ΔE Þ measured measured;nc REESS;CC;nc REESS;CC;ave Where: UBE is the non-corrected usable battery energy of the charge-depleting measured,nc test, (Wh); ΔE is the non-corrected electric energy change of the confirmation REESS;CC;nc cycle, Wh; ΔE is the average electric energy change of the confirmation cycle, (Wh); REESS;CC;ave CC means confirmation cycle as defined in UN-R154 Annex 8, paragraph 3.2.4.4. The correction with the average electric energy change in the confirmation cycle is required as the break-off criterion, according to Annex B8, paragraph 3.2.4.5., allows a toggling around the absolute reference level. The correction shall compensate for this effect and is visualized in the following figures: ELI: http://data.europa.eu/eli/reg/2026/1130/oj 641/710EN OJ L, 26.6.2026 Parameters Explanation The required input parameter UBE is calculated as follows: measured,nc n UBE ¼ ∑ ΔE measured;nc REESS;i i¼1 where: ΔE is the measured electric energy change of battery i, (Wh); REESS;i i is the index number of the considered battery; n is the total number of batteries; and: 1 tend ΔE ¼ × ∫ UðtÞ × IðtÞ dt REESS;i 3600 REESS;i REESS;i t0 where: UðtÞ is the voltage of battery i, V; REESS;i IðtÞ is the electric current of battery i, A; REESS;i t is the time at the beginning of the charge-depleting test, s; 0 t is the time at the end of the confirmation cycle of the charge-depleting end test, s; 1 is the conversion factor from Ws to Wh. 3600 The required input parameter ΔE is calculated as follows: REESS;CC;ave n ΔE ¼ ∑ ΔE REESS:CC;ave REESS;avg;i;CC i¼1 Where: ΔE is the average of the measured electric energy change of battery iduring REESS;avg;i;CC the confirmation cycle, (Wh); i is the index number of considered battery; n is the total number of batteries; and � � ΔE REESS;avg;i;CC¼ 361 00 × t end;CC –1 t start;CC × ∫t te stn ad r; tC ;CC C ∫t tstart;CCU REESS;iðτÞ × I REESS;iðτÞdτ dt where: U ðtÞ is the voltage of battery i, in V REESS;i I ðtÞ is the current of battery i, in A REESS;i t is the time at the beginning of the confirmation cycle of the charge-depleting start,CC test, s; t is the time at the end of the confirmation cycle of the charge-depleting test, s; end,CC 1 is the conversion factor from Ws to Wh. 3600 CC means confirmation cycle as defined in Annex B8, paragraph 3.2.4.4. No rounding shall be applied on UBE . measured 642/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.1.2. Certified UBE values for OVC-HEVs Parameters Explanation UBE UBE is the adjusted measured usable battery energy (UBE) of the vehicle at certified certified certification: UBE ¼UBE � AF certified measured@TA OVC – HEV Where: UBE is the measured usable battery energy at certification according to measured@TA paragraph 3.1.1. of this appendix, Wh; AF is the adjustment factor determined as described below. OVC – HEV At the option of the Contracting Party, one out of the following two adjustment factors shall be selected: — Adjustment factor 1: EC AF ¼ measured@TA OVC – HEV EC certified where: EC is the electric energy consumption EC according to Annex B8, certified AC.CD Table A8/8, Step no. 14 at certification, Wh/km; EC is the measured electric energy consumption EC according to measured@TA AC,CD Annex B8, Table A8/8, Step no. 13 at certification. Wh/km. — Adjustment factor 2: EC AF ¼ measured@TA OVC:HEV EC certified where: EC is EC according to Annex B8, Table A8/9, Step no. 8 at certification, certified Wh/km; EC is measured EC according to Annex B8, Table A8/9, Step no. 7 at measured@TA certification. Wh/km. UBE shall be rounded according to paragraph 7 of this Regulation: certfied — To the nearest whole number if the unit is Wh — To three significant numbers if the unit is kWh In the case the interpolation method is applied, UBE shall be determined by certified selecting: — The maximum (UBE *AF) amongst vehicle H and vehicle L and (if applicable) measured vehicle M. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 643/710EN OJ L, 26.6.2026 3.2. Range for OVC-HEVs 3.2.1. Measured range values for OVC-HEVs Parameters Explanation Range Range is the measured equivalent all-electric range as defined in the equation measured measured below: � � EAER ¼ M CO2;CS – M CO2;CD;avg × R measured M CO2;CS cdc where: M is the arithmetic average charge-depleting CO mass emission CO2,CD,avg 2 according to Annex B8, Paragraph 4.4.4.1., g/km; M is the charge-sustaining CO mass emission according to Annex B8, CO2,CS 2 Table A8/5 Step no. 5, g/km; R is the measured length of the charge-depleting test according to CDC Annex B8, Table A8/8, Step no. 3, km; No rounding shall be applied on Range . measured 3.2.2. Certified range values for OVC-HEVs Parameters Explanation Range Range (EAER) according to UN Regulation No. 154, Series of amendments 02 or certified certified later, Annex B8, Table A8/9 Step no. 8 or 9†at certification. Range shall be rounded to the nearest whole number according to paragraph 6.1.8. certified of this Regulation. Note: †depending on whether the interpolation method is applied or not 644/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX C2 (Reserved) ELI: http://data.europa.eu/eli/reg/2026/1130/oj 645/710EN OJ L, 26.6.2026 ANNEX C3 Type 4 test Determination of evaporative emissions from vehicles with engines fuelled with petrol Type 4 test procedures and test conditions 1. Introduction This annex provides the method to determine the levels of evaporative emission from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation. 2. Technical requirements 2.1. The procedure includes the evaporative emissions test and two additional tests, one for the ageing of carbon canisters, as described in paragraph 5.1. of this annex, and one for the permeability of the fuel tank system, as described in paragraph 5.2. of this annex. The evaporative emissions test (Figure C3/4) determines hydrocarbon evaporative emissions as a consequence of diurnal temperature fluctuations and hot soaks during parking. 2.2. In the case that the fuel system contains more than one carbon canister, all references to the term "carbon canister" in this annex will apply to each carbon canister. 3. Vehicle The vehicle shall be in good mechanical condition and have been run-in and driven at least 3,000 km before the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle used for certification shall be recorded. The evaporative emission control system shall be connected and functioning correctly during the run-in period. The aged carbon canister shall not be installed during the run-in period. A carbon canister aged according to the procedure described in paragraphs 5.1. to 5.1.3.1.3. inclusive of this annex shall not be installed until the start of the fuel drain and refill procedure specified in paragraph 6.5.1. of this annex. 4. Test equipment, calibration requirements and intervals Unless stated otherwise in this paragraph, equipment used for testing shall be calibrated before its initial use and at appropriate service intervals thereafter. An appropriate service interval shall be either equipment manufacturer recommendation or according to good engineering practice. 4.1. Chassis dynamometer The chassis dynamometer shall meet the requirements of paragraphs 2. to 2.4.2. inclusive of Annex B5. 4.2. Evaporative emission measurement enclosure The evaporative emission measurement enclosure shall be a gas-tight rectangular measuring chamber able to contain the vehicle under test. The vehicle shall be accessible from all sides and the enclosure when sealed shall be gas-tight in accordance with paragraph 4.2.3.3. of this annex. The inner surface of the enclosure shall be impermeable and non-reactive to hydrocarbons. The temperature conditioning system shall be capable of controlling the internal enclosure air temperature to follow the prescribed temperature versus time profile throughout the test, and an average tolerance of 1 °C over the duration of the test. 646/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The control system shall be tuned to provide a smooth temperature pattern that has a minimum of overshoot, hunting, and instability about the desired long-term ambient temperature profile. Interior surface temperatures shall not be less than 5 °C nor more than 55 °C at any time during the diurnal emission test. Wall design shall be such as to promote good dissipation of heat. Interior surface temperatures shall not be below 20 °C, nor above 52 °C for the duration of the hot soak rest. To accommodate the volume changes due to enclosure temperature changes, either a variable-volume or fixed- volume enclosure may be used. 4.2.1. Variable-volume enclosure The variable-volume enclosure expands and contracts in response to the temperature change of the air mass in the enclosure. Two potential means of accommodating the internal volume changes are movable panel(s), or a bellows design, in which an impermeable bag or bags inside the enclosure expand(s) and contracts(s) in response to internal pressure changes by exchanging air from outside the enclosure. Any design for volume accommodation shall maintain the integrity of the enclosure as specified in paragraph 4.2.3. of this annex over the specified temperature range. Any method of volume accommodation shall limit the differential between the enclosure internal pressure and the barometric pressure to a maximum value of ±0.5 kPa. The enclosure shall be capable of latching to a fixed volume. A variable volume enclosure shall be capable of accommodating a +7 per cent change from its "nominal volume" (see paragraph 4.2.3.1.1. of this annex), taking into account temperature and barometric pressure variation during testing. 4.2.2. Fixed-volume enclosure The fixed-volume enclosure shall be constructed with rigid panels that maintain a fixed enclosure volume, and meet the requirements below. 4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air at a low, constant rate from the enclosure throughout the test. An inlet flow stream may provide make-up air to balance the outgoing flow with incoming ambient air. Inlet air shall be filtered with activated carbon to provide a relatively constant hydrocarbon level. Any method of volume accommodation shall maintain the differential between the enclosure internal pressure and the barometric pressure between 0 and -0.5 kPa. 4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the inlet and outlet flow streams with a resolution of 0.01 gram. A bag sampling system may be used to collect a proportional sample of the air withdrawn from and admitted to the enclosure. Alternatively, the inlet and outlet flow streams may be continuously analysed using an on-line FID analyser and integrated with the flow measurements to provide a continuous record of the mass hydrocarbon removal. 4.2.3. Calibration of the enclosure 4.2.3.1. Initial determination of internal volume of the enclosure 4.2.3.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows: The internal dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing struts. The internal volume of the chamber is determined from these measurements. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 647/710EN OJ L, 26.6.2026 For variable-volume enclosures, the enclosure shall be latched to a fixed volume when the enclosure is held at an ambient temperature of 30 °C or at the choice of the manufacturer 29 °C. This nominal volume shall be repeatable within ±0.5 per cent of the reported value. 4.2.3.1.2. The net internal volume is determined by subtracting 1.42 m3 from the internal volume of the chamber. Alternatively the volume of the test vehicle with the luggage compartment and windows open may be used instead of the 1.42 m3. 4.2.3.1.3. The chamber shall be checked as in paragraph 4.2.3.3. of this annex. If the propane mass does not correspond to the injected mass to within ±2 per cent, then corrective action is required. 4.2.3.2. Determination of chamber background emissions This operation determines that the chamber does not contain any materials that emit significant amounts of hydrocarbons. The check shall be carried out at the enclosure's introduction to service, after any operations in the enclosure which may affect background emissions and at a frequency of at least once per year. 4.2.3.2.1. Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in paragraph 4.2.3.1.1. of this annex, ambient temperatures shall be maintained at 35 °C ± 2 °C, or at the choice of the manufacturer 36 °C ± 2 °C, throughout the 4-hour period mentioned below. 4.2.3.2.2. Fixed volume enclosures shall be operated with the inlet and outlet flow streams closed. Ambient temperatures shall be maintained at 35 °C ± 2 °C, or at the choice of the manufacturer 36 °C ± 2 °C, throughout the 4-hour period mentioned below. 4.2.3.2.3. The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the 4-hour background sampling period begins. 4.2.3.2.4. The analyser (if required) shall be calibrated, then zeroed and spanned. 4.2.3.2.5. The enclosure shall be purged until a stable hydrocarbon reading is obtained, and the mixing fan turned on if not already on. 4.2.3.2.6. The chamber is then sealed and the background hydrocarbon concentration, temperature and barometric pressure are measured. These are the initial readings C , P, T used in the enclosure background calculation. HCi i i 4.2.3.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours. 4.2.3.2.8. At the end of this time the same analyser is used to measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings C , P, T HCf f f. 4.2.3.2.9. The change in mass of hydrocarbons in the enclosure shall be calculated over the time of the test in accordance with paragraph 4.2.3.4. of this annex and shall not exceed 0.05 g. 648/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.2.3.3. Calibration and hydrocarbon retention test of the chamber The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in paragraph 4.2.3.1. of this annex and also measures any leak rate. The enclosure leak rate shall be determined at the enclosure's introduction to service, after any operations in the enclosure which may affect the integrity of the enclosure, and at least monthly thereafter. If six consecutive monthly retention checks are successfully completed without corrective action, the enclosure leak rate may be determined quarterly thereafter as long as no corrective action is required. 4.2.3.3.1. The enclosure shall be purged until a stable hydrocarbon concentration is reached. The mixing fan is turned on, if not already switched on. The hydrocarbon analyser is zeroed, calibrated if required, and spanned. 4.2.3.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal volume position. On fixed- volume enclosures the outlet and inlet flow streams shall be closed. 4.2.3.3.3. The ambient temperature control system is then turned on (if not already on) and adjusted for an initial temperature of 35 °C, or at the choice of the manufacturer 36 °C. 4.2.3.3.4. When the enclosure stabilises at 35 °C ± 2 °C, or at the choice of the manufacturer 36 °C ± 2 °C, the enclosure is sealed and the background concentration, temperature and barometric pressure measured. These are the initial readings C , P, T used in the enclosure calibration. HCi i i 4.2.3.3.5. A quantity of approximately 4 grams of propane is injected into the enclosure. The mass of propane shall be measured to an accuracy and precision of ±2 per cent of the measured value. 4.2.3.3.6. The contents of the chamber shall be allowed to mix for five minutes and then the hydrocarbon concentration, temperature and barometric pressure are measured. These are the readings C , P, T for the calibration of the HCf f f enclosure as well as the initial readings C , P, T for the retention check. HCi i i 4.2.3.3.7. Based on the readings taken according to paragraph 4.2.3.3.4. and 4.2.3.3.6. of this annex and the formula in paragraph 4.2.3.4. of this annex, the mass of propane in the enclosure is calculated. This shall be within ±2 per cent of the mass of propane measured in paragraph 4.2.3.3.5. of this annex. 4.2.3.3.8. For variable-volume enclosures the enclosure shall be unlatched from the nominal volume configuration. For fixed-volume enclosures, the outlet and inlet flow streams shall be opened. 4.2.3.3.9. The process is then begun by cycling the ambient temperature from 35 °C to 20 °C and back to 35 °C, or at the choice of the manufacturer 35.6 °C to 22.2 °C and back to 35.6 °C, over a 24-hour period according to the profile, or the alternative profile, specified in paragraph 6.5.9. of this annex within 15 minutes of sealing the enclosure. (Tolerances as specified in paragraph 6.5.9.1. of this annex.) 4.2.3.3.10. At the completion of the 24-hour cycling period, the final hydrocarbon concentration, temperature and barometric pressure are measured and recorded. These are the final readings C , P, T for the hydrocarbon HCf f f retention check. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 649/710EN OJ L, 26.6.2026 4.2.3.3.11. Using the formula in paragraph 4.2.3.4. of this annex, the hydrocarbon mass is then calculated from the readings taken in paragraphs 4.2.3.3.6. and 4.2.3.3.10. of this annex. The mass may not differ by more than 3 per cent from the hydrocarbon mass given in paragraph 4.2.3.3.7. of this annex. 4.2.3.4. Calculations The calculation of net hydrocarbon mass change within the enclosure is used to determine the chamber's hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and barometric pressure are used to calculate the mass change. The calculation shall be undertaken in accordance with the equation in either paragraph 7.1. or alternatively paragraph 7.1.1. of this annex, using the following value for V. V is the net enclosure volume, m3. 4.3. Analytical systems The analytical systems shall meet the requirements of paragraphs 4.3.1. to. 4.3.3. of this annex. Continuous measuring of hydrocarbons is not mandatory unless the fixed volume type enclosure is used. 4.3.1. Hydrocarbon analyser 4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of the FID type. Sample gas shall be drawn from the mid-point of one side wall or roof of the chamber and any bypass flow shall be returned to the enclosure, preferably to a point immediately downstream of the mixing fan. 4.3.1.2. The hydrocarbon analyser shall have a response time to 90 per cent of final reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of full scale at zero and at 80 ± 20 per cent of full scale over a 15-minute period for all operational ranges. 4.3.1.3. The repeatability of the analyser expressed as one standard deviation shall be better than ±1 per cent of full scale deflection at zero and at 80 ± 20 per cent of full scale on all ranges used. 4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution over the measurement, calibration and leak checking procedures. 