EMLEG (Emissions Legislation) is a comprehensive summary of worldwide exhaust emissions regulations provided by Ricardo.
The database covers not only exhaust emissions and fuel economy regulations on passenger cars and light duty trucks, but also widely regulations on heavy-duty vehicles, motorcycles and agricultural / constructing equipments, as well as standards and regulations on fuel quality and air environment. In addition, comments and explanations by Ricardo specialists are offered.

Emission Standards - EU PC & LDT

(Source: Ricardo EMLEG, As of March 2017)

Status

Euro 6

Real　Driving　Emissions

Test Procedure

On-Board Diagnostics

Historical Data

Updates are indicated with bold text.

Status

The current standards for new passenger vehicle and LCV type approval in the European Union are Euro 5 and Euro 6. Euro 5 entered into force in phases between 1 September 2009 and 1 January 2014. Euro 6 standards were introduced from January 2013, on a voluntary basis, and are being phased in from September 2014 at an obligatory level. Real driving emissions (RDE) standards have been developed and will be implemented from 1 September 2017.

Euro 6

Initial implementation

The Euro 6 standard was implemented with effect from September 2014. As with Euro 5 it is defined in EC regulations 715/2007[1] and 692/2008[2] and amended by EU Regulations 136/2014[10] 2016/427 [11]and 2016/646 [12]. In addition Commission Regulation (EU) 459/2012 [7] introduced particle number limits for gasoline engines, revised nomenclature and clarification of the introduction dates for different levels of OBD. The following table summarises the Euro 6 standard and its implementation dates. For definitions of the vehicle classes, please click here.
Table 1: Euro 6 Emissions Limits and Implementation Dates

Emissions	Class M, N1 I		Class N1 II		Class N1 III, N2
Emissions	SI	CI	SI	CI	SI	CI
THC (mg/km)	100	-	130	-	160	-
NMHC (mg/km)	68	-	90	-	108	-
NOx (mg/km)	60	80	75	105	82	125
HC + NOx (mg/km)	-	170	-	195	-	215
CO (mg/km)	1000	500	1810	630	2270	740
PM (mg/km) ⁽¹⁾	4.5⁽²⁾	4.5	4.5⁽²⁾	4.5	4.5⁽²⁾	4.5
PN (#/km)	6X10¹¹⁽³⁾	6X10¹¹⁽⁴⁾	6X10¹¹⁽³⁾	6X10¹¹⁽⁴⁾	6X10¹¹⁽³⁾	6X10¹¹⁽⁴⁾
Implementation Dates
Type Approval	01/09/14		01/09/15
First Registration	01/09/15		01/09/16

Notes:
1. The 4.5 mg/km limit is applicable from 1 September 2011, for type approval. Prior to that the limit is 5.0mg/km.
2. SI engine standard applies to direct injection only.
3. This standard was introduced in Reference [7]. It applies only to DI engines and includes a derogation limit of 6X10¹²/km for three years provided that a type approval test method is implemented ensuring effective limitation of particle numbers under real driving conditions.
4. A new measurement procedure will be introduced before the application of the limit value.

Initial implementation

Like Euro 5, Euro 6 is being introduced in three stages as summarised in the following table. The first stage (Euro 6a) is voluntary and enables vehicles to be introduced with Euro 6 type approval, earlier than required, but without the new particulate measurement procedure. Similarly, Euro 6b allows positive ignition (PI) engined vehicles, only, to continue being type approved to Euro 6 without the new particulate measurement procedure, after the deadline for completion of Euro 6a. The definitions of the stages are as follows (please see the section "Real Driving Emissions" for further details)

