UN R168 — 01 series of amendments

The Regulation now has three levels of approval: Level 1A (4-phase WLTC), Level 1B (3-phase WLTC cycle) and Level 2 (both). Level 2 is to be considered the “highest level of stringency” in the context of paragraph 2 of Article 1 of the 1958 Agreement. Under paragraph 6.1., Level 1A uses a 4-phase WLTC evaluation, and Level 1B a 3-phase WLTC evaluation for vehicles with a diesel engine. The earlier rule of a 4-phase WLTC, and additionally a 3-phase WLTC for vehicles with a diesel engine, now applies to Level 2. Under paragraph 9.3., RDE trips must prove compliance against a 4-phase WLTC (Level 1A), a 3-phase WLTC (Level 1B) or both (Level 2). In paragraphs 10.7. and 10.7.1., the 4-phase and 3-phase data basis rules and the second RDE trip rule now refer to Level 2 Approvals.

For Level 1A and for Level 2, the Regulation applies to vehicles of categories M1 and N1 (paras. 1.1. and 1.3.). For Level 1B, the scope covers all M1 vehicles, and M2 and N1 vehicles with a technical permissible maximum laden mass not exceeding 3,500 kg. Before this series, the scope used a reference mass not exceeding 2,610 kg, or 2,840 kg by extension at the manufacturer's request. For Level 1A only, new paragraph 4.5. sets when vehicle types with a valid approval to the Original Version need no new type-approval testing. Paragraph 15. is now titled “Transitional and Special provisions”. New paragraph 15.2.1. gives provisions for armoured vehicles, for Level 1A only.

The approval number now includes a slash (/) and two characters for the implementing stage/level, for example 1A, 1B or 02 (para. 5.2.1.). Under paragraph 5.4.3., the approval mark must contain an additional code after the type approval number to distinguish the level (Level 1A, 1B or 2). Table A3/1 lists the codes 1A, 1B and 02 with the Contracting Party on which the requirements are based: European Union, Japan and Harmonized. In Annex 3, the accompanying code (1A) of the approval mark denotes that the vehicle is approved to Level 1A (Europe). In Annex 1, item 0.2.2.1. asks for the final vehicle actual mass and technically permissible maximum laden mass instead of mass in running order. In Annex 2, “the emission of gaseous pollutants by the engine” is replaced by “Real Driving Emissions”.

Paragraph 3.1., which defined the vehicle type, is now the heading “Administrative”. New paragraphs 3.1.1. to 3.1.3. define “Vehicle type with regard to Real Driving Emissions”, “Declared Maximum RDE” and “Third party”. The vehicle type definition now refers to the PEMS test family of paragraph 6.3.1. or, if applicable, paragraph 6.3.2. For Level 1A and Level 2 with 4-phase WLTC evaluation, the manufacturer may declare ‘Declared Maximum RDE’ values for NOx, PN or both. These values go in the Manufacturer’s RDE certificate of compliance in Annex 12, and they must be used to check compliance of cars when applicable. The emission limits now come from the 04 series of amendments to UN Regulation No. 154 (Tables 1A and 1B), instead of the 03 series.

New paragraph 10.9. covers Level 1A, and Level 2 in the case of 4-phase WLTC evaluation only. In these cases, all data of a single RDE test must be recorded according to the data exchange and data reporting files (para. 10.8.). In these cases, a technical report prepared by the manufacturer must be made available to the approval authority (para. 10.9.1.). In these cases, the manufacturer must make the listed information available on a publicly accessible website, without costs, identity disclosure or sign-up. The website must show, for each vehicle in a search, its PEMS family ID and, if applicable, its Declared Maximum RDE values. In these cases, the manufacturer must give the technical report on request, free and within 10 days, to any Contracting Party or recognised third party.

In Annex 5, the PN analyser must now count with minimum 50 per cent efficiency from approximately 10 nm, instead of approximately 23 nm. The PN analyser must now include a catalytically active heated section at wall temperature ≥ 573 K. Table A5/3a of PN analyser system efficiency requirements is replaced, and it now sets efficiency ranges at 10 nm and 15 nm. The reference CPC for efficiency and linearity checks must now have a counting efficiency above 90 per cent for 10 nm equivalent electrical mobility diameter. A particle number system compliant with UN Regulation No. 154 with this counting efficiency can also be the reference for the complete-system linearity check. The volatile removal efficiency for tetracontane must now be > 99.9 per cent instead of > 99 per cent.

Annexes 8 and 9 now have specifications for vehicles that are equipped with a device limiting vehicle speed to 90 km/h. For these vehicles, medium-speed windows are characterized by average vehicle speeds lower than 70 km/h. For these vehicles, high-speed windows are characterized by average vehicle speeds greater than or equal to 70 km/h and lower than 90 km/h. The titles of Figures A8/5 and A8/6 now exclude these vehicles. In the Annex 9 binning for analysis with 4-phase WLTP, these vehicles have a “rural” speed bin of 60 km/h < vi ≤ 80 km/h. In the same binning, these vehicles have a “motorway” speed bin of vi > 80 km/h and an “urban” speed bin of vi ≤ 60 km/h.