4.3.2. Hydrocarbon analyser data recording system 4.3.2.1. The hydrocarbon analyser shall be fitted with a device to record electrical signal output either by strip chart recorder or other data processing system at a frequency of at least once per minute. The recording system shall have operating characteristics at least equivalent to the signal being recorded and shall provide a permanent record of results. The record shall show a positive indication of the beginning and end of the hot soak or diurnal emission test (including beginning and end of sampling periods along with the time elapsed between start and completion of each test). 4.3.3. Checking of FID hydrocarbon analyser 4.3.3.1. Detector response optimisation The FID shall be adjusted as specified by the instrument manufacturer. Propane in air should be used to optimise the response on the most common operating range. 650/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.3.3.2. Calibration of the hydrocarbon analyser The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 6.2. of Annex B5 of this Regulation. Each of the normally used operating ranges are calibrated in accordance with paragraphs 4.3.3.2.1. to 4.3.3.2.4. of this annex. 4.3.3.2.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating range. The nominal concentration of the calibration gas with the highest concentrations to be at least 80 per cent of the full scale. 4.3.3.2.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial degree is greater than 3, then the number of calibration points shall be at least the number of the polynomial degree plus 2. 4.3.3.2.3. The calibration curve shall not differ by more than 2 per cent from the nominal value of each calibration gas. 4.3.3.2.4. Using the coefficients of the polynomial derived from paragraph 5 of Annex B5, a table of indicated reading against true concentration shall be drawn up in steps of no greater than 1 per cent of full scale. This is to be carried out for each analyser range calibrated. The table shall also contain other relevant data such as: (a) Date of calibration, span and zero potentiometer readings (where applicable); (b) Nominal scale; (c) Reference data of each calibration gas used; (d) The actual and indicated value of each calibration gas used together with the percentage differences; (e) FID fuel and type; (f) FID air pressure. 4.3.3.2.5. If it can be shown to the satisfaction of the responsible authority that alternative technology (e.g. computer, electronically controlled range switch) can give equivalent accuracy, then those alternatives may be used. 4.4. Temperature recording system The temperature recording system shall meet the requirements of paragraphs 4.4.1. to 4.4.5. of this annex. 4.4.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value. The measuring points are extended approximately 0.1 m into the enclosure from the vertical centre line of each side wall at a height of 0.9 ± 0.2 m. 4.4.2. The temperatures of the fuel tank(s) are recorded by means of the sensor positioned in the fuel tank as in paragraph 6.1.1. of this annex in the case of use of the gasoline canister load option (paragraph 6.5.5.3. of this annex). 4.4.3. Temperatures shall, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute. 4.4.4. The accuracy of the temperature recording system shall be within ±1.0 K and the temperature shall be capable of being resolved to ±0.4 K. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 651/710EN OJ L, 26.6.2026 4.4.5. The recording or data processing system shall be capable of resolving time to ±15 seconds. 4.5. Pressure recording system The pressure recording system shall meet the requirements of paragraphs 4.5.1. to 4.5.3. 4.5.1. The difference Δp between barometric pressure within the test area and the enclosure internal pressure shall, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute. 4.5.2. The accuracy of the pressure recording system shall be within ±0.3 kPa and the pressure shall be capable of being resolved to ±0.025 kPa. 4.5.3. The recording or data processing system shall be capable of resolving time to ±15 seconds. 4.6. Fans The fans shall meet the requirements of paragraphs 4.6.1. and 4.6.2. of this annex. 4.6.1. By the use of one or more fans or blowers with the Sealed Housing Evaporative Determination (SHED) door(s) open, it shall be possible to reduce the hydrocarbons concentration in the chamber to the ambient hydrocarbon level. 4.6.2. The chamber shall have one or more fans or blowers of like capacity 0.1 to 0.5 m3/sec. with which to thoroughly mix the atmosphere in the enclosure. It shall be possible to attain an even temperature and hydrocarbon concentration in the chamber during measurements. The vehicle in the enclosure shall not be subjected to a direct stream of air from the fans or blowers. 4.7. Calibration gases The gases shall meet the requirements of paragraphs 4.7.1. and 4.7.2. of this annex. 4.7.1. The following pure gases shall be available for calibration and operation: Purified synthetic air: (purity < 1 ppm C equivalent, 1 ≤1 ppm CO, ≤ 400 ppm CO , ≤ 0.1 ppm NO; 2 oxygen content between 18 and 21 per cent by volume). Hydrocarbon analyser fuel gas: defined in paragraph 6.1.2.4. of Annex B5 to this Regulation or (40 ± 2 per cent hydrogen, and balance helium with less than 1 ppm C equivalent hydrocarbon, less than 400 ppm CO ), 1 2 Propane (C H ): 99.5 per cent minimum purity. 3 8 Butane (C H ): 98 per cent minimum purity. 4 10 Nitrogen (N ): defined in paragraph 6.1.2.1. of Annex B5 to this Regulation or 98 per cent minimum 2 purity. 4.7.2. Calibration and span gases shall be available containing mixtures of propane (C H ) and purified synthetic air. 3 8 The true concentrations of a calibration gas shall be within 2 per cent of the stated figures. The accuracy of the diluted gases obtained when using a gas divider shall be to within ±2 per cent of the true value. The concentrations specified in paragraphs 4.2.3. and 4.3.3. of this annex may also be obtained by the use of a gas divider using synthetic air as the dilutant gas. 652/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.8. Carbon canister weighing scale for depressurisation puff loss overflow measurement The carbon canister weighing scale shall have an accuracy of ±0.02 g. 4.9. Fuel tank heating (applicable for gasoline canister load option only) 4.9.1. The fuel in the vehicle tank(s) shall be heated by a controllable source of heat; for example a heating pad of 2,000 W capacity is suitable. The heating system shall apply heat evenly to the tank walls beneath the level of the fuel so as not to cause local overheating of the fuel. Heat shall not be applied to the vapour in the tank above the fuel. 4.9.2. The tank heating device shall make it possible to heat the fuel in the tank evenly by 14 °C from 16 °C within 60 minutes, with the temperature sensor position as in paragraph 4.9.3. of this annex. The heating system shall be capable of controlling the fuel temperature to ±1.5 °C of the required temperature during the tank heating process. 4.9.3. The fuel tank of the vehicle shall, without introducing any leaks, be equipped with a temperature sensor to enable the temperature to be measured at the mid-point of the fuel in the fuel tank when filled to 40 per cent of its capacity. 5. Procedure for carbon canister bench ageing and PF determination 5.1. Carbon canister bench ageing Before performing the hot soak and diurnal losses sequences, the carbon canister shall be aged according to the procedure described in Figure C3/1. Figure C3/1 Carbon canister bench ageing procedure 5.1.1. Ageing through exposure to temperature cycling The carbon canister shall be cycled between temperatures from -15 °C to 60 °C in a dedicated temperature enclosure with 30 minutes of stabilisation at -15 °C and 60 °C. Each cycle shall last 210 minutes (see Figure C3/2). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 653/710EN OJ L, 26.6.2026 The temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the carbon canister. The cycle shall be repeated 50 times consecutively. In total, this procedure lasts 175 hours. Figure C3/2 Temperature conditioning cycle 5.1.2. Ageing through exposure to vibration Following the temperature ageing procedure, the carbon canister shall be shaken vertically with the carbon canister mounted as per its orientation in the vehicle with an overall Grms (root mean square acceleration) > 1.5 m/sec2with a frequency of 30 ±10 Hz. The test shall last 12 hours. 5.1.3. Ageing through exposure to fuel vapour and determining BWC300 5.1.3.1. Ageing shall consist of repeatedly loading with fuel vapour and purging with laboratory air. 5.1.3.1.1. After temperature and vibration ageing, the carbon canister shall be further aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this annex and nitrogen or air with a 50 ±15 per cent fuel vapour volume. The fuel vapour fill rate shall be 60 ±20 g/h. The carbon canister shall be loaded to 2 gram breakthrough. Alternatively, loading shall be considered to be completed when the hydrocarbon concentration level at the vent outlet reaches 3,000 ppm. 5.1.3.1.1.1.The market fuel used for this test shall fulfil the same requirements as a reference fuel with respect to: (a) Density at 15 °C; (b) Vapour pressure; 654/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 (c) Distillation (70 °C, 100 °C, 150 °C); (d) Hydrocarbon analysis (olefins, aromatics, benzene only); (e) Oxygen content; (f) Ethanol content. 5.1.3.1.2. The carbon canister shall be purged between 5 and 60 minutes after loading with 25 ±5 litres per minute of emission laboratory air until 300 bed volume exchanges are reached. 5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this annex shall be repeated 300 times after which the carbon canister shall be considered to be stabilised. 5.1.3.1.4. The procedure to measure the butane working capacity (BWC) with respect to the evaporative emission family in paragraph 6.6.3. of this Regulation shall consist of the following. (a) The stabilised carbon canister shall be loaded to 2 gram breakthrough and subsequently purged a minimum of 5 times. Loading shall be performed with a mixture composed of 50 per cent butane and 50 per cent nitrogen by volume at a rate of 40 grams butane per hour. (b) Purging shall be performed according to paragraph 5.1.3.1.2. of this annex. (c) The BWC shall be recorded after each loading. (d) BWC300 shall be calculated as the average of the last 5 BWCs. 5.1.3.2. If the aged carbon canister is provided by a supplier, the vehicle manufacturer shall inform the responsible authority in advance of the ageing process to enable the witnessing of any part of that process. 5.1.3.3. The manufacturer shall provide the responsible authority a test report including at least the following elements: (a) Type of activated carbon; (b) Loading rate; (c) Fuel specifications. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 655/710EN OJ L, 26.6.2026 5.2. Determination of the PF of the fuel tank system (see Figure C3/3) Figure C3/3 Determination of PF 5.2.1. The fuel tank system representative of a family shall be selected and mounted on a rig in a similar orientation as in the vehicle. The tank shall be filled to 40 ±2 per cent of its nominal capacity with reference fuel at a temperature of 18 °C ±2 °C. The rig with the fuel tank system shall be placed in a room with a controlled temperature of 40 °C ±2 °C for 3 weeks. 5.2.2. At the end of the third week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over the first 24-hour period of the procedure described in paragraph 6.5.9. of this annex. The fuel vapour in the tank shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be recorded as HC . 3W 656/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 5.2.3. The rig with the fuel tank system shall be placed again in a room with a controlled temperature of 40 °C ±2 °C for the remaining 17 weeks. 5.2.4. At the end of the seventeenth week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over a first period of 24 hours of the procedure described according to paragraph 6.5.9. of this annex. The fuel tank system shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be recorded in this case as HC . 20W 5.2.5. The PF is the difference between HC and HC in g/24h calculated to 3 significant digits using the following 20W 3W equation: PF¼HC – HC 20w 3W 5.2.6. If the PF is determined by a supplier, the vehicle manufacturer shall inform the responsible authority in advance of the determination to allow witness check in the supplier’s facility. 5.2.7. The manufacturer shall provide the responsible authority with a test report containing at least the following: (a) A full description of the fuel tank system tested, including information on the type of tank tested, whether the tank is metal, monolayer non-metal or multilayer, and which types of materials are used for the tank and other parts of the fuel tank system; (b) The weekly mean temperatures at which the ageing was performed; (c) The HC measured at week 3 (HC ); 3W (d) The HC measured at week 20 (HC ); 20W (e) The resulting permeability factor (PF). 5.2.8. As an alternative to paragraphs 5.2.1. to 5.2.7. inclusive of this annex, a manufacturer using multilayer tanks or metal tanks may choose to use an Assigned Permeability Factor (APF) instead of performing the complete measurement procedure mentioned above: APF multilayer/metal tank = 120 mg /24 h Where the manufacturer chooses to use an APF, the manufacturer shall provide the responsible authority with a declaration in which the type of tank is clearly specified as well as a declaration of the type of materials used. 6. Test procedure for the measurement of hot soak and diurnal losses 6.1. Vehicle preparation The vehicle shall be prepared in accordance with paragraphs 6.1.1. and 6.1.2. of this annex. At the request of the manufacturer and with approval of the responsible authority, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) may be reduced to typical vehicle background levels before testing (e.g. baking of tyres at temperatures of 50 °C or higher for appropriate periods, baking of the vehicle, draining washer fluid). For a sealed fuel tank system, the vehicle carbon canisters shall be installed so that access to carbon canisters and connection/disconnection of carbon canisters can be done easily. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 657/710EN OJ L, 26.6.2026 6.1.1. The vehicle shall be mechanically prepared before the test as follows: (a) The exhaust system of the vehicle shall not exhibit any leaks. Openings in the exhaust system designed to remove condensate as described in paragraph 2.4.3. of Annex B6 shall be sealed prior to the test; (b) The vehicle may be steam-cleaned before the test; (c) In the case of use of the gasoline canister load option (paragraph 6.5.5.3. of this annex) the fuel tank of the vehicle shall be equipped with a temperature sensor to enable the temperature to be measured at the mid-point of the fuel in the fuel tank when filled to 40 per cent of its capacity; (d) Additional fittings, adapters or devices may be fitted to the fuel system in order to allow a complete draining of the fuel tank. For this purpose it is not necessary to modify the shell of the tank; (e) The manufacturer may propose a test method in order to take into account the loss of hydrocarbons by evaporation coming only from the fuel system of the vehicle. 6.1.2. The vehicle is taken into the test area where the ambient temperature is between 20 and 30 °C. 6.2. Mode selections and gear shift prescriptions 6.2.1. For vehicles with manual shift transmissions, the gear shift prescriptions specified in Annex B2 shall apply. 6.2.2. In the case of pure ICE vehicles, the mode shall be selected according to Annex B6. 6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected according to Appendix 6 to Annex B8. 6.2.4. Upon request of the responsible authority, the selected mode may be different from that described in paragraphs 6.2.2. and 6.2.3. of this annex. 6.3. Test conditions The tests included in this annex shall be performed using the test conditions specific to interpolation family vehicle H with the highest cycle energy demand of all the interpolation families included in the evaporative emission family being considered. Otherwise, at the request of the responsible authority, any cycle energy representative of a vehicle in the family may be used for the test. 6.4. Flow of the test procedure The test procedure for non-sealed and sealed tank systems shall be followed according to the flow chart described in Figure C3/4. The sealed fuel tank systems shall be tested with one of 2 options. One option is to test the vehicle with one continuous procedure. Another option, called the 'stand-alone test procedure', is to test the vehicle with two separate procedures which will allow repeating the dynamometer test and the diurnal tests without repeating the tank depressurisation puff loss overflow test and the depressurisation puff loss measurement. 658/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure C3/4 Test procedure flow charts ELI: http://data.europa.eu/eli/reg/2026/1130/oj 659/710EN OJ L, 26.6.2026 6.5. Continuous test procedure for non-sealed fuel tank systems 6.5.1. Fuel drain and refill The fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal capacity. 6.5.2. Soak Within 5 minutes after completing the fuel drain and refill, the vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ±3 °C. 6.5.3. Preconditioning drive The vehicle shall be placed on a chassis dynamometer and driven over the following phases of the cycle described in Annex B1: (a) For Class 1 vehicles: low, medium, low, low, medium, low (b) For Class 2 and 3 vehicles: low, medium, high, medium. For OVC-HEVs, the preconditioning drive shall be performed under the charge-sustaining operating condition as defined in paragraph 3.3.6. of this Regulation. Upon the request of responsible authority, any other mode may be used. 6.5.4. Fuel drain and refill Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with test fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal capacity. 6.5.5. Soak Within five minutes of completing fuel drain and refill, the vehicle shall be parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ±3 °C. During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. of this annex may be performed either in the order of first paragraph 6.5.5.1. followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may also be performed simultaneously. 6.5.5.1. REESS charge For OVC-HEVs, the REESS shall be fully charged according to the charging requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8. 