Proposal to amend UN Regulation No. 142 to clarify that a maximum speed warning label specifying the lowest value of the maximum speed capability of fitted snow tyres displayed inside the vehicle in a prominent position readily and permanently visible to the driver can be via a permanent physical label or an electronic display, and in case of an electronic display the warning can be shown permanently or when the respective speed limit is approached, reached or exceeded, and to provide that the speed warning label shall not be required for vehicles of categories X and Y equipped with an ADS.

Proposal to improve the readability of the text by using only the wording “run flat tyre”, mentioning the alternative wording “ self supporting tyre” in a note.

Minutes of the 51st Session of Informal Group on IWVTA held June 17, 2026. Proposed UN R0/09 series of amendments (IWVTA-51-03-rev.1) will be submitted to the 199th WP.29 session. Proposed amendments to General Guidelines on transitional provisions separating V.9. and V.9.bis from transitional provisions for XX series and making them independent as P.1. and P.2. applicable to all series will be submitted to WP.29 at its June session. OICA will look for concrete examples of transitional provisions. NL/RDW will submit a proposal on scheme and procedure for adding an attribute in DETA to indicate the latest series of amendments of approvals by the next session.

The first DETA/IWVTA Workshop was held on 17 June 17 2026 in Flensburg. DETA presentations covered focal points, scope broadening to non-type-approval data, and DETA usage for information sharing. IWVTA presentations addressed expectations, industry concerns about burden, and EU issuance and acceptance. Discussion included UN Regulations equivalence to EU emission regulation, template improvements for Part III, and a proposed Asia workshop.

Proposal to:

• Insert new paras. 12.15. and 12.16. establishing that as from the official date of entry into force of the 09 series of amendments, no Contracting Party applying this UN Regulation shall refuse to grant or refuse to accept an IWVTA issued pursuant to this Regulation as amended by the 09 series of amendments, and that as from 1 September 2027, Contracting Parties applying this Regulation shall not be obliged to accept type approvals to any of the preceding series of amendments, first issued after 1 September 2027,
• Amend Annex 4, Part A, Section I (List of requirements for U-IWVTA) to update the series of amendments for various UN Regulations.

Proposal to amend the General Guidelines for United Nations regulatory procedures and transitional provisions. The document establishes transitional provisions for vehicles, vehicle systems and installation of equipment and parts in new vehicles, including provisions applicable to all series of amendments and specific provisions for the XX series of amendments. Contracting Parties may grant type approvals according to any preceding series and shall continue to grant extensions of existing approvals. As from the official date of entry into force of the XX series, no Contracting Party shall refuse to grant or accept type approvals under the XX series. As from 1 September Date (b), Contracting Parties shall not be obliged to accept type approvals to any preceding series first issued after that date. Until 1 September Date ©, Contracting Parties shall accept type approvals to the XX-1 series first issued before 1 September Date (b). As from 1 September Date ©, Contracting Parties shall not be obliged to accept type approvals issued to any preceding series, subject to special cases permitting continued acceptance of certain equipment/parts or vehicles/vehicle systems.

Considerations by TF-Data Analysis regarding tyre slopes, power train slopes, and part load model for the RD-ASEP Sound Expectation Model. Tyre slopes α = 40 and β = 20 are confirmed as appropriate for UN R117 approved tyres. Power train slopes are confirmed as well-framed to normal vehicle behaviour and consistent with Annex 7 ASEP Slope-Assessment principles. For part load model, the function is confirmed for ICE vehicles and HEV in ICE mode, while for EVs and HEVs in EV mode the part load area may require reworking, but the part load model should be applied uniformly to all vehicle techniques.

Proposal to amend Annex 7, para. 2.3.1 to constrain the factor x determined by discrete coast-down measurement to a minimum of 10 and a maximum of 90 for internal combustion engine and hybrid electric vehicles, or 95 for electric vehicles, ensuring the Sound Expectation Model remains robust against measurement variations in tyre rolling sound and powertrain mechanic sound splitting.

Agenda for the 132nd session of the Working Party on General Safety Provisions, scheduled 28 September to 2 October. The session will address amendments to UN R107, UN R43, UN R46, UN R67, UN R110, UN R116, UN R161, UN R162, UN R163, UN R151, UN R158, UN R159, UN R166, UN R121, UN R122, UN R125, UN R0, UN R160, UN R169, UN R58, UN R105, UN R73, UN R39, and UN R58. The session will also cover vehicle automation, periodical technical inspections, driver distraction and drowsiness warning systems, and door open warning systems.

Presentation on single-wheel trailer technology for measuring tyre wear on C1, C2, and C3 tyres. The document describes a narrow trailer with one measuring wheel that eliminates vehicle-specific influences such as axle geometry, suspension kinematics, and drivetrain concepts to enable direct comparison of tyres from different manufacturers. The trailer uses a Cardan joint coupling that transmits roll movement from the towing vehicle while allowing pitch and yaw movements, with adjustable ballast positioning to control wheel load. Comparison tables show that the single-wheel trailer method produces results similar to outdoor convoy testing for lateral force, braking force, and camber while avoiding wheel load transfer effects present in conventional vehicle testing.

Draft agenda for the 52nd session of TFTA on 8 and 9 October 2026 in Brussels and remotely. The main target of the meeting is brainstorming on C3 test method. Discussion items include framing the C3 challenge, C3 tyre segmentation to categorise diverse tyre groups and duty cycles into manageable regulatory groups, methodological ideation for simplified C3 testing approaches, and funding and resource allocation. Additional items include C1 outcome discussion with Korean test centers regarding circuit SRTT abrasion level range and C2 status on ongoing test campaign.

