The document presents a European heavy-duty vehicle and tyre market overview and C3 test method development status. The C3 tyre market is complex and diversified, with applications including long haul, regional, on/off road, winter, and urban use. A test concept has been developed focusing on road usage with 22.5" tyres, using convoys of up to four vehicles with defined acceleration standards, road distribution of 60% motorway and 40% regional roads, and tests per axle comparing candidate tyres to reference tyres. Current activities include assessment of reference tyres strategy, temperature sensitivity evaluation, and confirmation of test parameters for heavy trucks in N₃/O₃ configuration, with tests reaching 30,000 to 45,000 kilometres.

DEKRA Test Center examined whether vehicles fitted with SRTT impact tyre abrasion rates. Tests DEKRA #104 and DEKRA #41 compared SRTT Summer as candidate against SRTT Winter as reference, with abrasion indices of 1.18 and 1.19 respectively, showing no vehicle impact. Tests DEKRA 8 and DEKRA 9 showed abrasion rates of 45.1 mg/km/T and 45.0 mg/km/T respectively with no difference despite different vehicles. A 2024 convoy test with two Golf vehicles fitted with identical SRTT Summer showed a difference of 1 gram cumulated weight loss after 7,962 km (0.07 mg/km/T). DEKRA concludes the impact on abrasion level of the reference vehicle using SRTT is low or very low.

Existing C1 tyre-abrasion test methods cannot be directly applied to C3 tyres because vehicles equipped with C3 tyres are used differently. Japan is developing a vehicle test method using WHVC mode and plans to develop a drum test method based on test conditions and results. Test conditions will convert vehicle driving conditions representing the world into indoor drum test settings. C2 test method uses driving mode based on WLTP with fixed test load details, with verification tests using reference tyres. For C3, driving modes and test conditions are under preliminary investigation, with verification tests to be planned.

GRBP, GRE, GRPE, GRSG, GRSP, and GRVA are ready with working documents on non-ADS regulation amendments. TF AVRS is working on ADS marker lamps. UNECE published 93 amendment proposals regarding ADS fitness and ADS UNR and GTR for the 199th session of WP.29 in June 2026. UN R168.00 is tabled for the 200th session of WP.29. UN R154 former series is postponed to GRPE-95 in October 2026. Y category passive safety regulation is planned for GRSP-80 in December 2026.

The IWG on PTI Provisions for PTI works on whole-life compliance, testing ADAS/ADS at Periodic Technical Inspection, ePTI provisions, driverless vehicle inspection, and anti-tampering measures across 2025–2027. Provisions for PTI exist in at least 20 UN Regulations as of 8 April 2026, though PTI experts deem some insufficient and additional provisions may be needed. The proposed update procedure requires the IWG to generate a current provisions list, present needs to WP.29, develop proposals for the first 2–3 UN Regulations, defend each proposal in relevant GRs, and transmit outcomes to WP.29 for decision.

The Informal Working Group on EV/HFCV Retrofit Systems held its eighth meeting on 21 April 2026. The group discussed cybersecurity principles, requiring retrofitted vehicles not to reduce safety or cybersecurity performance compared with UN R155 requirements, with differentiated approaches for base vehicles approved or not approved to UN R155. Braking compliance, EMC testing references, and UN draft regulation changes including renaming to “vehicles intended to be transformed into pure electric vehicles” and introducing Electric Powertrain Retrofit Systems definitions were addressed. PTI-related aspects and the need for written contributions were highlighted before providing the draft regulation to GRPE in October.

The EV/HFCV Retrofit Systems IWG held three meetings since the last GRVA session and has compiled requirements for Electrical Safety (UN R100), Braking (UN R13/R13H), Cybersecurity (UN R155), and EMC (UN R10) with participation of respective GRs experts. Regulation drafting has started. Next activities include continuation of discussion on requirements, addressing net power and electric consumption determination, family and parent definition, and provisions for PTI, with regulation draft for EV retrofit to be delivered as informal document to the next GRPE session in October.

The session is scheduled for May 19, 2026, from 05:30 to 08:00 EDT. The agenda includes discussion of UN GTR 22 and UN GTR 25 regulatory topics covering conditioning cycles, SOCE readiness monitor, MPRs, SOCR, mutual recognition, FCEVs, highly integrated systems, efficient test methods, OICA comments, MPRs and energy throughput, normal usage indices, Part C virtual distance verification, Annex 2 alternative test method, and battery replacement provisions. UN GTR 25 Amendment 2 must be submitted to March 2027 GRPE by December 2026 deadline.

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.

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.

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.

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.

OICA-CLEPA-EME comments on German proposal GRVA-25-07 to require the approval authority granting UN R155 or UN R156 type approvals to use CSMS or SUMS certificates signed by the same approval authority. OICA-CLEPA-EME identify that CSMS and SUMS are Management Systems covering entire manufacturer organizations, and mandating the same approval authority for Management Systems certificates and approvals will have significant consequences for original equipment manufacturers typically using multiple approval authorities in homologation. The submission proposes keeping text unchanged to allow different approval authorities for Management Systems certificates and type approval based on voluntary acceptance, implementing wording on information exchange if different approval authorities are involved, and establishing a horizontal approach for Management Systems with mutual recognition aspects considered.

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 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 for a 03 series of amendments, modifying para. 5.4.1.4 (Table 5) to change emission limits for Classes 1, 2, and 3, amending para. 5.4.2.2 to establish CO measurement requirements at idle, adding para. 5.4.4.3 to establish requirements for O₂ content and lambda measurement at high idle with specified calculation methods, modifying para. 12 to change transitional provision references from 02 to 03 series, and inserting comprehensive new technical requirements throughout Annexes 1 through 7 and their Appendices 1 through 12 concerning vehicle propulsion unit families, test procedures for Type I, Type II and Type VII tests, exhaust dilution systems, driving cycles, gearshift procedures, reference fuels, chassis dynamometer specifications, and related emissions testing methodologies applicable to vehicles of category L₃, L₄ and L₅.

The agenda includes discussion on a document package to be submitted to GRPE, and review of the latest leading document covering general aspects, electricity/energy modeling, OVC-HEV/FCV, and battery/power train replacement.

A-LCA IWG plans to submit a Working Document by 22 July 2026 containing only items agreed by the entire IWG, with non-agreed items handled under Option 1, 2, or 3. Option 1 creates a memorandum section within the Working Document for non-agreed items. Options 2 and 3 submit the Working Document and a separate Informal Document titled Interim Guidance for A-LCA during the 95th GRPE in October, aimed at helping practitioners with CFP calculation until reserved items are resolved.