6.5.5.2. Carbon canister loading The carbon canister aged according to the sequence described in paragraph 5.1. to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram breakthrough according to the procedure described in paragraph 6.5.5.2.1. of this annex. One of the methods specified in paragraphs 6.5.5.3. and 6.5.5.4. of this annex shall be used to precondition the evaporative canister. For vehicles with multiple canisters, each canister shall be preconditioned separately. 6.5.5.2.1. Canister emissions are measured to determine breakthrough. Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams. 660/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.5.5.2.2. Breakthrough may be verified using the evaporative emission enclosure as described in paragraphs 6.5.5.3. and 6.5.5.4. of this annex. Alternatively, breakthrough may be determined by using an auxiliary evaporative canister connected downstream of the vehicle's canister. The auxiliary canister shall be well purged with dry air prior to loading. 6.5.5.2.3. The measuring chamber shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber air mixing fan(s) shall be switched on at this time. The hydrocarbon analyser shall be zeroed and spanned immediately before the test. 6.5.5.3. Canister loading with repeated heat builds to breakthrough 6.5.5.3.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. 6.5.5.3.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 10 to 14 °C to 40 ± 2 per cent of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle shall be fitted at this point. 6.5.5.3.3. Within one hour of being refuelled the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. The fuel tank temperature sensor is connected to the temperature recording system. A heat source shall be properly positioned with respect to the fuel tank(s) and connected to the temperature controller. The heat source is specified in paragraph 4.9. of this annex. In the case of vehicles fitted with more than one fuel tank, all the tanks shall be heated in the same way as described below. The temperatures of the tanks shall be identical to within ±1.5 °C. 6.5.5.3.4. The fuel may be artificially heated to the starting diurnal temperature of 20 °C ± 1 °C. 6.5.5.3.5. When the fuel temperature reaches at least 19 °C, the following steps shall be taken immediately: the purge blower shall be turned off; enclosure doors closed and sealed; and measurement initiated of the hydrocarbon level in the enclosure. 6.5.5.3.6. When the fuel temperature of the fuel tank reaches 20 °C a linear heat build of 15 °C begins. The fuel shall be heated in such a way that the temperature of the fuel during the heating conforms to the function below to within ±1.5 °C. The elapsed time of the heat build and temperature rise is recorded. T = T + 0.2333 x t r o Where: T = required temperature (K), r T = initial temperature (K), o t = time from start of the tank heat build in minutes. 6.5.5.3.7. As soon as break-through occurs or when the fuel temperature reaches 35 °C, whichever occurs first, the heat source is turned off, the enclosure doors unsealed and opened, and the vehicle fuel tank cap(s) removed. If break-through has not occurred by the time the fuel temperature 35 °C, the heat source is removed from the vehicle, the vehicle removed from the evaporative emission enclosure and the entire procedure outlined in paragraph 6.6.1.2. of this annex repeated until breakthrough occurs. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 661/710EN OJ L, 26.6.2026 6.5.5.4. Butane loading to breakthrough 6.5.5.4.1. If the enclosure is used for the determination of the break-through (see paragraph 6.5.5.2.2. of this annex) the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. 6.5.5.4.2. The evaporative emission canister shall be prepared for the canister loading operation. The canister shall not be removed from the vehicle, unless access to it in its normal location is so restricted that loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. 6.5.5.4.3. The canister is loaded with a mixture composed of 50 per cent butane and 50 per cent nitrogen by volume at a rate of 40 grams butane per hour. 6.5.5.4.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off. 6.5.5.4.5. The evaporative emission canister shall then be reconnected and the vehicle restored to its normal operating condition. 6.5.6. Dynamometer test The test vehicle shall be pushed onto a dynamometer and shall be driven over the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this annex. OVC-HEVs shall be operated in charge-depleting operating condition. The engine shall be subsequently shut off. Exhaust emissions may be sampled during this operation and the results may be used for the purpose of exhaust emission and fuel consumption type approval if this operation meets the requirement described in Annex B6 or Annex B8. 6.5.7. Hot soak evaporative emissions test Within 7 minutes after the dynamometer test and within 2 minutes of the engine being switched off, the hot soak evaporative emissions test shall be performed in accordance with paragraphs 6.5.7.1. to 6.5.7.8. of this annex. The hot soak losses shall be calculated according to paragraph 7.1. of this annex and recorded as M . HS 6.5.7.1. Before the completion of the test run the measuring chamber shall be purged for several minutes until a stable hydrocarbon background is obtained. The enclosure mixing fan(s) shall also be turned on at this time. 6.5.7.2. The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test. 6.5.7.3. At the end of the driving cycle the engine bonnet shall be completely closed and all connections between the vehicle and the test stand disconnected. The vehicle is then driven to the measuring chamber with a minimum use of the accelerator pedal. The engine shall be turned off before any part of the vehicle enters the measuring chamber. The time at which the engine is switched off is recorded on the evaporative emission measurement data recording system and temperature recording begins. The vehicle's windows and luggage compartments shall be opened at this stage, if not already opened. 6.5.7.4. The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off. 6.5.7.5. The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off and within seven minutes of the end of the conditioning drive. 662/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.5.7.6. The start of a 60 ± 0.5 minute hot soak period begins when the chamber is sealed. The hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings C , P and T for HCi i i the hot soak test. These figures are used in the evaporative emission calculation, paragraph 6. The ambient temperature T of the enclosure shall not be less than 23 °C and no more than 31 °C during the 60-minute hot soak period. 6.5.7.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 ± 0.5 minute test period. 6.5.7.8. At the end of the 60 ± 0.5 minute test period, the hydrocarbon concentration in the chamber shall be measured. The temperature and the barometric pressure are also measured. These are the final readings C , P HCf f and T for the hot soak test used for the calculation in paragraph 6. of this annex. f 6.5.8. Soak After the hot soak evaporative emissions test, the test vehicle shall be soaked for not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period the vehicle shall be soaked at 20 °C ±2 °C. 6.5.9. Diurnal testing 6.5.9.1. The test vehicle shall be exposed to two cycles of ambient temperature in accordance with the profile specified in Table C3/1 with a maximum deviation of ±2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ±1 °C. Ambient temperature shall be measured and recorded at least every minute. Temperature cycling shall begin at time T = 0, as specified in paragraph 6.5.9.6. of this annex. start Table C3/1 Diurnal ambient temperature profiles Diurnal ambient temperature profile for the calibration of the Alternative diurnal ambient temperature profile for the enclosure and the diurnal emission test calibration of the enclosure. Time (hours) Temperature (°C) Time (hours) Temperature (°C) i i Calibration Test 13 0/24 20.0 0 35.6 14 1 20.2 1 35.3 15 2 20.5 2 34.5 16 3 21.2 3 33.2 17 4 23.1 4 31.4 18 5 25.1 5 29.7 19 6 27.2 6 28.2 20 7 29.8 7 27.2 21 8 31.8 8 26.1 22 9 33.3 9 25.1 23 10 34.4 10 24.3 24/0 11 35.0 11 23.7 1 12 34.7 12 23.3 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 663/710EN OJ L, 26.6.2026 Diurnal ambient temperature profile for the calibration of the Alternative diurnal ambient temperature profile for the enclosure and the diurnal emission test calibration of the enclosure. Time (hours) Temperature (°C) Time (hours) Temperature (°C) i i Calibration Test 2 13 33.8 13 22.9 3 14 32.0 14 22.6 4 15 30.0 15 22.2 5 16 28.4 16 22.5 6 17 26.9 17 24.2 7 18 25.2 18 26.8 8 19 24.0 19 29.6 9 20 23.0 20 31.9 10 21 22.0 21 33.9 11 22 20.8 22 35.1 12 23 20.2 23 3.4 24 35.6 6.5.9.2. The enclosure shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber mixing fan(s) shall also be switched on at this time. 6.5.9.3. The test vehicle, with the powertrain shut off and the test vehicle windows and luggage compartment(s) opened, shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle. 6.5.9.4. The hydrocarbon analyser shall be zeroed and spanned immediately before the test. 6.5.9.5. The enclosure doors shall be closed and sealed gas-tight. 6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure shall be measured to give initial readings of hydrocarbon concentration in the enclosure (C ), barometric pressure (P) and ambient chamber temperature (T) for the diurnal testing. T = 0 starts at HCi i i start this time. 6.5.9.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of each emission sampling period. 6.5.9.8. The end of the first and second emission sampling period shall occur at 24 hours ±6 minutes and 48 hours ±6 minutes, respectively, after the beginning of the initial sampling, as specified in paragraph 6.5.9.6. of this annex. The elapsed time shall be recorded. At the end of each emission sampling period, the hydrocarbon concentration, temperature and barometric pressure shall be measured and used to calculate the diurnal test results using the equation in paragraph 7.1. of this annex. The result obtained from the first 24 hours shall be recorded as M . The result obtained from the D1 second 24 hours shall be recorded as M . D2 6.6. Continuous test procedure for sealed fuel tank systems 6.6.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa 6.6.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. inclusive of this annex. 664/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.6.1.2. Fuel drain and refill Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this, otherwise the carbon canister shall be disconnected. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ±2 °C to 15 ±2 per cent of the tank's nominal capacity. The operations described in paragraphs 6.6.1.3., 6.6.1.4. and 6.6.1.5. of this annex shall be completed within a total of 36 hours and for the operations described in paragraphs 6.6.1.4. and 6.6.1.5. the vehicle shall not be exposed to temperatures above 25°C. 6.6.1.3. Soak Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for stabilisation for at least 6 hours at an ambient temperature of 20 °C ±2 °C. 6.6.1.4. Fuel tank depressurisation The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute. 6.6.1.5. Carbon canister loading and purge The carbon canister aged in accordance with the sequence described in paragraph 5.1. to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram breakthrough according to the procedure described in paragraphs 6.5.5.4. to 6.5.5.4.5. inclusive to this annex, and shall be subsequently purged with 25 ±5 litres per minute with emission laboratory air. The volume of purge air shall not exceed the volume determined in accordance with the requirements of paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an on-board carbon canister at a temperature of 20 °C or optionally 23 °C, or (b) by disconnecting the carbon canister. In both cases, no further relief of the tank pressure is allowed. 6.6.1.5.1. Determination of maximum purge volume The maximum purge amount Vol shall be determined by the following equation. In the case of OVC-HEVs, max the vehicle shall be operated in charge-sustaining operating condition. This determination can also be done at a separate test or during the preconditioning drive. 100 Vol × 0:85 × tank FC Vol ¼Vol × Pcycle max Pcycle Dist Pcycle where: Vol is the cumulative purge volume rounded to the nearest 0.1 litres measured using a suitable Pcycle device (e.g. flowmeter connected to the vent of the carbon canister or equivalent) over the cold start preconditioning drive described in the paragraph 6.5.3. of this annex, l; Vol is the manufacturer’s nominal fuel tank capacity, l; tank FC is the fuel consumption over the single purge cycle described in paragraph 6.5.3. of this annex Pcycle which may be measured in either warm or cold start condition, l/100 km. For OVC-HEVs and NOVC-HEVs, fuel consumption shall be calculated according to paragraph 4.2.1. of Annex B8 of this Regulation; Dist is the theoretical distance to the nearest 0.1 km of a single purge cycle described in paragraph Pcycle 6.5.3. of this annex, km. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 665/710EN OJ L, 26.6.2026 6.6.1.6. Preparation of carbon canister depressurisation puff loss loading After completing carbon canister loading and purging, the test vehicle shall be moved into an enclosure, either a SHED or an appropriate climatic chamber. It shall be demonstrated that the system is leak-free and the pressurisation is performed in a normal way during the test or by a separate test (e.g. by means of pressure sensor on the vehicle). The test vehicle shall be subsequently exposed to the first 11 hours of the ambient temperature profile specified for the diurnal emission test in Table C3/1 with a maximum deviation of ±2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ±1 °C. The ambient temperature shall be measured and recorded at least every 10 minutes. 6.6.1.7. Carbon canister puff loss loading 6.6.1.7.1. Fuel tank depressurisation before refuelling The manufacturer shall ensure that the refuelling operation cannot be initiated before the sealed fuel tank system is fully depressurised to a pressure less than 2.5 kPa above ambient pressure in normal vehicle operation and use. At the request of the responsible authority, the manufacturer shall provide detailed information or demonstrate proof of operation (e.g. by means of pressure sensor on the vehicle). Any other technical solution may be allowed provided that a safe refuelling operation is ensured and that no excessive emissions are released to the atmosphere before the refuelling device is connected to the vehicle. 6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, the tank relief valve shall be opened to load the carbon canister. This loading procedure may be performed either inside or outside an enclosure. The carbon canister loaded according to this paragraph shall be disconnected and shall be kept in the soak area. 6.6.1.8. Measurement of depressurisation puff loss overflow The depressurisation puff loss overflow shall be measured using the process in either paragraph 6.6.1.8.1. or 6.6.1.8.2. of this annex. 6.6.1.8.1. The depressurisation puff loss overflow from the vehicle carbon canister may be measured by using an additional carbon canister identical to the vehicle's carbon canister but not necessarily aged. The additional carbon canister shall be fully purged with dry air prior to loading and shall be connected directly at the outlet of the vehicle's canister with the shortest possible tube. The additional carbon canister shall be weighed before and after the procedure described in paragraph 6.6.1.7. of this annex. 6.6.1.8.2. The depressurisation puff loss overflow from the vehicle carbon canister during its depressurisation may be measured using a SHED. Within 15 minutes after the ambient temperature has reached 35°C as described in paragraph 6.6.1.6. of this annex, the chamber shall be sealed and the measurement procedure shall be started. The hydrocarbon analyser shall be zeroed and spanned, after which the hydrocarbon concentration (C ), HCi temperature (T) and barometric pressure (P) shall be measured to give the initial readings C , P and T for i i HCi i i the sealed tank depressurisation puff loss overflow determination. The ambient temperature T of the enclosure shall not be less than 25°C during the measurement procedure. At the end of the procedure described in paragraph 6.6.1.7.2. of this annex, the hydrocarbon concentration (C ) in the chamber shall be measured after 300 ± 5 seconds. The temperature (T) and the barometric HCf f pressure (P) shall also be measured. These are the final readings C , P and T for the sealed tank f HCf f f depressurisation puff loss overflow. 666/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 The sealed tank puff loss overflow result shall be calculated according to paragraph 7.1. of this annex and recorded. 6.6.1.8.3. There shall be no change in weight of the additional carbon canister when testing according to paragraph 6.6.1.8.1. or the result of the SHED measurement when testing according to paragraph 6.6.1.8.2., within the tolerance of ± 0.5 gram. 6.6.1.9. Soak After completing puff loss loading the vehicle carbon canister shall be replaced with a dummy carbon canister (of the same specification as the original but not necessarily aged), the vehicle shall then be soaked at 23 ±3 °C for 6 to 36 hours to stabilise the vehicle temperature. 6.6.1.9.1. REESS charge For OVC-HEVs, the REESS shall be fully charged in accordance with the charging requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8 during the soaking described in paragraph 6.6.1.9. of this annex. 6.6.1.10. Fuel drain and refill The fuel tank of the vehicle shall be drained and filled up to 40 ±2 per cent of the tank's nominal capacity with reference fuel at a temperature of 18 °C ±2 °C. 6.6.1.11. Soak The vehicle shall be subsequently parked for a minimum of 6 hours to a maximum of 36 hours in the soak area at 20 °C ±2 °C to stabilise the fuel temperature. 6.6.1.12. Fuel tank depressurisation The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute. After this action, the vehicle carbon canister shall be connected again. 6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. inclusive of this annex shall be followed. 