Task Force 3b addresses vehicles with limited speed by introducing a new Appendix 3 in Annex 4 to calculate adjusted cycles when vehicle maximum speed is lower than the WLTC-Brake cycle. The proposal modifies brake corner emissions family testing to allow vehicles with limited speed to be included in families with standard vehicles, with emission factors calculated from parent family factors or measured on adjusted cycles. Amendments address c-factor measurement, cycle-adjusted brake events, kinetic energy dissipation tolerances, and report file specifications.

TF 3c addressed brake emission of replacement parts. Proposed amendments include clarification that surface heat-treated discs fall under “other” category, refinement of “Brake Emissions Family Parent” definition, and addition of new appendix to UN Regulation No. 179 Annex 2. Data sharing agreement established: front-to-rear axle emission ratio, brake force distribution, and vehicle electrification type will be shared with aftermarket operators. Two approaches for aftermarket applicants: use vehicle-specific data through benchmarking or bilateral agreements, or apply default values from Tables 5.4 and 5.5. Testing revealed up to 30% variation within friction-couple families. Safety factor application when using actual c-factor values remains under discussion, with final decision expected before October.

Proposal to amend UN R179 following GRPE-94-15e:

• Include supplements on automated vehicle definitions and OICA proposals on family members with higher wheel load but lower wheel load times c-factor ratio,
• Clarify wheel load and vehicle mass definitions for different tests,
• Add wheel load distribution for light commercial vehicles with fully laden mass between 3.5 and 5 tonnes,
• Redefine brake assembly to allow brake calliper reuse if in technically suitable condition,
• Optionally omit cooling air adjustment if temperature requirements are fulfilled,
• Require three emission measurement sections instead of one for type approval with arithmetical average reported,
• Clarify energy calculation for vehicles with limited speed,
• Harmonize reporting requirements including units and decimals,
• Define normalized flows,
• Include transitional provisions stating that vehicle types with existing valid type approvals issued before entry into force of supplement 2 need not undergo new type approval testing.

Proposal to insert new paras. 3.3.29. to 3.3.33. defining “Semi-Metallic-Organic,” “Low-Steel-Organic,” “Non-Asbestos-Organic,” and “Low-Steel-Non-Organic” friction materials and “Pad area,” amend Annex 2 title to read “Annex 2 Communication,” insert a new footnote to Annex 2, and insert a new Annex 2 – Appendix containing a list of vehicle data for UN Regulation No. [XXX] approvals including vehicle type description, brake linings and discs specifications, vehicle test mass, maximum speed, tyre dimensions, brake circuit configuration, and brake specifications.

This document proposes a new UN Regulation on uniform provisions concerning approval of non-original and identical replacement brake parts regarding particulate emissions. The regulation applies to laboratory measurement of brake emissions from non-original replacement brake pads, linings, discs, and drums for vehicles of categories M₁, N₁, and N₂ originating from vehicles with type approval under Regulation No. 179. Approval requires emission factors to comply with specified limits based on vehicle category and powertrain technology. The regulation establishes brake emissions families based on characteristics including calliper type, vehicle axle location, friction material formulation, brake disc or drum material, disc surface form, friction material surface area, and drum diameter. Testing procedures, conformity of production requirements, marking and packaging specifications, and approval extension procedures are detailed.

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.

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.

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 establish uniform provisions for approval of electric powertrain retrofit system installation on vehicles of categories M₁–M₃ and N₁–N₃:

• Add abbreviations section,
• Insert definitions of electric powertrain retrofit system, vehicle installation approval, approval of electric powertrain retrofit system, type of electric powertrain retrofit system, original vehicle, parent vehicle, and member of family,
• Modify scope to apply to electric powertrain retrofit systems and their installation on vehicles transformed,
• Delete prior scope provisions,
• Renumber paragraphs accordingly,
• Insert markings requirements for retrofit system installation plates,
• Add approval procedures and communication forms,
• Insert specific requirements regarding electric powertrain retrofit systems with compliance to applicable UN Regulations including UN R10, UN R13, UN R13H, UN R85, and UN R100,
• Insert application range provisions,
• Modify installer authorization requirements,
• Insert information requirements for retrofit system manufacturers to provide installers,
• Insert end-user manual requirements,
• Add provisions for periodic technical inspection including retrofit system identifiability and certification requirements,
• Insert conformity of production procedures,
• Modify procedures for extension and modification of approval,
• Modify penalties for non-conformity and withdrawal procedures,
• Insert introductory provisions explaining the Regulation’s purpose,
• Insert names and addresses reporting requirements for technical services and type approval authorities,
• Split Annexes 1, 2, 3, 4, 5, 6, and 7 into separate provisions for electric vehicles and hydrogen fuel cell vehicles,
• Insert Annex 5 specific requirements aligned with UNECE Regulations including electromagnetic compatibility, braking, electric drive train power measurement, rechargeable energy storage system compliance with phased timeline from date of entry into force to 1 September 2031 for UNECE Regulation 100 compliance, and other applicable regulations.

