1. Paragraph 1: The scope was originally drafted for the Annex 3 test which refers to normal urban driving. A proposed additional sentence covers the intention of Annex 7.
2. Paragraph 2.8.1.: Adopt the wording from standard ISO 362-1:2015 for clarity. If an electric motor is not operational during the type approval tests, then its power must not contribute to the calculation of the power to mass ratio (PMR).

3. Paragraph 2.24., table: Amendments regarding paragraph 2.2.7.4. of Annex 3 because paragraph 2.2.7.4. is new. Amendments also for line BB’ to reflect that the measurement will not end after line BB’. For the speeds vAA’, vBB’ and vPP’, a wrong reference coming from ISO was corrected.

4. Paragraph 2.27.: A new definition of “kickdown” was introduced since this term is used in this Regulation. With a large variety of products, it is unclear what “kickdown” exactly means. This definition is a design neutral approach and reflects the intention of Annex 3 and Annex 7.
5. Paragraph 2.28.: Prevention of downshift is a legal measure to ensure that the vehicle can be tested within the test conditions as specified by this Regulation.
6. Paragraph 3.3.: Deletion of meaningless sentence given the requirement that the vehicles have to be loaded in order to be able to achieve the urban driving conditions as described in paragraph 3.1.2.2. of Annex 3. The sentence has similarly already been deleted in Regulation (EU) No. 540/2014.
7. Paragraph 6.2.3.: The current specification requires a hybrid vehicle to be assessed according to the additional sound emission provisions (ASEP), even though such a vehicle does not have the internal combustion engine running within the control range of Annex 7. There will be no valid test result. Such vehicles should be exempted from ASEP.
8. Annex 1, Appendix 1: For the test method according to 3.1.2.1 the pre-acceleration length may differ per gear ratio. In this case, it is necessary to report the pre-acceleration length per gear ratio.
10. Annex 1, Appendix 2 : Missing elements of the information document have been added, namely “0.2. type” and “3.2.6. pressure charger(s)”.
11. Annex 3, paragraph 2.1.: Lower temperatures will lead to slightly higher test results due to an increased tyre rolling sound. Thus, testing at lower temperatures will be a disadvantage for the manufacturer. If for practical reasons the manufacturer wishes to carry out tests at lower temperatures, this shall be accepted by the type approval authority.
12. Annex 3, paragraph 2.2.1.: For M1 and N1, the current provision has led to ambiguities about its meaning. The proposed new sentence clarifies the meaning. Further, the tolerances are broadened, as research shows, that the impact of the test mass can be neglected in a wide range. For M2, M3, N2 and N3, the current provision has led to ambiguities about its meaning. The proposed new sentence clarifies the meaning. If the test mass of the vehicle is equal to the target mass, the target mass shall be achieved with a tolerance of ±5 per cent according to equation (2) in paragraph 2.2.7.1. of Annex 3. Consequently this has to be valid also for the test mass mt. If the test mass of the vehicle is lower than the target mass according to equation (12) and (13) in paragraph 2.2.7.1. of Annex 3, the test mass shall be achieved with a tolerance of ±5 per cent. Concerning M2 and M3, for clarification and to avoid misunderstanding, the loading conditions for complete vehicles of category M2 (M > 3,500 kg) and M3 were aligned with the requirements for incomplete vehicles of category M2 (M > 3,500 kg) and M3. As a consequence, vehicles of category M2 (M ≤ 3,500 kg) have to be added to the table and their test mass requirement has to be aligned with those of vehicles of category M1 and N1.
13. Annex 3, paragraph 2.2.7.1.: See the above justification for M2, M3, N2 and N3 in paragraph 2.2.1.
14. Annex 3, paragraph 2.2.7.4.: If a manufacturer does not produce vehicles with two axles only, he is not able to calculate the right test mass for his vehicles with more than two axles. For calculating the test mass, a vehicle with two axles has to be put on a scale to measure the unladen front axle load, mfa load unladen, and the unladen rear axle load, mra load unladen, for being able to calculate munladen as given in formula (3) of paragraph 2.2.7.1. of Annex 3. In addition, a new paragraph provides a procedure for calculating the test mass of a virtual vehicles with two axles, based on an existing vehicle with more than two axles, when a vehicle with two axles is physically not available to be put on a scale.
15. Annex 3, paragraph 3.1.2.1.: Proposal to extend the measurement to a position where misfiring is detectable. A redundant sentence is deleted per paragraph 2.2.4.
16. Annex 3, paragraph 1.1.2.1.4.1.(d): Clarify gear usage where one gear ratio is above 2 m/s² and the other below a_urban.
17. Annex 3, paragraph 1.1.2.1.4.1. (e): The suggested changes clarify the proper setup for testing for vehicles with very short gear ratios.
18. Annex 3, paragraph 3.1.2.1.4.3.: Introduction of specifications for vehicles with only one gear ratio.
19. Annex 3, paragraph 3.1.2.1.5. : Simplify testing. With a fixed vehicle length, it is not necessary to adjust the test equipment (light barriers, pylons) for each vehicle.
20. Annex 3, paragraph 3.2.3.: Reference correction
21. Annex 3, paragraph 3.2.5.3.: Reference correction
22. Annex 4, paragraph 1.: The performance of the fibrous material can be checked by completely removing the fibrous material. This reintroduces an option removed when Annex 5 of the 02 series of amendments was revised.