6.6.2. In the case that the fuel tank relief pressure is lower than 30 kPa The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13. inclusive of this annex. However, in this case, the ambient temperature described in paragraph 6.5.9.1. of this annex shall be replaced by the profile specified in Table C3/2 of this annex for the diurnal emission test. Table C3/2 Ambient temperature profile of the alternative sequence for sealed fuel tank system Time (hours) Temperature (°C) 0/24 20.0 1 20.4 2 20.8 3 21.7 4 23.9 5 26.1 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 667/710EN OJ L, 26.6.2026 Time (hours) Temperature (°C) 6 28.5 7 31.4 8 33.8 9 35.6 10 37.1 11 38.0 12 37.7 13 36.4 14 34.2 15 31.9 16 29.9 17 28.2 18 26.2 19 24.7 20 23.5 21 22.3 22 21.0 23 20.2 6.7. Stand-alone test procedure for sealed fuel tank systems 6.7.1 Measurement of depressurisation puff loss loading mass 6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. inclusive of this annex shall be performed. The depressurisation puff loss loading mass is defined as the difference in weight of the vehicle carbon canister before paragraph 6.6.1.6. of this annex is applied and after paragraph 6.6.1.7.2. of this annex is applied. 6.7.1.2. The depressurisation puff loss overflow from the vehicle carbon canister shall be measured according to paragraphs 6.6.1.8.1. and 6.6.1.8.2. inclusive of this Annex and fulfil the requirements of paragraph 6.6.1.8.3. in this annex. 6.7.2. Hot soak and diurnal breathing evaporative emissions test 6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa 6.7.2.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and 6.6.1.9. to 6.6.1.9.1. inclusive of this annex. 6.7.2.1.2. The carbon canister shall be aged according to the sequence described in paragraph 5.1. to 5.1.3.1.3. inclusive of this annex and shall be loaded and purged according to paragraph 6.6.1.5. of this annex. 6.7.2.1.3. The aged carbon canister shall subsequently be loaded according to the procedure described in paragraph 6.5.5.4. However, instead of loading to breakthrough as described in paragraph 6.5.5.4.4., the total loading mass shall be determined in accordance with paragraph 6.7.1.1. of this annex. At the request of the manufacturer, the reference fuel may alternatively be used instead of butane. The carbon canister shall be disconnected. 668/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. inclusive of this annex shall be followed. 6.7.2.2. In the case that the fuel tank relief pressure is lower than 30 kPa The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4. inclusive of this annex. However, in this case, the ambient temperature described in paragraph 6.5.9.1. of this annex shall be modified in accordance with the profile specified in Table A1/1 of this annex for the diurnal emission test. 7. Calculation of evaporative test results 7.1. The evaporative emission tests described in paragraphs 6. to 6.7.2.2. inclusive of this annex allow the hydrocarbon emissions from the puff loss overflow, diurnal and hot soak tests to be calculated. Evaporative losses from each of these tests shall be calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume. The following equation shall be used: � � C × P C × P M ¼k × V × HCf f – HCi i + M – M HC T T HC;out HC;in f i where: M is the mass of hydrocarbons, grams; HC M is the mass of hydrocarbons exiting the enclosure in the case of fixed volume enclosures for HC,out diurnal emission testing, grams; M is the mass of hydrocarbon entering the enclosure in the case of fixed volume enclosures for HC,in diurnal emission testing, grams; C is the measured hydrocarbon concentration in the enclosure, ppm volume in C equivalent; HC 1 V is the net enclosure volume corrected for the volume of the vehicle with the windows and the luggage compartment open, m3. If the volume of the vehicle is not known, a volume of 1.42 m3 shall be subtracted; T is the ambient chamber temperature, K; P is the barometric pressure, kPa; H/C is the hydrogen to carbon ratio where: H/C is taken to be 2.33 for puff loss overflow measurement in SHED and diurnal test losses; H/C is taken to be 2.20 for hot soak losses; H/C is taken to be 2.67 for calibration; k is 1.2 × 10-4× (12 + H/C), (g × K/(m3× kPa)); i is the initial reading; f is the final reading; ELI: http://data.europa.eu/eli/reg/2026/1130/oj 669/710EN OJ L, 26.6.2026 7.1.1. As an alternative to the equation in paragraph 7.1. of this annex, for variable volume enclosures the following equation may be used at the choice of the manufacturer: P M ¼k × V × iðC – C Þ HC T HCf HCi i where: M is the mass of hydrocarbons, grams; HC C is the measured hydrocarbon concentration in the enclosure, ppm volume in C equivalent; HC 1 V is the net enclosure volume corrected for the volume of the vehicle with the windows and the luggage compartment open, m3. If the volume of the vehicle is not known, a volume of 1.42 m3 shall be subtracted; T is the initial ambient chamber temperature, K; i P is the initial barometric pressure, kPa; i H/C is the hydrogen to carbon ratio; H/C is taken to be 2.33 for puff loss overflow measurement in SHED and diurnal test losses; H/C is taken to be 2.20 for hot soak losses; H/C is taken to be 2.67 for calibration; k is 1.2 × 10-4× (12 + H/C), (g × K/(m3× kPa)); i is the initial reading; f is the final reading. 7.2. The result of (M + M + M + (2 × PF)) shall be below the limit defined in paragraph 6.6.2. of this HS D1 D2 Regulation. 8. Test report The test report shall contain at least the following: (a) Description of the soak periods, including time and mean temperatures; (b) Description of aged carbon canister used and reference to exact ageing report; (c) Mean temperature during the hot soak test; (d) Measurement during hot soak test, HSL; (e) Measurement of first diurnal, DL ; 1st day (f) Measurement of second diurnal, DL ; 2nd day (g) Final evaporative test result, calculated according to paragraph 7. of this annex; (h) Declared fuel tank relief pressure of the system (for sealed tank systems); (i) Puff loss loading value (in the case of using 'stand-alone test procedure' described in paragraph 6.7. of this annex). 670/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 ANNEX C4 Type 5 test Durability (Description of the endurance test for verifying the durability of pollution control devices) 1. Introduction 1.1. This annex describes the test for verifying the durability of pollution control devices equipping vehicles with positive ignition or compression-ignition engines. For Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the emission durability requirements of the emission control systems. This declaration of compliance replaces the requirements for testing in accordance with this Annex at type- approval. The declaration of compliance shall also include the applicable deterioration factors determined in accordance with the procedures given in this Annex or any other appropriate means at the choice of the manufacturer. A template for the manufacturer's declaration of compliance with the emission durability requirements of the emission control systems is laid down in Appendix 4 of Annex A2. For Level 1B and 3-phase WLTP in Level 2: The durability requirements shall be demonstrated using one of the two options set out in paragraphs 1.2. and 1.4. below. 1.2. The whole vehicle durability test shall preferably be performed on a vehicle with the cycle energy demand of the VH (as defined in paragraph 4.2.1.1.2. of Annex B4) with the highest cycle energy demand of all of the Interpolation Families to be included in the durability family and shall be driven on a test track, on the road, or on a chassis dynamometer. The cycle energy demand of the test vehicle may be further increased to cover future extensions. 1.3. This paragraph is applicable to Level 1A only; The manufacturer may choose to use a bench ageing durability test. The technical requirements for this test are set out in paragraph 2.2. of this annex. 1.4. As an alternative to durability testing, where applicable a manufacturer may choose to apply the assigned deterioration factors from Table 3A and Table 3B (as applicable) in paragraph 6.7.2. of this Regulation. 1.5. This paragraph is applicable to Level 1A only At the request of the manufacturer, the Technical Service may carry out the Type 1 test before the whole vehicle or bench ageing durability test has been completed using the assigned deterioration factors in Table 3A in paragraph 6.7.2. of this Regulation. On completion of the whole vehicle or bench ageing durability test, the Technical Service may then amend the type approval results recorded in Annex A2 to this Regulation by replacing the assigned deterioration factors in the above table with those measured in the whole vehicle or bench ageing durability test. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 671/710EN OJ L, 26.6.2026 1.6. Deterioration factors are determined using either the procedures set out in paragraphs 1.2. and, where applicable, paragraph 1.3. of this annex, or using the assigned values in the table referred in paragraph 1.4. of this annex. The deterioration factors are used to establish compliance with the requirements of the appropriate emissions limits set out in paragraph 6.3.10. of this Regulation during the target useful life of the vehicle. 1.7. This paragraph is applicable for Level 1B only Notwithstanding the requirement of this annex, in the case that the vehicle that reached mileage of target useful life by pattern A or pattern B described in Appendix 3b to this annex is provided to the type approval authority and the result of Type 1 test with the vehicle fulfil the criteria of Table 1B described in paragraph 6.3.10. of this Regulation, the durability requirement is regarded to be satisfied. 2. Technical requirements 2.1. As the operating cycle for the whole vehicle durability test, the vehicle manufacturer shall use the Standard Road Cycle (SRC) described in Appendix 3 to this annex. This test cycle shall be conducted until the vehicle has covered its target useful life. For Level 1B only: As the operating cycle for the whole vehicle durability test, the vehicle manufacturer shall choose one of the driving cycles described in Appendix 3b to this annex. 2.2. Bench ageing durability test This paragraph is applicable to Level 1A only 2.2.1. For the execution of the bench ageing durability tests the vehicle used for the catalyst and/or particle filter temperature measurements shall be VH. The fuel to be used during the test shall be the one specified in paragraph 4. of this annex. 2.3. This paragraph is applicable to Level 1A only The bench ageing durability test to be used shall be the one appropriate to the type of engine, as detailed in paragraphs 2.3.1. and 2.3.2. of this annex. 2.3.1. Vehicles with positive ignition engines 2.3.1.1. The bench ageing procedure requires the installation of the whole exhaust after-treatment system on an ageing bench. Ageing on the bench shall be conducted by following the Standard Bench Cycle (SBC) for the period of time calculated from the Bench Ageing Time (BAT) equation. The BAT equation requires, as input, catalyst time-at- temperature data measured on the SRC, as described in paragraph 2.3.1.3. 2.3.1.2. SBC Standard catalyst bench ageing shall be conducted following the SBC. The SBC shall be run for the period of time calculated from the BAT equation. The SBC is described in Appendix 1 to this annex. 672/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3.1.3. Catalyst time-at-temperature data Catalyst temperature shall be measured during at least two full cycles of the SRC cycle as described in Appendix 3 to this annex. Catalyst temperature shall be measured at the highest temperature location in the hottest catalyst on the test vehicle. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location using good engineering judgement. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second). The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 25 °C. 2.3.1.4. The Bench Ageing Time (BAT) shall be calculated using the BAT equation as follows: te for a temperature bin = th e((R/Tr)-(R/Tv)) Total te = Sum of te over all the temperature groups Bench Ageing Time = A × (Total te) Where: A = 1.1 This value adjusts the catalyst ageing time to account for deterioration from sources other than thermal ageing of the catalyst. R = Catalyst thermal reactivity = 17,500 th = The time (in hours) measured within the prescribed temperature bin of the vehicle's catalyst temperature histogram adjusted to a full useful life basis e.g., if the histogram represented 400 km, and useful life is 160,000 km; all histogram time entries would be multiplied by 400 (160,000/400). Total te = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the 160,000 km. te for a = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the bin catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation at the temperature bin of Tv over 160,000 km. Tr = The effective reference temperature (in K) of the catalyst on the catalyst bench run on the bench ageing cycle. The effective temperature is the constant temperature that would result in the same amount of ageing as the various temperatures experienced during the bench ageing cycle. Tv = The mid-point temperature (in K) of the temperature bin of the vehicle on-road catalyst temperature histogram. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 673/710EN OJ L, 26.6.2026 2.3.1.5. Effective reference temperature on the SBC. The effective reference temperature of the SBC shall be determined for the actual catalyst system design and actual ageing bench which will be used using the following procedures: (a) Measure time-at-temperature data in the catalyst system on the catalyst ageing bench following the SBC. Catalyst temperature shall be measured at the highest temperature location of the hottest catalyst in the system. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second) during at least 20 minutes of bench ageing. The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 10 °C. (b) The BAT equation shall be used to calculate the effective reference temperature by iterative changes to the reference temperature (Tr) until the calculated ageing time equals or exceeds the actual time represented in the catalyst temperature histogram. The resulting temperature is the effective reference temperature on the SBC for that catalyst system and ageing bench. 2.3.1.6. Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and deliver the appropriate exhaust flow, exhaust constituents, and exhaust temperature at the face of the catalyst. All bench ageing equipment shall record appropriate information (such as measured A/F ratios and time-at- temperature in the catalyst) to assure that the bench-ageing test is documented to demonstrate that sufficient ageing has actually occurred. 2.3.1.7. Required testing. For calculating deterioration factors at least two Type 1 tests before bench ageing of the emission control hardware and at least two Type 1 tests after the bench-aged emission hardware is reinstalled have to be performed on the test vehicle. Additional testing may be conducted by the manufacturer. Calculation of the deterioration factors has to be done according to the calculation method as specified in paragraph 7. of this annex. 2.3.2. Vehicles with compression ignition engines 2.3.2.1. The following bench ageing procedure is applicable for compression-ignition vehicles including hybrid vehicles. The bench ageing procedure requires the installation of the after-treatment system on an after-treatment system ageing bench. In case of exhaust after-treatment system using reagent, the whole injection system shall be fitted and working for ageing. Ageing on the bench is conducted by following the Standard Diesel Bench Cycle (SDBC) for the number of regenerations/desulphurisations calculated from the Bench Ageing Duration (BAD) equation. 2.3.2.2. SDBC. Standard bench ageing is conducted following the SDBC. The SDBC shall be run for the period of time calculated from the BAD equation. The SDBC is described in Appendix 2 to this annex. 2.3.2.3. Regeneration data. Regeneration intervals shall be measured during at least 10 full cycles of the SRC cycle as described in Appendix 3 to this annex. As an alternative the intervals from the K determination may be used. i If applicable, desulphurisation intervals shall also be considered based on manufacturer's data. 674/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 2.3.2.4. Diesel bench ageing duration. Bench ageing duration is calculated using the BAD equation as follows: Bench ageing duration = number of regeneration and/or desulphurisation cycles (whichever is the longer) equivalent to 160,000 km of driving. 2.3.2.5. Ageing bench. The ageing bench shall follow the SDBC and deliver appropriate exhaust flow, exhaust constituents, and exhaust temperature to the after-treatment system inlet. The manufacturer shall record the number of regenerations/desulphurisations (if applicable) to assure that sufficient ageing has actually occurred. 2.3.2.6. Required testing. For calculating deterioration factors at least two Type 1 tests before bench ageing of the emission control hardware and at least two Type 1 tests after the bench-aged emission hardware is reinstalled have to be performed on VH. Additional testing may be conducted by the manufacturer. Calculation of the deterioration factors shall be done according to the calculation method set out in paragraph 7. of this annex and with the additional requirements contained in this Regulation. 3. Test vehicle 3.1. The vehicle shall be VH. It shall be in good mechanical order; the engine and the pollution control devices shall be new. The vehicle may be the same as that presented for the Type 1 test; in this case the Type 1 test has to be done after the vehicle has run at least 3,000 km of the ageing cycle of Appendix 3 or Appendix 3b (as applicable) to this annex. 3.1.1. Special requirements for hybrid vehicles are provided in Appendix 4 to this annex. 4. Fuel The durability test is conducted with a suitable commercially available fuel. 5. Vehicle maintenance and adjustments Maintenance, adjustments as well as the use of the test vehicle's controls shall be those recommended by the manufacturer. If during the execution of the whole vehicle durability test the vehicle experiences a failure not related to emissions and/or fuel consumption and/or energy consumption, the manufacturer can fix the vehicle and continue with the durability test. Otherwise the manufacturer shall consult the approval authority to find a commonly agreed solution. 6. Vehicle operation on track, road or on chassis dynamometer 6.1. Operating cycle During operation on track, road or on roller test bench, the distance shall be covered according to the driving schedule described in Appendix 3 or Appendix 3b (as applicable) to this annex. 6.2. The durability test, or if the manufacturer has chosen, the modified durability test shall be conducted until the vehicle has covered its target useful life. 6.3. Test equipment 6.3.1. Chassis dynamometer 6.3.1.1. When the durability test is performed on a chassis dynamometer, the dynamometer shall enable the cycle described in Appendix 3 or Appendix 3b (as applicable) to this annex to be carried out. In particular, it shall be equipped with systems simulating inertia and resistance to progress. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 675/710EN OJ L, 26.6.2026 6.3.1.2. The road load coefficients to be used shall be those for vehicle high (VH). 6.3.1.3. The vehicle cooling system should enable the vehicle to operate at temperatures similar to those obtained on road (oil, water, exhaust system, etc.). 6.3.1.4. Certain other test bench adjustments and features are deemed to be identical, where necessary, to those described in Annex B5 to this Regulation (inertia, for example, which may be mechanical or electronic). 6.3.1.5. The vehicle may be moved, where necessary, to a different bench in order to conduct emission measurement tests. 6.3.2. Operation on track or road When the durability test is completed on track or road, the test mass of the vehicle shall be the same as that retained for tests conducted on a chassis dynamometer. 7. Measuring emissions of pollutants A first test is carried out when the vehicle has reached a mileage between 3,000 km and 5,000 km. Further tests are carried out at 20,000 km (±400 km) and then every 20,000 km (±400 km) or more frequently, at regular intervals until having covered the target useful life. Exhaust emissions are measured in accordance with the Type 1 Test as defined in paragraph 6.3. of this Regulation. At the choice of the manufacturer any of the above tests can be repeated. In such a case the average value of all the repeated tests shall be considered as a single value for the relevant mileage. After the target useful life required for Level 1B has been driven, it is no longer necessary to separately record the emissions results from the first 3 phases of WLTP. The limit values to be complied with are those laid down in paragraph 6.3.10. of this Regulation. In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 3.8.1. of this Regulation, it shall be checked that the vehicle is not approaching a regeneration period. If this is the case, the vehicle shall be driven until the end of the regeneration. If a regeneration occurs during the emissions measurement, a new test (including preconditioning) shall be performed, and the first result not taken into account. All exhaust emissions results shall be plotted as a function of the running distance on the system rounded to the nearest kilometre and the best fit straight line fitted by the method of least squares shall be drawn through all these data points. For Level 1A and the criteria emissions from the 4 phases of a WLTP test in Level 2 The data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 5,000 km and target useful life points on this line are within the above mentioned limits. The data are still acceptable when a best fit straight line crosses an applicable limit with a negative slope (the 5,000 km interpolated point is higher than the target useful life point) but the target useful life actual data point is below the limit. For Level 1B and the criteria emissions from the first 3 phases of a WLTP test in Level 2 The data will be acceptable for use in the calculation of the deterioration factor only if the extrapolated 3,000 km and the target useful life points on this line are within the above mentioned limits. 676/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7.1. A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows: D:E:F: ¼Mi2 Mi1 Where: Mi = For Level 1A and the criteria emissions from the 4 phases of a WLTP test in Level 2 - mass emission of 1 the pollutant i in g/km (#/km in case of particle number) interpolated to 5,000 km, For Level 1B and the criteria emissions from the first 3 phases of a WLTP test in Level 2 - mass emission of the pollutant i in g/km (#/km in case of particle number) extrapolated to 3,000 km Mi = mass emission of the pollutant i in g/km (#/km in case of particle number) interpolated to the target 2 useful life These interpolated values shall be carried out to a minimum of four places to the right of the decimal point before dividing one by the other to determine the deterioration factor. The result shall be rounded to three places to the right of the decimal point. If a deterioration factor is less than one, it is deemed to be equal to one. At the request of a manufacturer, an additive exhaust emission deterioration factor shall be calculated for each pollutant as follows: D . E . F . = Mi – Mi 2 1 If the additive deterioration factor calculated with the above formula is negative, then it shall be put equal to zero. These additive deterioration factors shall follow the same rules described for the multiplicative deterioration factors in relation to Level 1A and the criteria emissions from the 4 phases of a WLTP test in Level 2 and Level 1B and the criteria emissions from the first 3 phases of a WLTP test in Level 2. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 677/710EN OJ L, 26.6.2026 Annex C4 - Appendix 1 Standard Bench Cycle (SBC) This appendix is applicable to Level 1A only 1. Introduction The standard ageing durability procedure consists of ageing a catalyst/oxygen and/or air fuel ratio sensor system on an ageing bench which follows the Standard Bench Cycle (SBC) described in this appendix. The SBC requires the use of an ageing bench with an engine as the source of feed gas for the catalyst. The SBC is a 60-second cycle which is repeated as necessary on the ageing bench to conduct ageing for the required period of time. The SBC is defined based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount of secondary air injection which is added in front of the first catalyst. 2. Catalyst temperature control 2.1. Catalyst temperature shall be measured in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. 2.2. Control the catalyst temperature at stoichiometric operation (01 to 40 seconds on the cycle) to a minimum of 800 °C (±10 °C) by selecting the appropriate engine speed, load, and spark timing for the engine. Control the maximum catalyst temperature that occurs during the cycle to 890 °C (±10 °C) by selecting the appropriate A/F ratio of the engine during the "rich" phase described in Table C4 App1/2. 2.3. If a low control temperature other than 800 °C is utilized, the high control temperature shall be 90 °C higher than the low control temperature. Table C4 App1/2 Standard Bench Cycle (SBC) Secondary air Time (seconds) Engine air/fuel ratio injection 1-40 Stoichiometric with load, spark timing and engine speed controlled to None achieve a minimum catalyst temperature of 800 °C 41-45 "Rich" (A/F ratio selected to achieve a maximum catalyst temperature None over the entire cycle of 890 °C or 90 °C higher than lower control temperature) 46-55 "Rich" (A/F ratio selected to achieve a maximum catalyst temperature 3 % (±1 %) over the entire cycle of 890 °C or 90 °C higher than lower control temperature) 56-60 Stoichiometric with load, spark timing and engine speed controlled to 3 % (±1 %) achieve a minimum catalyst temperature of 800 °C 678/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure C4 App1/2 Standard Bench Cycle 3. Ageing bench equipment and procedures 3.1. Ageing bench configuration. The ageing bench shall provide the appropriate exhaust flow rate, temperature, air-fuel ratio, exhaust constituents and secondary air injection at the inlet face of the catalyst. The standard ageing bench consists of an engine, engine controller, and engine dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a dynamometer, or a burner that provides the correct exhaust conditions), as long as the catalyst inlet conditions and control features specified in this appendix are met. A single ageing bench may have the exhaust flow split into several streams providing that each exhaust stream meets the requirements of this appendix. If the bench has more than one exhaust stream, multiple catalyst systems may be aged simultaneously. 3.2. Exhaust system installation. The entire catalyst(s)-plus-oxygen and/or air fuel ratio sensor(s) system, together with all exhaust piping which connects these components, will be installed on the bench. For engines with multiple exhaust streams (such as some V6 and V8 engines), each bank of the exhaust system will be installed separately on the bench in parallel. For exhaust systems that contain multiple in-line catalysts, the entire catalyst system including all catalysts, all oxygen and/or air fuel ratio sensors and the associated exhaust piping will be installed as a unit for ageing. Alternatively, each individual catalyst may be separately aged for the appropriate period of time. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 679/710EN OJ L, 26.6.2026 3.3. Temperature measurement. Catalyst temperature shall be measured using a thermocouple placed in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature just before the catalyst inlet face may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. The catalyst temperature shall be stored digitally at the speed of 1 Hz. 3.4. Air/Fuel measurement. Provisions shall be made for the measurement of the air/fuel (A/F) ratio (such as a wide- range oxygen sensor) as close as possible to the catalyst inlet and outlet flanges. The information from these sensors shall be stored digitally at the speed of 1 Hz. 3.5. Exhaust flow balance. Provisions shall be made to assure that the proper amount of exhaust (measured in grams/second at stoichiometry, with a tolerance of ±5 grams/second) flows through each catalyst system that is being aged on the bench. The proper flow rate is determined based upon the exhaust flow that would occur in the original vehicle’s engine at the steady state engine speed and load selected for the bench ageing in paragraph 3.6. of this appendix. 3.6. Setup. The engine speed, load, and spark timing are selected to achieve a catalyst bed temperature of 800 °C (±10 °C) at steady-state stoichiometric operation. The air injection system is set to provide the necessary air flow to produce 3.0 per cent oxygen (±0.1 %) in the steady-state stoichiometric exhaust stream just in front of the first catalyst. A typical reading at the upstream A/F measurement point (required in paragraph 3.4. of this appendix) is lambda 1.16 (which is approximately 3 per cent oxygen). With the air injection on, set the "Rich" A/F ratio to produce a catalyst bed temperature of 890 °C (±10 °C). A typical A/F value for this step is lambda 0.94 (approximately 2 per cent CO). 3.7. Ageing cycle. The standard bench ageing procedures use the SBC. The SBC is repeated until the amount of ageing calculated from the BAT equation is achieved. 3.8. Quality assurance. The temperatures and A/F ratio in paragraphs 3.3. and 3.4. of this appendix shall be reviewed periodically (at least every 50 hours) during ageing. Necessary adjustments shall be made to assure that the SBC is being appropriately followed throughout the ageing process. After the ageing has been completed, the catalyst time-at-temperature collected during the ageing process shall be tabulated into a histogram with temperature groups of no larger than 10 °C. The BAT equation and the calculated effective reference temperature for the ageing cycle according to paragraph 2.3.1.4. of this annex shall be used to determine if the appropriate amount of thermal ageing of the catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of the calculated ageing time is not at least 95 per cent of the target thermal ageing. 3.9. Start up and Shutdown. Care should be taken to assure that the maximum catalyst temperature for rapid deterioration (e.g. 1,050 °C) does not occur during start up or shut down. Special low temperature start up and shutdown procedures may be used to alleviate this concern. 4. Experimentally determining the R-factor for bench ageing durability procedures 4.1. The R-Factor is the catalyst thermal reactivity coefficient used in the BAT equation. Manufacturers may determine the value of R experimentally using the following procedures. 680/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4.1.1. Using the applicable bench cycle and ageing bench hardware, age several catalysts (minimum of 3 of the same catalyst design) at different control temperatures between the normal operating temperature and the damage limit temperature. Measure emissions (or catalyst inefficiency (1-catalyst efficiency)) for each exhaust constituent. Assure that the final testing yields data between one- and two-times the emission standard. 4.1.2. Estimate the value of R and calculate the effective reference temperature (Tr) for the bench ageing cycle for each control temperature according to paragraph 2.3.1.4. of this annex. 4.1.3. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the least-squared best-fit line through the data. For the data set to be useful for this purpose the data should have an approximately common intercept between 0 and 6,400 km. See Figure C4 App1/3 for an example. 4.1.4. Calculate the slope of the best-fit line for each ageing temperature. Figure C4 App1/3 Example of catalyst ageing 4.1.5. Plot the natural log (ln) of the slope of each best-fit line (determined in paragraph 4.1.4. of this appendix) along the vertical axis, versus the inverse of ageing temperature (1/(ageing temperature, deg K)) along the horizontal axis. Calculate the least squared best-fit lines through the data. The slope of the line is the R-factor. See Figure C4 App1/4 for an example. 4.1.6. Compare the R-factor to the initial value that was used in paragraph 4.1.2. of this appendix. If the calculated R-factor differs from the initial value by more than 5 per cent, choose a new R-factor that is between the initial and calculated values, and then repeat the steps in paragraphs 4.1.2. to 4.1.6. of this appendix to derive a new R-factor. Repeat this process until the calculated R-factor is within 5 per cent of the initially assumed R-factor. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 681/710EN OJ L, 26.6.2026 4.1.7. Compare the R-factor determined separately for each exhaust constituent. Use the lowest R-factor (worst case) for the BAT equation. Figure C4 App1/4 Determining the R-Factor 682/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex C4 - Appendix 2 Standard Diesel Bench Cycle (SDBC) This appendix applies to Level 1A only 1. Introduction For particulate filters, the number of regenerations is critical to the ageing process. For systems that require desulphurisation cycles (e.g. NOx storage catalysts), this process is also significant. The standard diesel bench ageing durability procedure consists of ageing an after-treatment system on an ageing bench which follows the SDBC described in this appendix. The SDBC requires use of an ageing bench with an engine as the source of feed gas for the system. During the SDBC, the regeneration/desulphurisation strategies of the system shall remain in normal operating condition. 2. The SDBC reproduces the engine speed and load conditions that are encountered in the SRC cycle as appropriate to the period for which durability is to be determined. In order to accelerate the process of ageing, the engine settings on the test bench may be modified to reduce the system loading times. For example the fuel injection timing or EGR strategy may be modified. 3. Ageing bench equipment and procedures 3.1. The standard ageing bench consists of an engine, engine controller, and engine dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a dynamometer, or a burner that provides the correct exhaust conditions), as long as the after-treatment system inlet conditions and control features specified in this appendix are met. A single ageing bench may have the exhaust flow split into several streams provided that each exhaust stream meets the requirements of this appendix. If the bench has more than one exhaust stream, multiple after- treatment systems may be aged simultaneously. 3.2. Exhaust system installation. The entire after-treatment system, together with all exhaust piping which connects these components, will be installed on the bench. For engines with multiple exhaust streams (such as some V6 and V8 engines), each bank of the exhaust system will be installed separately on the bench. The entire after-treatment system will be installed as a unit for ageing. Alternatively, each individual component may be separately aged for the appropriate period of time. In case of exhaust after-treatment system using reagent, the whole injection system shall be fitted and working for ageing. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 683/710EN OJ L, 26.6.2026 Annex C4 - Appendix 3 Standard Road Cycle (SRC) 1. Introduction The Standard Road Cycle (SRC) is a kilometre accumulation cycle on VH. The vehicle may be run on a test track or on a kilometre accumulation dynamometer. The cycle consists of 7 laps of a 6 km course. The length of the lap may be changed to accommodate the length of the mileage accumulation test track. Standard road cycle Lap Description Typical acceleration rate m/s2 1 (start engine) idle 10 seconds 0 1 Moderate acceleration to 48 km/h 1.79 1 Cruise at 48 km/h for ¼ lap 0 1 Moderate deceleration to 32 km/h -2.23 1 Moderate acceleration to 48 km/h 1.79 1 Cruise at 48 km/h for ¼ lap 0 1 Moderate deceleration to stop -2.23 1 Idle 5 seconds 0 1 Moderate acceleration to 56 km/h 1.79 1 Cruise at 56 km/h for ¼ lap 0 1 Moderate deceleration to 40 km/h -2.23 1 Moderate acceleration to 56 km/h 1.79 1 Cruise at 56 km/h for ¼ lap 0 1 Moderate deceleration to stop -2.23 2 Idle 10 seconds 0 2 Moderate acceleration to 64 km/h 1.34 2 Cruise at 64 km/h for ¼ lap 0 2 Moderate deceleration to 48 km/h -2.23 2 Moderate acceleration to 64 km/h 1.34 2 Cruise at 64 km/h for ¼ lap 0 2 Moderate deceleration to stop -2.23 2 Idle 5 seconds 0 2 Moderate acceleration to 72 km/h 1.34 2 Cruise at 72 km/h for ¼ lap 0 2 Moderate deceleration to 56 km/h -2.23 2 Moderate acceleration to 72 km/h 1.34 2 Cruise at 72 km/h for ¼ lap 0 2 Moderate deceleration to stop -2.23 3 Idle 10 seconds 0 3 Hard acceleration to 88 km/h 1.79 684/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Lap Description Typical acceleration rate m/s2 3 Cruise at 88 km/h for ¼ lap 0 3 Moderate deceleration to 72 km/h -2.23 3 Moderate acceleration to 88 km/h 0.89 3 Cruise at 88 km/h for ¼ lap 0 3 Moderate deceleration to 72 km/h -2.23 3 Moderate acceleration to 97 km/h 0.89 3 Cruise at 97 km/h for ¼ lap 0 3 Moderate deceleration to 80 km/h -2.23 3 Moderate acceleration to 97 km/h 0.89 3 Cruise at 97 km/h for ¼ lap 0 3 Moderate deceleration to stop -1.79 4 Idle 10 seconds 0 4 Hard acceleration to 129 km/h 1.34 4 Coast down to 113 km/h -0.45 4 Cruise at 113 km/h for ½ lap 0 4 Moderate deceleration to 80 km/h -1.34 4 Moderate acceleration to 105 km/h 0.89 4 Cruise at 105 km/h for ½ lap 0 4 Moderate deceleration to 80 km/h -1.34 5 Moderate acceleration to 121 km/h 0.45 5 Cruise at 121 km/h for ½ lap 0 5 Moderate deceleration to 80 km/h -1.34 5 Light acceleration to 113 km/h 0.45 5 Cruise at 113 km/h for ½ lap 0 5 Moderate deceleration to 80 km/h -1.34 6 Moderate acceleration to 113 km/h 0.89 6 Coast down to 97 km/h -0.45 6 Cruise at 97 km/h for ½ lap 0 6 Moderate deceleration to 80 km/h -1.79 6 Moderate acceleration to 104 km/h 0.45 6 Cruise at 104 km/h for ½ lap 0 6 Moderate deceleration to stop -1.79 7 Idle 45 seconds 0 7 Hard acceleration to 88 km/h 1.79 7 Cruise at 88 km/h for ¼ lap 0 7 Moderate deceleration to 64 km/h -2.23 7 Moderate acceleration to 88 km/h 0.89 7 Cruise at 88 km/h for ¼ lap 0 7 Moderate deceleration to 64 km/h -2.23 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 685/710EN OJ L, 26.6.2026 Lap Description Typical acceleration rate m/s2 7 Moderate acceleration to 80 km/h 0.89 7 Cruise at 80 km/h for ¼ lap 0 7 Moderate deceleration to 64 km/h -2.23 7 Moderate acceleration to 80 km/h 0.89 7 Cruise at 80 km/h for ¼ lap 0 7 Moderate deceleration to stop -2.23 The standard road cycle is represented graphically in the following figure: 686/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex C4 - Appendix 3b The kilometre accumulation cycles This appendix is applicable to Level 1B only The manufacturer shall select one of the following three cycles for the whole vehicle durability test 1. Pattern A Driving pattern Distance ratio Normal driving All elements (idling, acceleration, more than 60 % deceleration, steady speed) shall be operated within less than 60km/h High speed driving Steady speed whichever lower 100km/h more than 20 % or V_max others according to good engineering practice no specific requirement as long as maintaining the above criteria 2. Pattern B Driving pattern Distance ratio Number of standing start more than 20 times per hour High speed driving Steady speed whichever lower 100km/h more than 8 % or V_max Average speed more than 45km/h others All elements (idling, acceleration, deceleration, steady speed) shall be operated. Expected more severe driving pattern than Table C4/App3b.1 in term of deterioration Table C4/App3b.1 mode Driving conditions Operation time (s) Cumulative time (s) 1 Idling 10 10 2 Acceleration : 0 → 60km/h 30 40 3 Steady speed : 60km/h 15 55 4 Deceleration : 60 → 30 km/h 15 70 5 Acceleration : 30 → 60km/h 15 85 6 Steady speed : 60km/h 15 100 7 Deceleration : 60 → 0 km/h 30 130 8 repeat 1 to 7 nine times 1,170 1,300 9 Idling 10 1,310 ELI: http://data.europa.eu/eli/reg/2026/1130/oj 687/710EN OJ L, 26.6.2026 mode Driving conditions Operation time (s) Cumulative time (s) 10 Acceleration : 0 → 100(*)km/h 40 (50(**)) 1,350 (1,360(**)) 11 Steady speed : 100km/h 200 (190(**)) 1,550 12 Deceleration : 100 → 0 km/h 50 1,600 13 repeat 1 to 12 until useful life is reached (*) whichever lower 100 km/h or V_max (**) for vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg 3. Standard Road Cycle (SRC) described in Annex C4 Appendix3 688/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex C4 - Appendix 4 Special requirements for Hybrid Vehicles 1. Introduction 1.1. This appendix provides special requirements for the Type 5 test of OVC-HEVs and NOVC-HEVs, as set out in paragraphs 2. and 3. of this appendix. 2. This paragraph is applicable to Level 1A and Level 2 only: For OVC-HEVs: It is allowed to charge the electrical energy/power storage device twice a day during mileage accumulation. The mileage accumulation using the REESS shall be less than the target useful life multiplied by the sum of all calculated Utility Factors UF (UF) for that vehicle from the beginning of the charge-depleting Type 1 test up to j phase j. Phase j corresponds with the last phase of the transition cycle which is the end of the Charge-Depleting-Type 1 test. Mileage accumulation shall be driven in the driver selectable mode that is always selected when the vehicle is switched on (predominant mode) or in the mode which is recommended by the manufacturer (if no predominant mode is available) after agreement of the Technical Service. During the mileage accumulation a change into another hybrid mode is allowed if necessary in order to continue the mileage accumulation after agreement of the Technical Service. The measurements of emissions of pollutants shall be carried out under the same conditions as specified in paragraph 3.2.5. of Annex B8. 3. For NOVC-HEVs: Mileage accumulation shall be driven in the driver selectable mode which is always selected when the vehicle is switched on (predominant mode) or in the mode which is recommended by the manufacturer (if no predominant mode is available) after agreement of the Technical Service. The measurements of emissions of pollutants shall be carried out in the same conditions as in the Type 1 test. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 689/710EN OJ L, 26.6.2026 ANNEX C5 On-Board Diagnostics (OBD) for motor vehicles 1. Introduction This annex applies to the functional aspects of On-Board Diagnostic (OBD) system for the emission control of motor vehicles. 2. This paragraph is applicable to Level 1A and 4-phase WLTP in Level 2 only: For the purpose of type-approval the manufacturer shall provide the granting approval authority with a signed declaration of compliance with the OBD requirements. This declaration of compliance replaces the requirements for testing in accordance with this Annex at type-approval. A template for the manufacturer's declaration of compliance with the OBD requirements is laid down in Appendix 5 of Annex A2. 3. Requirements and tests 3.1. All vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective, the Type Approval Authority shall accept that vehicles which have travelled distances in excess of the target useful life (according to paragraph 6.7. of this Regulation) referred to in paragraph 3.3.1. of this annex, may show some deterioration in OBD system performance such that the OBD thresholds set out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation may be exceeded before the OBD system signals a failure to the driver of the vehicle. 3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be unrestricted and standardised. All emission-related fault codes shall be consistent with paragraph 6.5.3.5. of Appendix 1 to this annex. 3.2. The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the requirements of this annex during conditions of normal use. 3.2.1. Temporary disablement of the OBD system 3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels. Disablement shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the fuel tank. 3.2.1.2. A manufacturer may disable any specific OBD monitor for a given driving cycle for ambient or engine coolant temperatures below 266 K (-7 °C) or at elevations over 2,440 metres above sea level provided the manufacturer submits data and/or an engineering evaluation which adequately demonstrate that monitoring would be unreliable when such conditions exist. A manufacturer may also request disablement of any specific OBD monitor at other ambient or engine coolant temperatures or other elevations if they demonstrate to the authority with data and/or an engineering evaluation that misdiagnosis would occur under such conditions. It is not necessary to illuminate the Malfunction Indicator (MI) if OBD thresholds are exceeded during a regeneration provided no defect is present. Engine coolant temperature is only deemed subject to approval, if it is used as a substitute to ambient temperature. 690/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of affected monitoring systems is permitted provided disablement occurs only when the power take-off unit is active. In addition to the provisions of this paragraph the manufacturer may temporarily disable the OBD system in the following conditions: (a) For flex fuel or mono/bi fuel gas vehicles during 1 minute after re-fuelling to allow for the recognition of fuel quality and composition by the ECU; (b) For bi fuel vehicles during 5 seconds after fuel switching to allow for readjusting engine parameters; (c) The manufacturer may deviate from these time limits if it can demonstrate that stabilisation of the fuelling system after re-fuelling or fuel switching takes longer for justified technical reasons. In any case, the OBD system shall be re-enabled as soon as either the fuel quality and composition is recognised, or the engine parameters are readjusted. 3.2.2. Engine misfire in vehicles equipped with positive ignition engines 3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire would be unreliable. 3.2.2.2. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting; etc.) the misfire monitoring system may be disabled when such conditions exist. 3.2.3. Identification of deterioration or malfunctions may also be done outside a driving cycle (e.g. after engine shutdown). 3.3. Description of tests 3.3.1. The tests are carried out on the vehicle used for the Type 5 durability test, given in Annex C4 to this Regulation, and using the test procedure in Appendix 1 to this annex. Tests are carried out at the conclusion of the Type 5 durability testing. When no Type 5 durability testing is carried out, or at the request of the manufacturer, a suitably aged and representative vehicle may be used for these OBD demonstration tests. 3.3.2. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 3.3.2.1. The OBD thresholds for vehicles that are type approved according to the emission limits set out in paragraph 6.3.10. of this Regulation are set out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation. 3.3.3. Monitoring requirements for vehicles equipped with positive ignition engines. In satisfying the requirements of paragraph 3.3.2. of this annex the OBD system shall, at a minimum, monitor for: 3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to emissions of NMHC and NOx. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered malfunctioning when the emissions exceed the NMHC or NOx OBD thresholds set out in paragraph 6.8.2. of this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 691/710EN OJ L, 26.6.2026 3.3.3.2. The presence of engine misfire in the engine operating region bounded by the following lines: (a) A maximum speed of 4,500 min-1 or 1,000 min-1 greater than the highest speed occurring during a Type 1 Test cycle, whichever is the lower; (b) The positive torque line (i.e. engine load with the transmission in neutral); (c) A line joining the following engine operating points: the positive torque line at 3,000 min-1and a point on the maximum speed line defined in (a) above with the engine's manifold vacuum at 13.33 kPa lower than that at the positive torque line. 3.3.3.2.1. Specific monitoring rate for misfire: For Level 1B and Level 2 only (a) Catalytic converter protection. The engine misfire which causes the catalytic converter damage because of excessive heat, shall be monitored every 200 revolutions within the region specified in paragraph 3.3.3.2. When the evaluated engine misfire rate is less than 5 per cent, the limit can be fixed at 5 per cent. (b) Exceeding emission threshold. The engine misfire which causes to exceed an emission threshold shall be monitored every 1,000 revolutions within the region specified in paragraph 3.3.3.2. When the evaluated engine misfire rate is less than 1%, the limit can be fixed at 1 per cent. 3.3.3.3. Oxygen sensor deterioration This paragraph shall mean that the deterioration of all oxygen sensors fitted and used for monitoring malfunctions of the catalytic converter according to the requirements of this annex shall be monitored. 3.3.3.4. Other emission control system components or systems, or emission related powertrain components or systems which are connected to a computer, if active on the selected fuel, the failure of which may result in tailpipe emissions exceeding any of the OBD thresholds set out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation. The following is a non-exhaustive list providing examples of representative components and systems: (a) Exhaust gas recirculation system (b) Fuel system (c) Secondary air system (d) Valve timing system (e) Atmosphere pressure sensor (f) Intake air pressure sensor (g) Intake air temperature sensor (h) Air flow sensor (i) Engine coolant temperature sensor (j) Throttle sensor (k) Cylinder identification sensor (l) Crank angle sensor 3.3.3.5. Unless otherwise monitored, any relevant sensors to enable monitoring functions to be carried out, shall be monitored for circuit continuity. 3.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity. 692/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 3.3.3.7. This paragraph is applicable to Level 1A and Level 2 only For direct injection positive ignition engines any malfunction, which may lead to emissions exceeding the particulate OBD thresholds set out in paragraph 6.8.2. of this Regulation and which has to be monitored according to the requirements of this annex for compression ignition engines, shall be monitored. 3.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines In satisfying the requirements of paragraph 3.3.2. of this annex the OBD system shall monitor: For Level 1A and Level 2: (a) Where fitted, reduction in the efficiency of the catalytic converter. (b) Where fitted, the functionality and integrity of the particulate trap. (c) The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity and total functional failure. (d) Other emission control system components or systems, or emission-related power-train components or systems, which are connected to a computer, the failure of which may result in exhaust emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. Examples of such systems or components are those for monitoring and control of air mass-flow, air volumetric flow (and temperature), boost pressure and inlet manifold pressure (and relevant sensors to enable these functions to be carried out). (e) Unless otherwise monitored, any relevant sensors to enable monitoring functions to be carried out shall be monitored for circuit continuity. (f) Malfunctions and the reduction in efficiency of the EGR system shall be monitored. (g) Malfunctions and the reduction in efficiency of a NOx after-treatment system using a reagent and the reagent dosing sub-system shall be monitored. (h) Malfunctions and the reduction in efficiency of NOx after-treatment not using a reagent shall be monitored. For Level 1B: Any emission-related power-train component connected to a computer shall be monitored for circuit continuity Circuit monitor list (i) Atmosphere pressure sensor (ii) Intake air pressure sensor (iii) Intake air temperature sensor (iv) Air flow sensor (v) Engine coolant temperature sensor (vi) Throttle sensor (vii) Cylinder identification sensor (viii) Crank angle sensor (ix) Injection timing sensor (x) Injection amount adjustment sensor (xi) Injection temperature sensor (xii) Injection pressure sensor (xiii) Oil temperature sensor (xiv) Oil pressure sensor (xv) Exhaust temperature sensor (xvi) Exhaust pressure sensor ELI: http://data.europa.eu/eli/reg/2026/1130/oj 693/710EN OJ L, 26.6.2026 3.3.5. Manufacturers may demonstrate to the Type Approval Authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 3.3.5.1. This paragraph is applicable to Level 1A and Level 2 only The following devices should however be monitored for total failure or removal (if removal would cause the applicable emission limits in paragraph 6.3.10. of this Regulation to be exceeded): (a) A particulate trap fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; (b) A NOx after treatment system fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; (c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition engines as a separate unit or integrated into a combined emission control device. 3.3.5.2. This paragraph is applicable to Level 1A and Level 2 only The devices referred to in paragraph 3.3.5.1. of this annex shall also be monitored for any failure that would result in exceeding the applicable OBD thresholds set out in in paragraph 6.8.2. of this Regulation. 3.4. A sequence of diagnostic checks shall be initiated at each engine start and completed at least once provided that the correct test conditions are met. The test conditions shall be selected in such a way that they all occur under normal driving as represented by the Type 1 test. 3.5. Activation of malfunction indicator (MI) 3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI shall not be used for any other purpose except to indicate emergency start-up, emission default modes or limp-home routines to the driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in conformity with ISO 2575. A vehicle shall not be equipped with more than one general purpose MI for emission-related problems. Separate specific purpose tell tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour for an MI is prohibited. 3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer shall provide data and/or an engineering evaluation which adequately demonstrates that the monitoring system is equally effective and timely in detecting component deterioration. Strategies requiring on average more than ten driving cycles for MI activation are not accepted. The MI shall also activate whenever the engine control enters a permanent emission default mode of operation if any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements specified in paragraph 3.3.3. or 3.3.4. of this annex. The MI shall operate in a distinct warning mode, e.g. a flashing light, under any period during which engine misfire occurs at a level likely to cause catalyst damage, as specified by the manufacturer. The MI shall also activate when the vehicle's ignition is in the "key-on" position before engine starting or cranking and de-activate after engine starting if no malfunction has previously been detected. 3.6. Fault code storage 3.6.1. The OBD system shall record pending and confirmed fault code(s) indicating the status of the emission control system. Separate status codes (readiness codes) shall be used to identify correctly functioning emission control systems and those emission control systems which need further vehicle operation to be fully evaluated. If the 694/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 MI is activated due to deterioration or malfunction or permanent emission default modes of operation, a fault code shall be stored that identifies the type of malfunction. A fault code shall also be stored in the cases referred to in paragraphs 3.3.3.5. and 3.3.4. (e) of this annex. 3.6.2. The distance travelled by the vehicle while the MI is activated shall be available at any instant through the serial port on the standard link connector. 3.6.3. In the case of vehicles equipped with positive ignition engines, misfiring cylinders need not be uniquely identified if a distinct single or multiple cylinder misfire fault code is stored. 