Discussion document presenting general considerations for a C3 tyre abrasion test method. Topics addressed include objectives for reducing C3 tyre wear, quantification of C3 abrasion relative to overall and C1 abrasion, C3 tyre life including retreading effects, operational factors influencing tyre wear such as fleet optimization and load management, and environmental concerns regarding C3 microplastics and chemical requirements.

ETRTO analysis of the European C3 tyre market segmentation, emission levels per tyre segment, and vehicle configurations. ETRTO recommends focusing on Segment A (Heavy Duty Tyres 22.5 for Long haul and regional usage), which captures approximately 71% of wear emissions. ETRTO evaluated five alternative methods to the convoy method using criteria including time to market, representativeness, regulatory suitability, and cost. ETRTO concludes the convoy method focusing on Segment A is the only feasible method given the mandated timeline, despite drawbacks including test duration and environmental impact.

Presentation of fka’s tyre technology division capabilities in testing, simulation and research. Describes fka’s collaboration with ZF on developing a C3 tread wear drum test rig to be operational in Q1 2027. Outlines fka’s offer to support joint development and validation of C3 drum abrasion methodology with TFTA members, requiring funding commitments or test workload from interested partners. Discusses technical considerations including drum curvature effects, surface texture replication, testing capacity estimates, and environmental impact of convoy versus laboratory testing methods.

Proposal to amend Annex 7, paragraph 2.3.1 to explicitly frame the area of valid values for factor x, requiring that the factor x determined by measurements shall always be at least 0.10 and not exceed the values provided by the parameter table in Appendix 2 to that Annex. The document explains that factor x is used to split constant speed test results energetically into tyre rolling sound and power train mechanic references, and that measurement variations can cause significant variability in calculated values, particularly when factor x exceeds 0.90.

Document presents Japan’s heavy-duty vehicle market structure, C3 tyre classification and market share, and proposes concepts for vehicle and indoor drum test methods for C3 tyre abrasion testing. The vehicle test concept recommends establishing a single test method based on typical operating conditions using the WHVC mode, with the drive axle as reference. The indoor drum test method is proposed as preferable due to higher test accuracy and lower environmental impact compared to vehicle testing. Test conditions under consideration include input conditions based on WHVC with curve and slope running modes, inflation pressure and load aligned with vehicle specifications, drum diameter potentially increased from 3 m, and drum surface conditions based on C1 tyre definitions.

Note by the secretariat reporting on GRPE activities. WP.29/AC.1 adopted all proposals including a new UN Regulation on tyre abrasion. WP.29 agreed to host a demonstration of EV retrofitted vehicles at its 200th session in November 2026. The first meeting of the IWG on prioritization identified topics for discussion including common understanding of prioritization, high-level review of current activities, possible approaches to define prioritization, criteria for establishing new groups, and how to enhance efficiency of informal working groups and task forces. Mongolia acceded the 1958 Agreement. Light duty fuel efficiency improvement trajectory and HDV fuel efficiency measurement harmonization were tackled in GRPE. The UNECE secretary was invited to join a UNEP partnership on battery circularity to be launched in 2027.

Presentation of a concept for accelerated tire wear testing using a standard truck with independent steering on left and right sides. The method employs steering actuators from existing steered rear axles to create longitudinal and lateral slip, accelerating tire wear while maintaining representative behavior. Reference tire and test specimen can be mounted on separate axles to compare wear rates.

Test findings from seven circuits in the Republic of Korea show that estimated SRTT17S abrasion levels at 20 °C exceeded the specified range of 25–75 mg/(kmt) at six of the seven circuits tested. These results indicate that conducting UN R186 tyre abrasion tests in the Republic of Korea on circuits that meet the current range would be challenging at present. The Republic of Korea suggests reviewing the suitability of the current circuit abrasion level range and commits to support efforts to establish a circuit abrasion level range applicable to circuits worldwide.

Presentation of ZF’s tread wear tester for C3 tires, available for operation in Passau until at least September 2029. ZF intends to operate the test rig in cooperation with fka for method development, validation, and correlation with on-road testing. The machine will be fully operational at ZF with climate chamber, cooling and filtering, and powder supply, with target operational date Q1 2027. FKA plans to acquire the machine and operate it at the ZF site for the first few years.

Document presents preliminary views on minimum performance requirements for in-vehicle battery durability under Euro 7 heavy-duty vehicle standards. It outlines implementation timeline for the OMNIBUS proposal in first and second phases, with application dates of 1 January 2030 for the first phase and 1 January 2035 for the second phase. Brake emissions and tyre abrasion requirements are addressed, including UN Regulation No. 186 application dates for C2 and C3 class tyres. Reporting and review provisions under Article 18 are included. The document notes that the order of items and timeline indications are preliminary and for discussion purposes only.

Status update on Euro 7 implementation for light-duty and heavy-duty vehicles. For LDV (M₁, N₁), application begins 30 months after Euro 7 entry into force for new types (29 November 2026) and 42 months for all new vehicles (29 November 2027). For HDV (M₂, M₃, N₂, N₃, O₃, O₄), application begins 48 months after entry into force for new types (29 May 2028) and 60 months for all new vehicles (29 May 2029). Small Volume Manufacturers comply from 1 July 2030 (M₁, N₁) and 1 July 2031 (M₂, M₃, N₂, N₃). Brake emissions apply 1 January 2030 for LDV and 1 January 2030–1 January 2035 for HDV. Tyre abrasion (UN R186) applies 1 July 2028 for C1 class tyres, 1 April 2030 for C2 class, and 1 April 2032 for C3 class.