UN GTR No. 25 on In-vehicle Battery Durability for Electrified Heavy Duty Vehicles provides harmonised methods to determine battery durability performance of HD-PEVs and HD-OVC-HEVs of categories M₁–M₃ and N₁–N₃ exceeding 3,855 kg MPLM. The regulation requires manufacturers to install State of Certified Energy (SOCE) monitors throughout vehicle lifetime. In-use verification consists of Part A verification of monitor accuracy through measured UBE testing using Methods 1a, 1b, Method 2 (bidirectional power supply), or an alternative HDV chassis dynamometer method, with statistical pass/fail criteria. Part B verification assesses battery durability against optional Minimum Performance Requirements (MPRs) through remote SOCE data collection from sample vehicles. Part C verification, reserved for future amendment, will address reported virtual distance accuracy for V2X, PTO and non-traction purpose applications. Optional Annex 4 specifies MPRs by vehicle category and mass, ranging from 45–70% SOCE retention across specified timeframes and distances. The GTR entered into force with Phase 1 covering core durability assessment and data collection to support future refinement of MPR thresholds based on in-service field data relating to HDVs, referencing WP.29-170-31 and GRPE/2026/3.

UN GTR No. 22 on In-vehicle Battery Durability for Electrified Light Duty Vehicles establishes harmonized requirements for monitoring and verifying minimum battery durability performance of pure electric vehicles and off-vehicle charging hybrid electric vehicles of categories M₁ and M₂. Manufacturers must install State-of-Certified Energy (SOCE) and State-of-Certified Range (SOCR) monitors for the vehicle lifetime. Battery energy-based minimum performance requirements specify that vehicles of categories 1-1 and 1-2 must retain 80 per cent SOCE for 5 years or 100,000 km and 70 per cent for 8 years or 160,000 km; category 2 vehicles must retain 75 per cent and 65 per cent respectively. In-use verification comprises Part A verification of monitor accuracy using statistical methods, Part B verification of battery durability through remote data collection, and Part C verification of reported virtual distance. Manufacturers may declare higher performance requirements. Virtual distance may be reported for vehicles with Vehicle-to-Grid functionality or category 2 vehicles used for non-traction purposes.

Proposal to amend UN GTR No. 21 on system power determination:

• Establish a globally harmonized test procedure comparable to traditional engine power ratings for conventional vehicles,
• specify TP1 based on measured electrical power and estimated internal combustion engine power with electrical conversion efficiency factors,
• specify TP2 based on measured torque and speed at axle shafts or wheel hubs with mechanical conversion efficiency factors,
• require manufacturers to provide verifiable K conversion factors,
• remove dynamometer roller measurement options for TP2 in favor of torque and speed sensors or hub dynamometers,
• mandate fuel flow rate measurement for TP1,
• introduce the reference point concept to ensure comparable results across powertrain architectures,
• require five test repetitions with averaging of the last four,
• add applicability guidelines limiting TP1 or TP2 to specific architectures based on power flow characteristics,
• establish approval criteria for system bench facilities as alternatives to chassis or hub dynamometers in a new Annex 3.

The agenda for the Electric Vehicles and the Environment Informal Working Group 98th session scheduled for July 15, 2026, includes presentations on battery performance, discussions on UN GTR 21, UN GTR 22, and UN GTR 25 regulatory topics including minimum performance requirements, state of charge reference, readiness monitor and conditioning cycles, mutual recognition, fuel cell electric vehicles, highly integrated systems, energy throughput, normal usage indices, and battery replacement provisions. UN GTR 25 amendment 2 must be submitted to March 2027 GRPE with a December 2026 deadline.

This presentation summarizes EU-Commission JRC contributions to the EVE IWG regarding light-duty vehicle data for minimum performance requirements based on EVE-30-12, EVE-34-16, EVE-41-03, EVE-96-06, EVE-32-13e, EVE-74-21, and EVE-88-22. It compares JRC TEMA ageing predictions with real-world field data from multiple sources including Geotab analysis of over 22,700 electric vehicles showing average annual degradation of 2.3%, Tesla data indicating approximately 1% degradation per 40,000 km, Nissan Leaf data from Flip The Fleet comprising 2,311 vehicles, and experimental data from Canada on Tesla Model S and truck batteries. Key findings include that high-power DC fast charging causes degradation rates up to twice that of low-power charging, hot climates increase degradation 0.4% annually, and high mileage vehicles demonstrate cumulative calendar and cycle ageing effects while generally meeting GTR 22 battery energy retention requirements of 80% at five years and 100,000 km.