Proposal to amend paragraphs 7.2.1. and 7.2.2. to correct excess exhaust emissions driver warning system requirements, amend Annex 4, Appendix 1, Line 1.50 to add OBM distance since monitoring status reset and OBM current inducement distance parameters, amend Annex 4, Appendix 3, Line 3.7 to add OBM inducement distance and OBM monitoring status reset counter entries, and amend Annex 7, Appendix 1, Table 5 to exclude OVC-HEV from the first row and delete “City” from charge sustaining CO₂ emissions and fuel consumption values for OVC-HEV.

Proposal to amend the scope to allow type approval of vehicles of categories M₁, M₂, N₁ and N₂ with a reference mass not exceeding 2,840 kg at the manufacturer’s request as an extension from vehicles with reference mass not exceeding 2,610 kg, and to allow type approval of special purpose vehicles of categories M₁, M₂, N₁ and N₂ regardless of their reference mass at the manufacturer’s request, with the manufacturer demonstrating to the Type Approval Authority that the vehicle in question is a special purpose vehicle.

Proposal to amend para. 3.2.12.2.7.6.3. of Annex 1 to clarify documentation requirements for OBD output codes and data, insert new definitions in Annex 11 for limp-home routines, pending fault code, readiness, confirmed fault code, cold start, and emission control components, amend paras. 3.3.3.5. and 3.3.4.5. to clarify monitoring requirements for emission-related powertrain components, amend para. 3.8.1. to modify fault code erasure criteria, insert new para. 3.8.2. for pending fault code erasure, amend para. 6.5.1. of Appendix I to clarify the meaning of “if available”, amend para. 6.5.3.1. to allow DoIP standards for Pure Electric vehicles from 1 January 2029, amend para. 6.5.3.3.1. to permit SAE J1979-2 and J1979-3 standards, insert new para. 6.5.3.3.2. for DoIP standards, amend para. 7.3.2. to specify when monitor denominators shall be incremented for temperature sensors and boost pressure control systems, and amend para. 1.(e) of Annex 12 to clarify requirements for user-visible active error entries.

Proposal to amend para. 1 to clarify that type approval may be granted to vehicles of categories M₁, M₂, and N₁ with a reference mass not exceeding 2,840 kg at the manufacturer’s request, without requiring an existing approval of a configuration below 2,610 kg. The current wording restricts approval between 2,610 kg and 2,840 kg to extensions of existing approvals, creating market distortion. The concern is becoming more relevant with fleet electrification, as electrified vehicles are heavier and require different type designations in emissions-based regulations.

Proposal to amend the scope to allow type approval of vehicles of categories M₁, M₂, N₁ and N₂ with a reference mass not exceeding 2,840 kg as direct approvals rather than only as extensions based on approved configurations below 2,610 kg. The modification permits manufacturers to obtain type approval for vehicles within the 2,610 kg to 2,840 kg reference mass range regardless of whether lower-mass configurations of the same vehicle type are approved, addressing concerns that the previous restriction created market distortions affecting different manufacturers differently, a concern heightened by fleet electrification.

Proposal to amend Annex A1 para. 3.2.12.2.7.6.3. to clarify OBD output codes and format documentation requirements, insert new definitions for ‘confirmed fault code’, ‘cold start’, and ‘emission control components’ in para. 3.10.22. to 3.10.24., amend table titles for Tables 4A and 4B in para. 6.8.2. to clarify applicability levels and WLTP phases, amend Annex B5 para. 4.2.2.2. Table A5/1 analytical balance verification criteria, amend Annex C5 para. 3.3.3.5. and 3.3.4.(e) to clarify emission-related powertrain component monitoring requirements, amend para. 3.8.1. to specify fault code erasure conditions based on engine warm-up cycles or driving cycles, insert new para. 3.8.2. for pending fault code erasure, amend Appendix I para. 6.5.1. to clarify ‘if available’ signal usage, amend para. 6.5.3.1. to allow ISO 13400-2 and ISO 13400-4 standards as options from 1 January 2029 for non-pure electric vehicles, and amend para. 7.3.2. regarding denominator increments for temperature sensor and boost pressure control system monitors.

