This handbook provides testing and reporting procedures for the Third Inter-laboratory Study Phase 2, focusing on front brake testing for a Ford Puma vehicle per GTR No. 24. Testing comprises three emission cycles (Steps B and C with samples M1 and M2) followed by a fourth WLTP-Brake cycle (Step D) at 975 m³/h ± 10% airflow. Data must be reported using EBF, TBF, and MMF templates with specified formats and calculations. Post-test parts mass measurement occurs only after Step D completion. All values must be submitted as numerical values without formulae, with pre-test and post-test weighing procedures requiring buoyancy correction per GTR 24 specifications.
The A-LCA IWG decided not to submit a Working Document due to inability to reach agreement on outstanding issues. Activities are shifting to information and technical exchange rather than developing a Resolution until Contracting Parties are ready to share positions. The IWG has identified key contradictive issues including definitions of market-mediated effects and recycled content method, system boundaries for vehicle distribution stage, chain of custody, electricity modelling, use stage provisions, and replacement methodologies. New Terms of Reference are requested, reflecting the shift in focus and reduced meeting frequency.
Status report on the Informal Working Group on Environmental and Propulsion Performance Requirements for L-Category Vehicles. The IWG-EPPR has established a Task Force to transpose UN-GTR No. 2 into the 03 series of amendments to UN Regulation No. 40, co-chaired by Japan and Malaysia with JASIC and IMMA as co-secretaries. The Task Force held its first meeting on 9 October with participation from ASEAN countries, Ghana, and others, and agreed on workplan and rules of procedure. Target dates for deliverables are April 2027 and October 2027.
The first task force session confirmed the scope of work, organization structure, and timelines for developing UN R40.03 to transpose Euro 4-level requirements from UN GTR No. 2 into UN Regulation No. 40 and to ensure administrative provisions necessary for mutual recognition and type approval. The Task Force agreed to use IMMA proposal EPPR-73-02 as the technical baseline, identified provisions already aligned with GTR No. 2 and those requiring revision, and established a working method for future discussions. TF-02 is proposed for 24 November 2026 and will examine the main text from paragraph 1 through paragraph 12, including Appendix 2.
Phase 2 of the DfT Brake and Tyre Programme investigated variables affecting particle emissions from brake and tyre wear. Testing compared three vehicles on the same Golf VII platform (ICE, PHEV, EV) at different masses using controlled chassis dynamometer cycles. Results showed regenerative braking in EV and PHEV reduced PM2.5 more effectively than a ~20% mass reduction, while PN10 emissions remained similar across vehicle types and were insensitive to mass or regenerative braking. Testing of brake pad and disc variants found ceramic and low-dust pads gave lowest emissions, while high-mileage pads reduced PM2.5 but not PN10. PM2.5 and PN10 appear governed by different mechanisms, with volatile chemistry of brake pads being critical for PM2.5 emissions.
Presentation on brake inertia determination for potential amendment to heavy-duty brake emission protocol. Currently proposed protocol assumes test inertia determined based on UN R90, but comparison with C-factor from vehicle testing showed significant differences in inertia and actual load during dynamometer testing, with front and rear values differing by up to 2.3 times. Proposes retaining UN R90-based approach as default method while adding alternative inertia determination method considering vehicle mass and multi-axle configurations. Analysis of 43 Japanese market vehicle models showed UN R90-based approach can result in brake loads ranging from 0.1 to 5.7 times those of vehicle-based approach.
Round Robin exercise 2 evaluated detection efficiency and calibration variability of condensation particle counters (CPCs) at 23 nm and 10 nm across eight laboratories using multiple calibration materials including emery oil, soot, silver, and graphite particles. Measured variability was better than 5% at plateau and around 5% at 23 nm. Material differences from soot at 23 nm ranged from −0.04 to 0.41 units depending on the particle type. Preliminary recommendations include continuing with emery oil for continuity, applying generator/CPC type-specific correlation factors determined by manufacturers when different materials are used, and conducting annual validations with the same material.
Proposal for minimum amendments to GTR No. 6 pending conclusion of NHTSA research and for further amendment concerning ceramic printer areas and sunroof safety testing.
Examples gathered by KATRI showing reductions in the ceramic printing area of sunroofs on individual vehicle models between 2015 and 2017.