This document, based on GRPE/2026/4, presents Amendment 3 to UN GTR 21 on determining system power of hybrid electric vehicles and pure electric vehicles with multiple propulsion energy converters. The GTR establishes two equivalent test procedures (TP1 and TP2) to measure system power comparable to traditional engine-based ratings. TP1 measures electrical power from the rechargeable electric energy storage system and estimated internal combustion engine power, applying electrical conversion efficiency factors. TP2 measures torque and speed at powered axle shafts or wheel hubs, applying mechanical conversion efficiency factors. The regulation requires manufacturers to provide hybrid power flow descriptions, energy conversion factors, and reference points for power measurement. Testing occurs on chassis dynamometers, hub dynamometers, or system bench facilities at fixed dynamometer speeds corresponding to maximum power conditions, with five repetitions conducted and results averaged. Applicability of each procedure depends on powertrain architecture and power flow characteristics. Amendment 3 introduces system bench testing as an alternative, strengthens measurement requirements, requires manufacturer-provided K factors rather than defaults, and establishes reference point concepts to ensure consistent results across different electrified powertrain architectures.

Proposal to add two new definitions to para. 3.30., modify para. 5.1. to require manufacturers provide a procedure for achieving recent SOCE/SOCR monitor updates, modify Annex 1 to establish monitoring based on new parameters rather than the 50 per cent state-of-charge threshold, and add mandatory values to Annex 2 including State of Certified Energy Readiness Status, Energy Storage System Recent Depth of Discharge Counter, and Preconditions for Recent Battery Capacity Update, based on GRPE/2026/5 and EVE-97-04e.

Proposal to establish harmonised methods for in-vehicle battery durability of electrified heavy-duty vehicles:

• Establish harmonised methods for determining in-vehicle battery durability of electrified heavy-duty vehicles (categories 1-2 and 2 with technically permissible maximum laden mass exceeding 3,855 kg) that are pure electric or off-vehicle charging hybrid electric vehicles,
• Require manufacturers to install and maintain State-of-Certified Energy (SOCE) monitors throughout vehicle lifetime at resolution of at least 1 part in 100, making values available via on-board diagnostics port and optionally over-the-air,
• For Contracting Parties electing to enforce minimum performance requirements from optional Annex 4, require manufacturers to ensure compliance through in-use verification comprising Part A (monitor accuracy verification through measured usable battery energy testing via driving on test track/road or bidirectional power supply system, with statistical pass/fail criteria) and Part B (battery durability verification through remote data collection from vehicle sample of minimum 500 vehicles annually, requiring at least 90 per cent of monitored values above applicable minimum performance requirement or declared performance requirement),
• Reserve Part C verification of virtual distance accuracy for future amendment,
• Specify minimum performance requirements with SOCE retention percentages (45–70 per cent) at defined time and distance combinations varying by vehicle category and mass, to be monitored during phase 1 for potential future revision based on energy throughput data.

Proposal to amend para. 6.5. to specify that a verification of reported virtual distance is only required if the manufacturer requests to apply the virtual distance option, to require a test with adequate and representative vehicle use in V2X or non-traction purposes to verify accuracy of reported virtual distance increase, and to permit the verification of Part C for vehicles in the same virtual distance family to be combined between different Contracting Parties with their agreement, with such Contracting Parties considered as a single authority for verification purposes.

EV Guard Oy manufactures battery guards for hybrid and electric vehicles using 3 mm marine aluminum and 8 mm recycled PET composite to protect battery packs, liquid-cooling systems, and electrical connectors. The guards distribute impact force, reduce temperature fluctuations, improve energy efficiency, and are 100% recyclable. The company supplies guards to authorized repair shops. No valid regulation currently applies to aftermarket battery shields; UN R100 does not cover this product, representing a structural gap in regulation.