Proposal to amend para. 3.1.2., 12.2.1., 12.2.3., and 12.2.6. to introduce Level 1A, Level 1C, or Level 2 requirements of UN Regulation No. 154 and the 01 series of amendments to UN Regulation No. 168 on real driving emissions. The proposal recognises a new Level for voluntary acceptance by Contracting Parties proposed to be included in UN Regulations Nos. 154 and 168, complementary to proposals to introduce Level 1C in those Regulations.

Proposal to introduce modifications with regard to the
usage of OBM generated data for the part B In-Service Conformity compliance of the light-duty vehicles’ battery durability, including to amend para. 4. to distinguish verification procedures for vehicles with Over-the-Air data transmission versus other vehicles, amend para. 4.3. to clarify pass/fail criteria and vehicle age counting for battery durability families, and insert new paras. 4.4. to 4.6. to establish manufacturer obligations for On-Board Monitoring systems with Over-the-Air functionality, exemptions from certificate provision and additional dataset requirements, and corrective measures for non-compliant battery durability families.

Proposal to:

• Amend Annex 5, para. 5. and 5.1. to introduce verification of reported assessment of virtual distance,
• Insert new sub-paras. 5.1.1., 5.1.2., 5.1.3., 5.1.4. and 5.1.5. establishing environment temperature requirements, initial State of Charge settings, discharging test procedures, test termination conditions, and verification test methods,
• Amend para. 5.2. to establish pass/fail criteria based on statistical evaluation where verification fails if reported delta virtual distance exceeds measured virtual distance by more than 5 per cent, using a decision chart to determine sample pass or fail outcomes.

Proposal to amend para. 1 to provide requirements for four levels of approval including a new Level 1C based on 4-phase WLTC testing with requirements identical to Level 1A but allowing type approval test substitution with declaration of compliance, amend para. 5.2.1.© to indicate implementing stage/level as 1A, 1B, 1C or 02, amend para. 5.4.3. to require approval mark code distinguishing the level granted, and amend Table A3/1 of Annex 3 to assign code 1C to European Union and code 02 to Harmonized.

Proposal to amend the Introduction and para. 1. to provide requirements for four levels of approval including the new Level 1C, modify para. 5.2.1. Section 2 © to include Level 1C in stage/level characters, amend para. 6.2. Table A and para. 6.3.9. to mark OBFCM as not applicable for Level 1C, modify para. 7.4.1., para. 8.1.2. Table 8/1, and para. 8.2.5.1. to exclude Level 1C from OBFCM accuracy requirements, amend para. 3.4. of Appendix 2 and Appendix 5 title to mark OBFCM accuracy and Appendix 5 as not applicable for Level 1C, modify Annexes Part A introductory text and Annex A1 heading row and Appendix 1 Part I table to accommodate Level 1C approval, amend Annex 3 Table A3/1 to add Level 1C code based on European Union, and modify Annex B6 para. 2.6.8.5. to mark OBFCM data recording as not applicable for Level 1C.

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Proposal to:

• Amend para. 3.7.1. to define rated engine power to include system power as per UN Regulation No. 177 if applicable,
• Amend para. 6.3.2.2. to add applicability scope for Level 1A only or 4-phase WLTP test only,
• Amend para. 6.3.2.3. to restructure interpolation family requirements for PEVs with applicability limited to Level 1B or 3-phase WLTP test,
• Amend Annex B1 para. 2.3.2. to exclude PEVs from Class 3 vehicle classification for Level 1B or 3-phase WLTP test,
• Amend Annex B4 para. 6.2.1. to require new vehicle selection upon each change of range and permit re-use of original measurements if vehicle is reselected,
• Amend Annex B4 para. 6.2.4. to establish two-year approval period for wind tunnel facilities with provisions for extension every two years upon manufacturer provision of modification lists and measurement results at three-month intervals,
• Amend Annex B8 para. 1.4. to define vehicle classification and add applicability scope,
• Amend Annex B8 para. 1.4.1.2. to allow use of peak power according to UN Regulation No. 177 for multiple electric machines,
• Amend Annex B8 para. 3.4.1. to add Level 1B applicability for Consecutive cycle Type 1 test procedure selection,
• Amend Annex B8 para. 4.1.2. to remove Level 1B charge-depleting CO₂ emission calculation and clarify 4-phase WLTP test applicability concerning approval of wind tunnel facilities, with reference to GRPE/2026/44.