Purpose of study was to specify any potential improvement or deterioration of noise performance in light of the other parameters and to provide the necessary information regarding the possible additional tightening of the limits, without undermining the overall balance that has to take into account also other performances.

Proposal to introduce the use of all of the direction-indicator lamps in case the presence of an unattended child is detected inside the passenger compartment.

Revised proposal to permit the use of very small logos on signalling lamps.

Proposal to reinstate the word “or” in para. 5.21.1. unintentionally removed during amendments.

Proposal to permit use of equipment conforming to UN R154 for testing under UN R83 (and by extension to UN R101 which references UN R83).

Annex 4A-Type 1 tests include references to daytime running lamps and rear position and other lamps. In line with UN R48 and its 08 series of amendments which would permit switching off of rear position and other lamps when ambient light conditions are above 7,000 lux to avoid unnecessary fuel consumption, this proposal would permit ambient lighting during dynamometer operation above this threshold.

Annex 5 procedures include references to daytime running lamps and rear position and other lamps. In line with UN R48 and its 08 series of amendments which would permit switching off of rear position and other lamps when ambient light conditions are above 7,000 lux to avoid unnecessary fuel consumption, this proposal would permit ambient lighting during dynamometer operation above this threshold.

Annex B6 procedures include references to rear position and other lamps. In line with UN R48 and its 08 series of amendments which would permit switching off of rear position and other lamps when ambient light conditions are above 7,000 lux to avoid unnecessary fuel consumption, this proposal would permit ambient lighting during dynamometer operation above this threshold.

Recommendation to pursue a GTR specific to heavy-duty vehicles derived from the work on the light vehicle EV battery durability GTR.

Presentation on how to harmonize the requirements of the 06 and 07 series of amendments to UN R83, the 01 series of amendments to UN R101 and the original, 01, 02 and 03 series of amendments to UN R154 respectively, and to ensure consistent type-approval test conditions with the introduction of the 08 series of amendments to UN R48.

Also applicable for R85

Informal document GRPE-81-29 rev 1 was submitted to GRPE in June 2020 to clarify some elements surrounding the introduction of UN Regulation No. 154. This paper is updated here to add an additional clarification of the introductory provisions in the newly adopted 02 series of amendments. This document with tracked changes in word format and pdf version is also available.

Proposal to clarify and improve the text of the new Real Driving Emissions type approval regulation per the following justifications:

1. In paragraph 3.3.7. the text in brackets is a repeat of content in an Annex. It is good practice to keep definitions to one sentence where possible. Adding “of the tested vehicle” avoids any confusion with family test mass definitions.
2. The syntax of the term “power-to-mass-ratio” (with hyphens between all words) should be consistent throughout the document.
3. Where a requirement only applies to the approval authority which issued the approval this should be made clear in the text.
4. Additional to the technical specifications listed in Annex 5, the Regulation assumes measurement accuracy of PEMS equipment. It therefore appears reasonable that the PEMS equipment is required to also deliver these measurement accuracy.
5. As vehicles are designed to be driven predominantly forwards, and rearwards driving although normal practice is an exceptional situation, the possibility to drive rearwards for extended periods should be removed.
6. “Velocity” as a physical term is a vector and has to be accompanied by a direction. For clarity this should be replaced with “speed”.
7. A large (> 20 K) ambient temperature difference between one day and the next is not representative of real life and can result in unrepresentative catalyst performance. The possibility of a preconditioning at 23 °C followed by a test at below freezing should therefore be removed.