3.7. Extinguishing the MI 3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is not present any more, or if the engine is operated after changes to speed and load conditions where the level of misfire will not cause catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on which the misfire level was detected and may be switched to the normal activated mode on subsequent driving cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame conditions may be erased. 3.7.2. For all other malfunctions, the MI may be de-activated after three subsequent sequential driving cycles during which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other malfunction has been identified that would independently activate the MI. 3.8. Erasing a fault code 3.8.1. The OBD system may erase a confirmed fault code and the distance travelled and freeze-frame information if the same fault is not re-registered in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in which the following criteria (a)-(c) are satisfied: (a) Cumulative time since engine start is greater than or equal to 600 seconds; (b) Cumulative vehicle operation at or above 40 km/h occurs for greater than or equal to 300 seconds; (c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and vehicle speed less than or equal to 1.6 km/h) for greater than or equal to 30 seconds. 3.8.2. The OBD system may erase a pending fault code if the same fault is not detected before the end of the next driving cycle in which monitoring occurs (i.e., there is no indication of the malfunction at any time during the driving cycle). 3.9. Bi-fuelled gas vehicles In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle are applicable. To this end one of the following two options in paragraphs 3.9.1. or 3.9.2. of this annex or any combination thereof, shall be used. 3.9.1. One OBD system for both fuel types. 3.9.1.1. The following procedures shall be executed for each diagnostic in a single OBD system for operation on petrol and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel type specific: (a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this annex); (b) Fault code storage (see paragraph 3.6. of this annex); ELI: http://data.europa.eu/eli/reg/2026/1130/oj 695/710EN OJ L, 26.6.2026 (c) Extinguishing the MI (see paragraph 3.7. of this annex); (d) Erasing a fault code (see paragraph 3.8. of this annex). For components or systems to be monitored, either separate diagnostics for each fuel type can be used or a common diagnostic. 3.9.1.2. The OBD system can reside in either one or more computers. 3.9.2. Two separate OBD systems, one for each fuel type. 3.9.2.1. The following procedures shall be executed independently of each other when the vehicle is operated on petrol or on (NG/biomethane)/LPG: (a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this annex); (b) Fault code storage (see paragraph 3.6. of this annex); (c) Extinguishing the MI (see paragraph 3.7. of this annex); (d) Erasing a fault code (see paragraph 3.8. of this annex). 3.9.2.2. The separate OBD systems can reside in either one or more computers. 3.9.3. Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles. 3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or more source addresses. The use of source addresses is described in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 to this annex. 3.9.3.2. Identification of fuel specific information can be realized: (a) By use of source addresses; and/or (b) By use of a fuel select switch; and/or (c) By use of fuel specific fault codes. 3.9.4. Regarding the status code (as described in paragraph 3.6. of this annex), one of the following two options has to be used, if one or more of the diagnostics reporting readiness is fuel type specific: (a) The status code is fuel specific, i.e. use of two status codes, one for each fuel type; (b) The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/ biomethane)/LPG)) when the control systems are fully evaluated for only one of the fuel types. If none of the diagnostics reporting readiness is fuel type specific, then only one status code has to be supported. 3.10. Additional provisions for vehicles employing engine shut - off strategies. 3.10.1. Driving cycle 3.10.1.1. Autonomous engine restarts commanded by the engine control system following an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle. 696/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 4. Requirements relating to the type approval of on-board diagnostic systems 4.1. A manufacturer may request to the Type Approval Authority that an OBD system be accepted for type approval even though the system contains one or more deficiencies such that the specific requirements of this annex are not fully met. The Type Approval Authority may approve up to two separate components or systems with one or more deficiencies. When a manufacturer adopts specific conditions for misfire defined in paragraph 3.3.3.2.1. of this annex, these conditions shall not be considered as a deficiency. 4.2. In considering the request, the Type Approval Authority shall determine whether compliance with the requirements of this annex is infeasible or unreasonable. The Type Approval Authority shall take into consideration data from the manufacturer that details such factors as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective in complying with the requirements of this Regulation and that the manufacturer has demonstrated an acceptable level of effort towards compliance with the requirements of this Regulation. 4.2.1. The Type Approval Authority shall not accept any deficiency request that includes the complete lack of a required diagnostic monitor or the lack of mandated recording and reporting of data related to a monitor. 4.2.2. For Level 1A and Level 2 The Type Approval Authority will not accept any deficiency request that does not respect the OBD thresholds set out in paragraph 6.8.2. of this Regulation. For Level 1B The responsible authority shall reject any deficiency request that does not respect the OBD thresholds set out in regional legislation multiplied by a factor required by regional legislation up to a maximum factor of two. 4.3. In determining the identified order of deficiencies, deficiencies relating to paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive ignition engines and paragraphs 3.3.4. (a), (b) and (c) of this annex for compression-ignition engines shall be identified first. 4.4. Prior to or at the time of type approval, no deficiency shall be granted in respect of the requirements of paragraph 6.5., except paragraph 6.5.3.5. of Appendix 1 to this annex. 4.5. Deficiency period 4.5.1. A deficiency may be carried-over for a period of two years after the date of type-approval unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding three years. 4.5.2. A manufacturer may request that the Type Approval Authority grant a deficiency retrospectively when such a deficiency is discovered after the original type-approval. In this case, the deficiency may be carried-over for a period of two years after the date of notification to the Type Approval Authority unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding three years. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 697/710EN OJ L, 26.6.2026 4.6. At the request of the manufacturer, a vehicle with an OBD system may be accepted for type-approval with regard to emissions, even though the system contains one or more deficiencies such that the specific requirements of this annex are not fully met, provided that the specific administrative provisions set out in paragraphs 4.1. to 4.5.2. of this annex are complied with. The Type Approval Authority shall notify its decision in granting a deficiency request to all other Contracting Parties to the 1958 Agreement applying this Regulation. 698/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Annex C5 - Appendix 1 Functional aspects of On-Board Diagnostic (OBD) systems 1. This appendix describes the procedure of the test according to paragraph 3. of this annex. The procedure describes a method for checking the function of the On-Board Diagnostic (OBD) system installed on the vehicle by failure simulation of relevant systems in the engine management or emission control system. It also sets procedures for determining the durability of OBD systems. The manufacturer shall make available the defective components and/or electrical devices which would be used to simulate failures. When measured over the Type 1 test cycle, such defective components or devices shall not cause the vehicle emissions to exceed any of the OBD thresholds set out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation by more than 20 per cent. For electrical failures (short/open circuit), the emissions may exceed these OBD thresholds by more than twenty per cent. When the vehicle is tested with the defective component or device fitted, the OBD system is approved if the MI is activated. The OBD system is also approved if the MI is activated below the OBD thresholds. 2. Description of test 2.1. The testing of OBD systems consists of the following phases: 2.1.1. Simulation of malfunction of a component of the engine management or emission control system; 2.1.2. Preconditioning of the vehicle with a simulated malfunction over preconditioning specified in paragraph 6.2.1. or paragraph 6.2.2. of this appendix; 2.1.3. Driving the vehicle with a simulated malfunction over the Type 1 test cycle and measuring the emissions of the vehicle. When driving the vehicle with a simulated malfunction, the drive trace indices and tolerances set out in paragraph 2.6.8.3.2. of Annex B6 shall not apply; 2.1.4. Determining whether the OBD system reacts to the simulated malfunction and indicates malfunction in an appropriate manner to the vehicle driver. 2.2. Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically simulated according to the requirements of paragraph 6. of this appendix. 2.3. Manufacturers may request that monitoring take place outside the Type 1 test cycle if it can be demonstrated to the Type Approval Authority that monitoring during conditions encountered during the Type 1 test cycle would impose restrictive monitoring conditions when the vehicle is used in service. 2.4. For OVC-HEVs, testing shall be carried out under charge-sustaining conditions. 3. Test vehicle and fuel 3.1. Vehicle The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to this Regulation. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 699/710EN OJ L, 26.6.2026 3.2. Fuel The appropriate reference fuel as described in Annex B3 to this Regulation shall be used for testing. The fuel type for each failure mode to be tested (described in paragraph 6.3. of this appendix) may be selected by the Type Approval Authority from the reference fuels described in Annex B3 to this Regulation in the case of the testing of a mono-fuelled gas vehicle or of a bi-fuelled gas vehicle. The selected fuel type shall not be changed during any of the test phases (described in paragraphs 2.1. to 2.3. of this appendix). In the case of the use of LPG or NG/biomethane as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG/biomethane after a pre-determined period of time which is controlled automatically and not under the control of the driver. 4. Test temperature and pressure 4.1. The test temperature and pressure shall meet the requirements of the Type 1 test as described in Annex B6 to this Regulation. 5. Test equipment 5.1. Chassis dynamometer The chassis dynamometer shall meet the requirements of Annex B5 to this Regulation. 6. OBD test procedure An overview of the OBD test procedure is provided in Figure C5.App1/1. This is for information purposes only. 700/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 Figure C5.App1/1 Overview of demonstration test 6.1. The operating cycle on the chassis dynamometer shall be the applicable WLTC driven in the Type 1 test, as specified in Annexes Part B. 6.1.1. The Type 1 test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. These conditions shall be reported in the type approval documentation. 6.1.2. At the beginning of each failure mode to be demonstrated, the fault code memory shall be cleared. 6.2. Vehicle preconditioning 6.2.1. Preconditioning for adaption Preconditioning for adaption consists of two parts (a) Preconditioning for adaption without fault (b) Preconditioning for adaption with fault upon the choice of the manufacturer. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 701/710EN OJ L, 26.6.2026 Level 1A and Level 2 The preconditioning for adaption consists of one or more consecutive WLTC 4-phase tests. At the request of the manufacturer and with the approval of the Type Approval Authority, an alternative method for adaption may be used instead of 4-phase tests. If the fault code is stored after preconditioning for adaption, the manufacturer shall delete the fault code. Level 1B The preconditioning for adaption consists of one or more consecutive WLTC 3-phase tests. At the request of the manufacturer and with the approval of the Type Approval Authority, an alternative method for adaption may be used instead of 3-phase tests. If the fault code is stored after preconditioning for adaption, manufacturer shall delete the fault code. 6.2.2. Preconditioning for Monitoring 6.2.2.1. Level 1A and Level 2 According to the engine type and after introduction of one of the failure modes given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned by driving at least two consecutive 4-phase WLTC tests. Level 1B According to the engine type and after introduction of one of the failure modes given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned by driving at least two consecutive 3-phase WLTC tests. 6.2.3. At the request of the manufacturer and with the approval of the Type Approval Authority, alternative preconditioning methods may be used. The reason for the use of additional preconditioning cycles or alternative preconditioning methods as well as details of these cycles/methods shall be reported in the type-approval documentation. 6.3. Failure modes to be tested 6.3.1. Positive ignition engined vehicles: 6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure; 6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in paragraph 3.3.3.2. of this annex; 6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of such a failure; 6.3.1.4. Electrical disconnection of any other emission-related component connected to a powertrain management computer (if active on the selected fuel type); 6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). 702/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.3.2. Compression-ignition engined vehicles: 6.3.2.1. This paragraph is applicable to Level 1A and Level 2 only Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure. 6.3.2.2. This paragraph is applicable to Level 1A and Level 2 only Where fitted, total removal of the particulate trap or, where sensors are an integral part of the trap, a defective trap assembly. 6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing actuator. 6.3.2.4. Electrical disconnection of any other emission-related component connected to a powertrain management computer. 6.3.2.5. In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this appendix, and with the agreement of the Type Approval Authority, the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs. 6.3.2.6. This paragraph is applicable to Level 1A and Level 2 only The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler are detected by the OBD system during its approval test. 6.4. OBD system test 6.4.1. Vehicles fitted with positive ignition engines: 6.4.1.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the test vehicle is driven over a Type 1 test. The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.1.2. to 6.4.1.6. of this appendix. The MI may also be activated during preconditioning. The Technical Service may substitute those failure modes with others in accordance with paragraph 3.3.3.4. of this annex. However, the total number of failures simulated shall not exceed four (4) for the purpose of type approval. In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum of four (4) simulated failures at the discretion of the Type Approval Authority. 6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding the NMHC OBD threshold or the NOx OBD threshold set out in paragraph 6.8.2. of this Regulation. 6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in paragraph 3.3.3.2. of this annex that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a deteriorated or defective oxygen sensor that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). ELI: http://data.europa.eu/eli/reg/2026/1130/oj 703/710EN OJ L, 26.6.2026 6.4.1.6. Electrical disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation (if active on the selected fuel type). 6.4.2. Vehicles fitted with compression-ignition engines: 6.4.2.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the test vehicle is driven over a Type 1 test. The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.2.2. to 6.4.2.5 of this appendix. The MI may also be activated during preconditioning. The technical service may substitute those failure modes by others in accordance with paragraph 3.3.4. (d) of this annex. However, the total number of failures simulated shall not exceed four (4) for the purposes of type approval. 6.4.2.2. This paragraph is applicable to Level 1A and Level 2 only Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.4.2.3. This paragraph is applicable to Level 1A and Level 2 only Where fitted, total removal of the particulate trap or replacement of the particulate trap with a defective particulate trap meeting the conditions of paragraph 6.3.2.2. of this appendix that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.4.2.4. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any fuelling system electronic fuel quantity and timing actuator that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.4.2.5. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. 6.5. Diagnostic signals 6.5.1. The use of “if available” in the following paragraphs shall be understood in such a way, that the respective signal is used as input to the OBD- or emission control system. 