Euro 6a: Euro 6 emissions requirements excluding the revised measurement procedure for particulates, the particle number standard and the flexible fuel vehicle low temperature emission testing with biofuel [10].
Euro 6b: Euro 6 emissions requirements including the revised measurement procedure for particulates, the particle number standard for CI vehicles and the flexible fuel vehicle low temperature emission testing with biofuel [10].
Euro 6c: The full Euro 6 emissions standard, without RDE testing (real driving emissions - see below). i.e. Euro 6b emission standard and final particle number standards for PI vehicles and use of E10 and B7 reference fuel (where applicable) assessed on regulatory lab test cycle, [12].
Euro 6d-TEMP: Full Euro 6 emission requirements, i.e. Euro 6b emission standard and final particle number standards for PI vehicles and use of E10 and B7 reference fuel (where applicable) assessed on regulatory lab test cycle, RDE testing against temporary conformity factors [12].
Euro 6d: Full Euro 6 emission requirements, i.e. Euro 6b emission standard and final particle number standards for PI vehicles and use of E10 and B7 reference fuel (where applicable) assessed on regulatory lab test cycle, RDE testing against final conformity factors [12].

Referring to the NOx in mass terms, the temporary conformity factor is 2.1 and the final one is 1+0.5 (1.5), where 0.5 is the margin, which will be subject to annual review. The margin takes into account the measurement uncertainties of the PEMS (portable emissions measurement systems) equipment. The conformity factors for PN are yet to be determined. CO emissions have to be measured and recorded during RDE tests [12]. The draft third "package" on RDE requirements [16], published on 20 December 2016, proposes a 0.5 margin for PN both for the temporary conformity factor and for the final one. With this value, the required conformity factor for PN would be 1.5, starting on 1 September 2017 for new type approvals. The margin for PN will also be subject to annual review. Please refer to the Real Driving Emissions section for further details.
Definitions of Base Emission Strategy (BES) and Auxiliary Emission Strategy (AES) are introduced [12] and information on the operating conditions that apply to both have to be supplied as part of the application for EU type approval. Further details are available in the regulation's full text.
The OBD stages given in the following table are defined as follows:

Euro 6- : Euro 6 OBD standard with relaxed threshold limits.
Euro 6- plus IUPR : Relaxed OBD threshold limits and relaxed in-use performance ratio (IUPR - see the notes under the following table).
Euro 6- 1 : Full Euro 6 OBD requirements but with preliminary OBD threshold limits.
Euro 6- 2 : Full Euro 6 OBD requirements but with final OBD threshold limits.

The implementation stages for Euro 6 are summarized in the following table.
Table 2: Summary of Euro 6 Implementation Stages [2][12][12]

Type Approval Number Suffix	Emissions Standard	OBD Standard	Vehicle Category & Class	Engine	Implementation Date for New Type Approvals	Implementation Date for New Vehicle Registrations	Last Date for New Registrations
N	Euro 6a	Euro 6-	M, N1 Class I	CI	-	-	31/12/2012
O	Euro 6a	Euro 6-	N1 Class II	CI	-	-	31/12/2012
P	Euro 6a	Euro 6-	N1 Class III, N2	CI	-	-	31/12/2012
Q	Euro 6b	Euro 6-	M, N1 Class I	CI	-	-	31/12/2013
R	Euro 6b	Euro 6-	N1 Class II	CI	-	-	31/12/2013
S	Euro 6b	Euro 6-	N1 Class III, N2	CI	-	-	31/12/2013
T	Euro 6b	Euro 6- Plus IUPR⁽¹⁾	M, N1 Class I	CI	-	-	31/8/2015
U	Euro 6b	Euro 6- Plus IUPR⁽¹⁾	N1 Class II	CI	-	-	31/8/2016
V	Euro 6b	Euro 6- Plus IUPR⁽¹⁾	N1 Class III, N2	CI	-	-	31/8/2016
W	Euro 6b	Euro 6-1	M, N1 Class I	PI, CI	1/9/2014	1/9/2015	31/8/2017
X	Euro 6b	Euro 6-1	N1 Class II	PI, CI	1/9/2015	1/9/2016	31/8/2017
Y	Euro 6b	Euro 6-1	N1 Class III, N2	PI, CI	1/9/2015	1/9/2016	31/8/2017
ZA	Euro 6c	Euro 6-1	M1, N1 Class I	PI, CI	-	-	31/8/2018
ZB	Euro 6c	Euro 6-1	N1 Class II	PI, CI	-	-	31/8/2019
ZC	Euro 6c	Euro 6-1	N1 Class III, N2	PI, CI	-	-	31/8/2019
ZD	Euro 6c	Euro 6-2	M1, N1 Class I	PI, CI	-	1/9/2018	31/8/2019
ZE	Euro 6c	Euro 6-2	N1 Class II	PI, CI	-	1/9/2019	31/8/2020
ZF	Euro 6c	Euro 6-2	N1 Class III, N2	PI, CI	-	1/9/2019	31/8/2020
ZG	Euro 6d- TEMP	Euro 6-2	M1, N1 Class I	PI, CI	1/9/2017	1/9/2019	31/12/2020
ZH	Euro 6d- TEMP	Euro 6-2	N1 Class II	PI, CI	1/9/2018	1/9/2020	31/12/2021
ZI	Euro 6d- TEMP	Euro 6-2	N1 Class III, N2	PI, CI	1/9/2018	1/9/2020	31/12/2021
ZJ	Euro 6d	Euro 6-2	M1, N1 Class I	PI, CI	1/1/2020	1/1/2021	-
ZK	Euro 6d	Euro 6-2	N1 Class II	PI, CI	1/1/2021	1/1/2022	-
PLN	Euro 6d	Euro 6-2	N1 Class III, N2	PI, CI	1/1/2021	1/1/2022	-
ZX	n.a.	n.a.	All Vehicles	Battery full electric	1/9/2009	1/1/2011	-
ZY	n.a.	n.a.	All Vehicles	Battery full electric	1/9/2009	1/1/2011	-
ZZ	n.a.	n.a.	Small Volume⁽²⁾	PI, CI	1/9/2009	1/1/2011	-

