#5: Modifications of the calculation parameter/coefficients r0, a1 and b1 (WLTP-08-10e)
India requested modifications and made a respective proposal. Modified calculation parameter/coefficients were developed. Effects for M1 and N1 vehicles were shown. O. Eberhardt expressed his concerns; if the approach would probably apply to N1 vehicles on the European market in future (note: this is not the case today). Proposed parameters were supported by India, JPN, EC as a compromise solution and adopted by WLTP IWG.

#6: Annex 2, section 2, use of the gearbox, required data (WLTP-08-11e, WLTP-08-12e)
A modified description for n_{min_drive} and a modified definition for n_max were developed by the task force and presented for adoption. The 2 proposals were adopted by WLTP IWG.

For the amendment of definition of n_{min_drive}, the perspective was given to have a proposal ready for adoption for IWG meeting #10.

For the calculation of gear use if separate groups of transmission ratios are available, the proposal to base the gear use determination on the group normally used for on-road operation was adopted by WLTP IWG. The wording needs to be improved regarding “range” (B. Coleman, Drafting Coordinator).

Definition of exception of crawler gears in current gtr was discussed in TF without conclusion. Timeframe was extended to IWG meeting #10.

#6: Annex 2, sections 3.2 and 3.3 (WLTP-08-13e):
For determination of engine speed improved descriptions were developed. The proposals were adopted by WLTP IWG.

Additional safety margin for full load power curve was required by India and manufacturers. Task force developed an exponential approach. Amendment of gtr is proposed and was adopted by WLTP IWG. India will analyses the impact of the tolerance band of power determination and will give additional feedback to the task force.

#6: Revised text for annex 2 with requirements for deceleration phases (WLTP-08-14e /-14e_clean)
All additional text proposals were adopted by WLTP IWG.

#8: Annex 2, section 4b (WLTP-08-15rev1)
Proposal to replace 3 s rule by 2 s rule was required by manufacturers to avoid excessive engine speeds for “short” transmissions. Effect on number of upshifts was evaluated. TF proposes 2 s rule. Proposal was adopted by WLTP IWG.