The Electric Vehicles and the Environment Informal Working Group held its 97th session on May 19, 2026. Discussions addressed UN GTR 22/25 including Norwegian EV demographics, a proposed Readiness Monitor concept for State of Certified Energy activities, and OICA terminology amendments replacing “monitor” with “assessment of virtual distance” in Part C. The group reviewed Phase 4 priorities for UN GTR 21 and UN GTR 25, including Minimum Performance Requirements, conditioning cycles, and lifetime requirements addressing disconnects between mileage and year thresholds. The next session is scheduled for June 16–17, 2026.

Proposal to amend Amendment 2 to UN GTR No. 22: Modify para. 5.2. to define virtual distance calculation and add requirements for reporting virtual distance by vehicles with V2X functionality or Category 2 vehicles used for non-traction purposes, add new para. 5.2.1. specifying virtual distance determination, add para. 6.1.3. defining Part C family criteria for virtual distance verification, add para. 6.5. establishing Part C verification procedure for reported virtual distance with test conditions including environmental temperature 23°C ± 5°C, initial battery SOC according to normal charging procedure, discharge testing at highest available power, test duration of 50 km virtual distance or 2 hours, and pass/fail criteria requiring reported virtual distance not more than 5 per cent higher than measured virtual distance, add para. 6.5.2.1. with statistical decision chart for Part C pass/fail determination based on cumulative sample size and failed result counts, revise para. 6.1.4. to add family identifier format for virtual distance families, add para. 52.a. through 52.e. in the Statement of Technical Rationale documenting Phase 3 developments including family criteria for Part C verification, boundary conditions for virtual distance verification test with environmental temperature requirements and discharge test options based on kilometres or hours, OVC-HEV UBE correction in Annex 3, and additional regional regulation requirements in Annex 2, and add flow chart Figure 3 for Part C verification process.

The presentation reports results from performance-based models for electric passenger vehicles and electric vans, analyzing capacity retention and capacity fade at 5, 8, and 10 years and at 100,000 km, 160,000 km, and 200,000 km driving distances. Results show capacity retention exceeding 60 per cent at 10 years and 200,000 km for vans with Li-Ion NCM-LMO (2015) battery technology, and exceeding 65 per cent for battery electric vehicles under the same conditions.

UN GTR No. 25 addresses minimum performance requirements, lifetime requirements, and metrics for heavy-duty vehicles. Lifetime requirements are 12 years and 700,000 km or 15 years and 875,000 km for Category 1-2 vehicles exceeding 7.5 tonnes and Category 2 vehicles exceeding 16 tonnes. An optional annex proposes different metrics including years, kilometres whichever comes first, and energy throughput in monitoring. Capacity retention requirements for N₃ vehicles exceeding 16 tonnes are specified at 12 years and 700,000 km and at 15 years and 875,000 km.

The document presents Norway’s electrification progress for light duty vehicles (LDVs) and heavy duty vehicles (HDVs). Norway has 994,000 electric LDVs and 5,300 electric HDVs from a total fleet of 3.4 million LDVs and 73,000 HDVs. In April 2026, EV market share reached 98.6 percent with 107 municipalities achieving 100 percent market share. The document reports EVs represent 2-7 percent of registered vehicle fires, with fossil fuelled vehicles accounting for up to 90 percent. Research findings indicate battery degradation is driven by operating conditions, with cold climate introducing dual effects and battery management systems being key durability drivers.

GTR 22 proposes introducing a State of Certified Energy (SOCE) Readiness Status to determine when sufficient enabling conditions exist for accurate battery State of Health calculations. Manufacturers shall make SOCE values easily available to vehicle owners via dashboard, infotainment, or mobile application and provide procedures for owners to achieve recent updates. GTR 22 shall include mandatory parameters: State of Certified Energy Readiness Status, Energy Storage System Recent Depth of Discharge Counter, and Preconditions for Recent Battery Capacity Update, removing quantitative specifics dependent on energy storage chemistry and time duration references from existing annexes.

Proposal to amend virtual distance to assessment of virtual distance and amend monitor to assessment of virtual distance. The amendments ensure text robustness and alignment between GTR 22 and UN R154/04. The monitor was copied from Part A families and is not mentioned in Part C. The Battery cell characteristic includes the REESS as part of the Family concept.