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.

UN GTR No. 25 on In-vehicle Battery Durability for Electrified Heavy Duty Vehicles provides harmonised methods to determine battery durability performance of HD-PEVs and HD-OVC-HEVs of categories M₁–M₃ and N₁–N₃ exceeding 3,855 kg MPLM. The regulation requires manufacturers to install State of Certified Energy (SOCE) monitors throughout vehicle lifetime. In-use verification consists of Part A verification of monitor accuracy through measured UBE testing using Methods 1a, 1b, Method 2 (bidirectional power supply), or an alternative HDV chassis dynamometer method, with statistical pass/fail criteria. Part B verification assesses battery durability against optional Minimum Performance Requirements (MPRs) through remote SOCE data collection from sample vehicles. Part C verification, reserved for future amendment, will address reported virtual distance accuracy for V2X, PTO and non-traction purpose applications. Optional Annex 4 specifies MPRs by vehicle category and mass, ranging from 45–70% SOCE retention across specified timeframes and distances. The GTR entered into force with Phase 1 covering core durability assessment and data collection to support future refinement of MPR thresholds based on in-service field data relating to HDVs, referencing WP.29-170-31 and GRPE/2026/3.

Proposal to amend UN GTR No. 21 on system power determination:

• Establish a globally harmonized test procedure comparable to traditional engine power ratings for conventional vehicles,
• specify TP1 based on measured electrical power and estimated internal combustion engine power with electrical conversion efficiency factors,
• specify TP2 based on measured torque and speed at axle shafts or wheel hubs with mechanical conversion efficiency factors,
• require manufacturers to provide verifiable K conversion factors,
• remove dynamometer roller measurement options for TP2 in favor of torque and speed sensors or hub dynamometers,
• mandate fuel flow rate measurement for TP1,
• introduce the reference point concept to ensure comparable results across powertrain architectures,
• require five test repetitions with averaging of the last four,
• add applicability guidelines limiting TP1 or TP2 to specific architectures based on power flow characteristics,
• establish approval criteria for system bench facilities as alternatives to chassis or hub dynamometers in a new Annex 3.

The agenda for the Electric Vehicles and the Environment Informal Working Group 98th session scheduled for July 15, 2026, includes presentations on battery performance, discussions on UN GTR 21, UN GTR 22, and UN GTR 25 regulatory topics including minimum performance requirements, state of charge reference, readiness monitor and conditioning cycles, mutual recognition, fuel cell electric vehicles, highly integrated systems, energy throughput, normal usage indices, and battery replacement provisions. UN GTR 25 amendment 2 must be submitted to March 2027 GRPE with a December 2026 deadline.

UN GTR No. 22 on In-vehicle Battery Durability for Electrified Light Duty Vehicles establishes harmonized requirements for monitoring and verifying minimum battery durability performance of pure electric vehicles and off-vehicle charging hybrid electric vehicles of categories M₁ and M₂. Manufacturers must install State-of-Certified Energy (SOCE) and State-of-Certified Range (SOCR) monitors for the vehicle lifetime. Battery energy-based minimum performance requirements specify that vehicles of categories 1-1 and 1-2 must retain 80 per cent SOCE for 5 years or 100,000 km and 70 per cent for 8 years or 160,000 km; category 2 vehicles must retain 75 per cent and 65 per cent respectively. In-use verification comprises Part A verification of monitor accuracy using statistical methods, Part B verification of battery durability through remote data collection, and Part C verification of reported virtual distance. Manufacturers may declare higher performance requirements. Virtual distance may be reported for vehicles with Vehicle-to-Grid functionality or category 2 vehicles used for non-traction purposes.

The 98th EVE IWG session held virtually on July 15, 2026, adopted the agenda and discussed Phase 4 priorities for UN GTR 22, including Minimum Performance Requirements, State of Certified Range, conditioning cycles, and mutual recognition. Japan proposed sharing Part C verification results with all Contracting Parties. The IWG reviewed UN GTR 21 and UN GTR 25 status, covering MPRs, energy throughput, virtual distance verification, and battery replacement provisions. OICA will present their MPR position at EVE 100 and share Part C verification results at EVE 99. Japan will consult on hosting 2027 meetings targeting the week of February 15th.

The A-LCA IWG will not submit a Mutual Resolution for adoption at the October 2026 GRPE session; instead, a status report will be presented to GRPE. Work towards completion of the methodology should continue and a revision of the Terms of Reference will be prepared. After the 95th GRPE session in October, an Information/Technical Exchange phase will start with continuation of technical meetings at reduced frequency and organisation of dedicated technical sessions only when required. Due to scaling back of A-LCA’s activities, SG2 activities will be suspended from October.

The agenda includes discussion of the status of the 2026 workplan (TA-51-03), UTAC tyre abrasion timeline Gantt chart (TA-51-02), development of mileage potential metric and tread depth measurement prescription (TA-51-5), test method development status, preparation of TFTA status report for GRBP 84th session (TA-51-04), and next meeting(s).

Current work involves data-collection preparations for TAPP data assessment using an updated template. Some testing has already begun.

The 74th EPPR Informal Working Group Meeting on Environmental and Propulsion Performance Requirements of L-category vehicles was held on 8 July 2026. Discussion focused on transposing UN-GTR No. 2 into UN Regulation 40, with the group agreeing to establish a Task Force for Euro 4 transposition and setting 21 August as the deadline for supplementary questionnaire information and Task Force feedback. The group continued information exchange on maximum power determination, battery electric vehicle range standardization using SAE J2982 procedures, and deterioration factors in GTR 23 on durability, with no new updates or conclusions reached on next steps for these agenda items.

The Task Force on Tyre Abrasion completed work on the UN Regulation on tyre abrasion for C1 tyres and is launching C2 work. UN R186 on tyre abrasion for C1 tyres was adopted at WP.29’s 199th session in June 2026, with a two-stage implementation approach beginning 30 June 2028. C2 test method development is ongoing with an Informal Document to be submitted to GRBP in February 2027 instead of September 2026. C3 tyres will undergo a brainstorming session in October 2026 before commencing testing.

A two-day brainstorming session will be held in Brussels during October 8-9, 2026. The session aims to address the lack of a concrete test method solution for C3 tyre abrasion by reflecting on innovative test method ideas not bound to existing C1 and C2 approaches, brainstorming phased introduction of tyre abrasion requirements across C3 tyre segments, and optimising resources to reduce testing burden. Day 1 will address C3 market complexities and tyre segmentation across duty cycles; Day 2 will cover methodological ideation, funding and resource allocation, and review of the C2 test campaign before the February 2027 working document.

The 99th session of the Electric Vehicles and the Environment Informal Working Group is scheduled for September 8-9, 2026, in a hybrid format with sessions at China Automotive Technology and Research Center Co., Ltd. (CATARC) in Tianjin, China. The agenda addresses UN GTR 22, UN GTR 21, and UN GTR 25, with discussions on fuel cell vehicle proposals, open items, verification results, alternative test methods, and battery replacement provisions. A reminder notes that UN GTR 25 amendment 2 must be submitted to GRPE-96 by December 2026.

The Informal Working Group on Automotive Life Cycle Assessment decided not to submit the Working Document for the 95th GRPE session. The Mutual Resolution will not be submitted for adoption at the October 2026 GRPE session due to unresolved issues and lack of consensus. The leading team will prepare a status report for October 2026 GRPE describing progress, current status, remaining issues, and proposed way forward. A revised Terms of Reference extending the IWG mandate will be prepared. An additional meeting may be organized to determine the future work programme.