23. Annex 6, paragraph 2.1.: Proposal to simplify and clarify CoP. During the conformity of production procedures, neither the vehicle nor tyres will have a proper preconditioning. In many cases, the vehicles are foiled and parts may be missing as theft protection. It is very unlikely that the vehicles will have already the same performance as the type approval vehicle. This provision adopts the specifications from the revised ASEP provisions (Informal document GRB-65-26, Annex 7, para. 1). In addition, the range of masses was broadened in the same way as proposed for type approval.
24. Annex 6, paragraph 3.: Reference correction.

Proposal including indoor testing as an alternative to type approval tests of Annex 3 to Regulation No. 51 including ISO 362-3.

Proposal to align the transitional provisions in the 01 series of amendments with the format introduced following Revision 3 of the 1958 Agreement.

Measurement Setup Scheme for Stationary Sound Emission Test – Engine Proximity: Stationary Run-Up Measurement (SLOW run-up) from IDLE to Govern Engine Speed

Password-protected file from ISO. Please contact the GRB secretariat for access.

ASEP data file for 5-1-2 noise limits as of 13 June 2017.

ASEP data file for L_urban noise limits as of 13 July 2017.

Proposal to increase the stringency of tyre noise limits starting from 1 November 2020.

Proposal to exclude pure electric vehicles, including vehicles with auxiliary electric propulsion, from the scope of the regulation. This proposal has been submitted to complement WP.29/2017/4.

Proposal for a new working group to develop harmonized technical specifications, test procedures and performance requirements for audible warning systems that signal when a category M₃, N₂, or N₃ vehicle is moving in reverse gear.

Proposal to align ASEP for high powered L4 and L5 vehicles, used for passenger transport, is proposed in line with UN Regulation No 41.04 due to comparable sound emissions levels of L4 and L5 vehicles with the ones of L3 vehicles and the possibility of applying similar measurement methods for sound emissions for those vehicle categories. This is also supported by the Commission study on enhanced sound requirements for mopeds, quads and replacement silencers of L-category vehicles which resulted in amendments to UN Regulation Nos 9, 63 and 92 (ref. document WP.29/2017/2).

Review of UN R41-04 limit-value application.

Proposal to increase the precision of the lane of travel measurements by extending to two digits after the decimal point and to designate the line DD’ for the end of the measurements. The introduction of the line DD’ would impact the minimum length of the section after the line BB’ to be coated per ISO 10844.

Discussion of motorcycle and related vehicle noise issues, especially related to aftermarket modification (non-original replacement exhaust silencer systems (NORESS)).

Proposal to increase the measurement precision by requiring measurement to the second decimal and to designate the line DD’ as the end point for measurements. The proposal also suggests editorial improvements and corrections.

Proposal to delete the proposed amendment to paragraph 6.2.3. of UN R51 which would limit the scope of the additional sound emissions provisions (ASEP) to M₁ and N₁ vehicles equipped with an internal combustion engine operational within the control range of Annex 7. Switzerland submits that the limitation would release manufacturers from responsibility for vehicle sound behavior outside of ASEP in contradiction to the historical interpretation that manufacturers are responsible for ensuring reasonable vehicle sound levels under all conditions, not only within ASEP.

Presentation on the status of the European Commission-sponsored study to investigate the potential of and develop a proposal for new sound limits of L-category vehicles under Euro 5.