Insert new clauses to section 8 of the Consolidated Resolution on the Construction of Vehicles (R.E.3) to add provisions 8.40.1. through 8.40.9. establishing requirements for periodic technical inspection of vehicles, including verification of proper condition and functionality through testing equipment, electronic vehicle interface, scan-tools and manual/visual inspection; access to in-vehicle data without changing approved vehicle design or affecting software integrity, functionality of installed safety systems, and cyber security measures; manufacturer provision of technical information for testing equipment, electronic vehicle interface, scan-tools and methods; vehicle construction providing access to Diagnostic Trouble Code with regard to identify failure of vehicle, equipment and parts; definition of failure; requirement that Diagnostic Trouble Code be accessible by scan-tools compliant with international standards without manufacturer-specific, user-specific, or tool-specific restrictions; cyber security measures not affected; and application limited to authorized test centers and workshops.
The agenda includes:
The session reviewed and adopted the draft agenda and prior meeting minutes. Substantive discussions addressed proposals including harmonics observation time for vehicles and energy storage assemblies (EMC-54-02), conducting automated driving system active tests (EMC-54-03), quality guidance for technical service test reports (EMC-54-04), amending UN R10 based on related regulations (EMC-54-05-Rev.1), minimum dwell time guidance (EMC-54-06), non-durable protection shields clarification (EMC-54-07), and transient immunity (EMC-54-10-Rev.1). The group concluded that further investigation and revised proposals are needed for several items by the December 2026 session. Next meeting: 2–3 December 2026 online.
As of 2025, Euro NCAP only rewards direct sensing systems. Of 113 vehicles rated under the 2025 protocol, 69 were battery electric vehicles. Direct sensing systems increased from 12% in 2024 to 31% in 2025, while indirect systems decreased from 46% to 27%. Overall, 36% of tested vehicles in popular categories were equipped with direct sensing, except superminis. All direct sensing systems cover rear seats; 40% also cover front passenger seats. Of vehicles tested, 60% provide intervention alongside initial and escalation warnings. All vehicles with direct sensing systems are equipped with a battery for propulsion. (PDF version of CLIV-21-08)
As of 2025, Euro NCAP only rewards direct sensing systems. Of 113 vehicles rated under the 2025 protocol, 69 were battery electric vehicles. Direct sensing systems increased from 12% in 2024 to 31% in 2025, while indirect systems decreased from 46% to 27%. Overall, 36% of tested vehicles in popular categories were equipped with direct sensing, except superminis. All direct sensing systems cover rear seats; 40% also cover front passenger seats. Of vehicles tested, 60% provide intervention alongside initial and escalation warnings. All vehicles with direct sensing systems are equipped with a battery for propulsion. (PowerPoint version of CLIV-21-07)
Proposal to increase yaw rate recording frequency to 10 Hz. Yaw-rate data recorded at 2 Hz corresponds to one measurement every 500 ms; increasing to 10 Hz provides a measurement every 100 ms, resulting in a fivefold improvement in temporal resolution. This enhancement significantly improves ability to reconstruct pre-crash vehicle dynamics, identify vehicle instability onset and progression, and evaluate Electronic Stability Control functionality. A yaw-rate recording frequency of at least 10 Hz reduces temporal uncertainty from 500 ms to 100 ms and enables more accurate reconstruction of loss-of-control events, vehicle rotation, ESC interventions, and driving dynamical issues.
International reference standards for harmonics and flicker testing define differing applicable supply voltage levels and operating frequencies. CLEPA proposes maintaining baseline requirements for UN R10.08 unchanged, testing according to standardized parameters of reference IEC standards. Contracting Parties with diverging local grid configurations should define tailored national requirements or propose harmonized evaluation methods directly within relevant IEC standard committees, as direct application or mathematical conversion of limits for diverging grids lacks standardized metrological foundation in IEC publications.