6.5.1.1. Upon determination of the first malfunction of any component or system, "freeze-frame" engine conditions present at the time shall be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze-frame conditions shall be replaced by the fuel system or misfire conditions (whichever occurs first). Stored engine conditions shall include, but are not limited to calculated load value, engine speed (RPM), fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), engine coolant temperature, intake manifold pressure (if available), fuel system status (e.g. closed-loop, open-loop) (if available) and the fault code which caused the data to be stored. The manufacturer shall choose the most appropriate set of conditions facilitating effective repairs for freeze-frame storage. Only one frame of data is required. Manufacturers may choose to store additional frames provided that at least the required frame can be read by a generic scan tool meeting the specifications of paragraphs 6.5.3.2. and 6.5.3.3. of this appendix. If the fault code causing the conditions to be stored is erased in accordance with paragraph 3.8. of this annex, the stored engine conditions may also be erased. 704/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 6.5.1.2. If available, the following signals in addition to the required freeze-frame information shall be made available on demand through the serial port on the standardised data link connector, if the information is available to the on-board computer or can be determined using information available to the on-board computer: quantity of diagnostic trouble codes, engine coolant temperature, fuel system status (e.g. closed-loop, open-loop), fuel trim value(s), ignition timing advance, intake air temperature, intake manifold air pressure, air flow rate, engine speed (RPM), throttle position sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value, vehicle speed, fuel pressure, oxygen sensor and lambda sensor. The signals shall be provided in standard units based on the specifications given in paragraph 6.5.3. of this appendix. Actual signals shall be clearly identified separately from default value or limp-home signals. 6.5.1.3. For all emission control systems for which specific on-board evaluation tests are conducted according to this annex (catalyst, oxygen sensor, etc.), except misfire detection, fuel system monitoring and comprehensive component monitoring, the results of the most recent test performed by the vehicle and the limits to which the system is compared shall be made available through the serial data port on the standardised data link connector according to the specifications given in paragraph 6.5.3. of this appendix. For the monitored components and systems excepted above, a pass/fail indication for the most recent test results shall be available through the data link connector. All data required to be stored in relation to OBD in-use performance according to the provisions of paragraph 7.6. of this appendix shall be available through the serial data port on the standardized data link connector according to the specifications given in paragraph 6.5.3. of this appendix. 6.5.1.4. The OBD requirements to which the vehicle is certified and the major emission control systems monitored by the OBD system consistent with paragraph 6.5.3.3. of this appendix shall be available through the serial data port on the standardised data link connector according to the specifications given in paragraph 6.5.3. of this appendix. 6.5.1.5. For all types of vehicles entering into service, the software calibration identification number shall be made available through the serial port on the standardised data link connector. The software calibration identification number shall be provided in a standardised format. 6.5.2. The emission control diagnostic system is not required to evaluate components during malfunction if such evaluation would result in a risk to safety or component failure. 6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted access and conform to the following ISO standards and/or SAE specification. Later versions may be used at the manufacturers' discretion. 6.5.3.1. The following standard shall be used as the on-board to off-board communications link: (a) ISO 15765-4:2011 "Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems", dated 1 February 2011. (b) ISO 13400-2 “Road vehicles - Diagnostic communication over Internet Protocol (DoIP) - Part 2: Transport protocol and network layer services”, dated December 2019 and ISO 13400-4 “Road vehicles - Diagnostic communication over Internet Protocol (DoIP) - Part 4: Ethernet-based high-speed data link connector” dated 15 March 2016 The standards (b) may be used as an option instead of (a) for Pure Electric vehicles ELI: http://data.europa.eu/eli/reg/2026/1130/oj 705/710EN OJ L, 26.6.2026 6.5.3.2. Standards used for the transmission of OBD relevant information: (a) ISO 15031-5 "Road vehicles - communication between vehicles and external test equipment for emissions-related diagnostics – Part 5: Emissions-related diagnostic services", dated 1 April 2011 or SAE J1979 dated 23 February 2012; (b) ISO 15031-4 "Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 4: External test equipment", dated 1 June 2005 or SAE J1978 dated 30 April 2002; (c) ISO 15031-3 "Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics Part 3: Diagnostic connector and related electrical circuits: specification and use", dated 1 July 2004 or SAE J 1962 dated 26 July 2012; (d) ISO 15031-6 "Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions", dated 13 August 2010 or SAE J2012 dated 07 March 2013; (e) ISO 27145 "Road vehicles – Implementation of World-Wide Harmonized On-Board Diagnostics (WWH- OBD)" dated 2012-08-15 with the restriction, that only the standard specified in paragraph 6.5.3.1.(a) may be used as a data link; (f) SAE J 1979-2 "E/E Diagnostic Test Modes: OBDonUDS", April 2021. (g) SAE J 1979-3 “E/E Diagnostic Test Modes: Zero Emission Vehicle Propulsion Systems on UDS (ZEVonUDS)”, October 2023. The standards (e), (f) or (g) may be used as an option instead of (a). 6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed the functional specification given in the standard listed in paragraph 6.5.3.2.(b) of this appendix. 6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control information shall be provided using the format and units described in the standard listed in paragraph 6.5.3.2.(a) of this appendix and must be available using a diagnostic tool meeting the requirements of the standard listed in paragraph 6.5.3.2.(b) of this appendix. The vehicle manufacturer shall provide to the responsible standardisation body the details of any emission- related diagnostic data, e.g. PIDs, OBD monitor Ids, Test IDs not specified in the standard listed in paragraph 6.5.3.2.(a) of this appendix but related to this Regulation. 6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an appropriate ISO/SAE controlled fault code specified in one of the standards listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related system diagnostic trouble codes". If such identification is not possible, the manufacturer may use manufacturer controlled diagnostic trouble codes according to the same standard. The fault codes shall be fully accessible by standardised diagnostic equipment complying with the provisions of paragraph 6.5.3.3. of this appendix. 6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall meet all the requirements of the standard listed in paragraph 6.5.3.2.(c) of this appendix. The installation position shall be subject to agreement of the administrative department such that it is readily accessible by service personnel but protected from tampering by non-qualified personnel. 706/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7. In-use performance This paragraph is applicable to Level 1A and Level 2 only 7.1. General requirements 7.1.1. Each monitor of the OBD system shall be executed at least once per driving cycle in which the monitoring conditions as specified in paragraph 7.2. of this appendix are met. Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a monitoring condition for any monitor. 7.1.2. The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD systems and in-use performance of pollution control devices shall be: IUPR = Numerator / Denominator M M M 7.1.3. Comparison of numerator and denominator gives an indication of how often a specific monitor is operating relative to vehicle operation. To ensure all manufacturers are tracking IUPR in the same manner, detailed M requirements are given for defining and incrementing these counters. 7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a specific monitor M, IUPR shall M be greater or equal to the following minimum values: (a) 0.260 for secondary air system monitors and other cold start related monitors; (b) 0.520 for evaporative emission purge control monitors; (c) 0.336 for all other monitors. 7.1.5. Vehicles shall comply with the requirements of paragraph 7.1.4. of this appendix for a mileage of at least the target useful life, as defined in paragraph 6.7. of this Regulation. 7.1.6. The requirements of this paragraph are deemed to be met for a particular monitor M, if for all vehicles of a particular OBD family manufactured in a particular calendar year the following statistical conditions hold: (a) The average IUPR is equal or above the minimum value applicable to the monitor; M (b) More than 50 per cent of all vehicles have an IUPR equal or above the minimum value applicable to the M monitor. 7.2. Numerator M 7.2.1. The numerator of a specific monitor is a counter measuring the number of times a vehicle has been operated such that all monitoring conditions necessary for the specific monitor to detect a malfunction in order to warn the driver, as they have been implemented by the manufacturer, have been encountered. The numerator shall not be incremented more than once per driving cycle, unless there is reasoned technical justification. 7.3. Denominator M 7.3.1. The purpose of the denominator is to provide a counter indicating the number of vehicle driving events, taking into account special conditions for a specific monitor. The denominator shall be incremented at least once per driving cycle, if during this driving cycle such conditions are met and the general denominator is incremented as specified in paragraph 7.5. of this appendix unless the denominator is disabled according to paragraph 7.7. of this appendix. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 707/710EN OJ L, 26.6.2026 7.3.2. In addition to the requirements of paragraph 7.3.1. of this appendix: (a) Secondary air system monitor denominator(s) shall be incremented if the commanded "on" operation of the secondary air system occurs for a time greater than or equal to 10 seconds. For purposes of determining this commanded "on" time, the OBD system may not include time during intrusive operation of the secondary air system solely for the purposes of monitoring. (b) Denominators of monitors of systems only active during cold start shall be incremented if the component or strategy is commanded "on" for a time greater than or equal to 10 seconds. (c) The denominator(s) for monitors of Variable Valve Timing (VVT) and/or control systems shall be incremented if the component is commanded to function (e.g., commanded "on", "open", "closed", "locked", etc.) on two or more occasions during the driving cycle or for a time greater than or equal to 10 seconds, whichever occurs first. (d) For the following monitors, the denominator(s) shall be incremented by one if, in addition to meeting the requirements of this paragraph on at least one driving cycle, at least 800 cumulative kilometres of vehicle operation have been experienced since the last time the denominator was incremented: (i) Diesel oxidation catalyst; (ii) Diesel particulate filter. (e) The denominators of monitors of the following components shall be incremented if and only if the driving cycle started with a cold start: (i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors; (ii) Clean air (ambient air, intake air, charge air, inlet manifold) temperature sensors; (iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-charging, catalyst) temperature sensors; The requirements for the increment of denominators of other monitors remain as described in this Annex. (f) The denominators of monitors of the boost pressure control system shall be incremented if all of the following conditions are met: (i) The general denominator conditions arc fulfilled; (ii) The boost pressure control system is active for a time greater than or equal to 15 seconds. (g) Manufacturers may request to use special denominator conditions for certain components or systems and this request can be approved only if it can be demonstrated to the Type Approval Authority by submitting data and/or an engineering evaluation that those other conditions are necessary to allow for reliable detection of malfunctions. 7.3.3. For hybrid vehicles, vehicles that employ alternative engine start hardware or strategies (e.g. integrated starter and generators), or alternative fuel vehicles (e.g. dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request the approval of the Type Approval Authority to use alternative criteria to those set out in this paragraph for incrementing the denominator. In general, the Type Approval Authority shall not approve alternative criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Approval by the Type Approval Authority of the alternative criteria shall be based on the equivalence of the alternative criteria to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria in this paragraph. 7.4. Ignition cycle counter 7.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle has experienced. The ignition cycle counter may not be incremented more than once per driving cycle. 708/710 ELI: http://data.europa.eu/eli/reg/2026/1130/ojEN OJ L, 26.6.2026 7.5. General denominator 7.5.1. The general denominator is a counter measuring the number of times a vehicle has been operated. It shall be incremented within 10 seconds, if and only if, the following criteria are satisfied on a single driving cycle: (a) Cumulative time since engine start is greater than or equal to 600 seconds while at an elevation of less than 2,440 m above sea level and at an ambient temperature of greater than or equal to -7 °C; (b) Cumulative vehicle operation at or above 40 km/h occurs for greater than or equal to 300 seconds while at an elevation of less than 2,440 m above sea level and at an ambient temperature of greater than or equal to -7 °C; (c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and vehicle speed less than or equal to 1.6 km/h) for greater than or equal to 30 seconds while at an elevation of less than 2,440 m above sea level and at an ambient temperature of greater than or equal to -7 °C. 7.6. Reporting and increasing counters 7.6.1. The OBD system shall report, in accordance with the ISO 15031-5 specifications of the standard listed in paragraph 6.5.3.2.(a) of this appendix, the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this annex: (a) Catalysts (each bank to be reported separately); (b) Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately); (c) Evaporative system; (d) EGR system; (e) VVT system; (f) Secondary air system; (g) Particulate filter; (h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst system); (i) Boost pressure control system. 7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component. 7.6.2.1. Numerators and denominators for specific monitors of components or systems, that are monitoring continuously for short circuit or open circuit failures are exempted from reporting. "Continuously", if used in this context means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs. It is not required to activate an output component/system for the sole purpose of monitoring that output component/system. 7.6.3. All counters, when incremented, shall be incremented by an integer of one. ELI: http://data.europa.eu/eli/reg/2026/1130/oj 709/710EN OJ L, 26.6.2026 7.6.4. The minimum value of each counter is 0, the maximum value shall not be less than 65,535, notwithstanding any other requirements on standardised storage and reporting of the OBD system. 7.6.5. If either the numerator or denominator for a specific monitor reaches its maximum value, both counters for that specific monitor shall be divided by two before being incremented again according to the provisions set in paragraphs 7.2. and 7.3. of this appendix. If the ignition cycle counter or the general denominator reaches its maximum value, the respective counter shall change to zero at its next increment according to the provisions set in paragraphs 7.4. and 7.5. of this appendix, respectively. 7.6.6. Each counter shall be reset to zero only when a non-volatile memory reset occurs (e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive memory (KAM), when KAM is lost due to an interruption in electrical power to the control module (e.g. battery disconnect, etc.). 7.6.7. The manufacturer shall take measures to ensure that the values of numerator and denominator cannot be reset or modified, except in cases provided for explicitly in this paragraph. 7.7. Disablement of numerators and denominators and of the general denominator 7.7.1. Within 10 seconds of a malfunction being detected, which disables a monitor required to meet the monitoring conditions of this annex (i.e. a pending or confirmed code is stored), the OBD system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the malfunction is no longer detected (i.e., the pending code is erased through self-clearing or through a scan tool command), incrementing of all corresponding numerators and denominators shall resume within 10 seconds. 7.7.2. Within 10 seconds of the start of a Power Take-off Operation (PTO) that disables a monitor required to meet the monitoring conditions of this annex, the OBD system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the PTO operation ends, incrementing of all corresponding numerators and denominators shall resume within 10 seconds. 7.7.3. The OBD system shall disable further incrementing of the numerator and denominator of a specific monitor within 10 seconds, if a malfunction of any component used to determine the criteria within the definition of the specific monitor's denominator (i.e. vehicle speed, ambient temperature, elevation, idle operation, engine cold start, or time of operation) has been detected and the corresponding pending fault code has been stored. Incrementing of the numerator and denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a scan tool command). 7.7.4. The OBD system shall disable further incrementing of the general denominator within 10 seconds, if a malfunction has been detected of any component used to determine whether the criteria in paragraph 7.5. of this appendix are satisfied (i.e. vehicle speed, ambient temperature, elevation, idle operation, or time of operation) and the corresponding pending fault code has been stored. The general denominator may not be disabled from incrementing for any other condition. Incrementing of the general denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a scan tool command). 710/710 ELI: http://data.europa.eu/eli/reg/2026/1130/oj