Note:
(1) IUPR = In Use Performance Ratio; a ratio indicating the amount of time the monitor is operating compared with the vehicle operating time. See Reference [2], Appendix 1, Sections 3.1 - 3.2, for a detailed definition.
When fully applicable the following minimum values are required:
(i) 0.260 for secondary air system monitors and other cold start related monitors
(ii) 0.520 for evaporative emission purge control monitors
(iii) 0.336 for all other monitors.
By way of derogation, vehicles type approved, before the following dates may have an IUPR greater or equal to 0.1 for all monitors; 1 September 2014 for Catogory M and Category N1 Class I vehicles and 1 September 2015 for Category N1 Class II and Class III and Category N2 vehicles.
(2) Small volume manufacturers type approving to Californian regulations.

Small Volume Manufacturers

Regulation 692/2008 [2] specifies that small volume manufacturers (worldwide annual production of less than 10,000 vehicles) may, instead of complying with Euro 5 and 6 regulations, be certified to California's Code of Federal Regulations Title 13, which covers LEV II emissions and OBD II requirements.

Real Driving Emissions

Introduction

There has been some concern within the EU legislative community that tests have consistently shown a marked difference between legislated emissions levels and those measured under real driving conditions. In particular NOx emissions from light duty diesel engines tend to be higher under real driving conditions than measured during the type approval process. In January 2011 the European Commission, in response to this problem, established the Real-driving Emissions - Light-duty Vehicles (RDE-LDV) working group tasked with developing a new test procedure. Two candidate approaches to a new procedure were considered; one to use random test cycles for additional laboratory tests and one involving the use of portable emissions measurement ststems (PEMS) to measure emissions under real driving conditions on the road. Following an assessment and test work by the Joint Research Centre, the latter system was selected and developed further [8]. In May 2015 the EU Commission's Technical Committee of Motor Vehicles (TCMV), voted to accept the new RDE test procedure which will be used to check, firstly, real driving NOx emissions and, at a later stage, particulate emissions, using PEMS under road testing. In October 2015 the same committee voted to accept a second package of measures which include not-to-exceed (NTE) limits which will be applicable under road testing. The RDE test procedures were officially introduced with EU Commission Regulation 2016/427, dated 10 March 2016 [11] and further requirements were detailed in EU Commission Regulation 2016/646, dated 20 April 2016 [12]. The draft third "package" on RDE requirements [16] was published on 20 December 2016.

RDE requirements

The limits will be applied in two stages and, in effect, stipulate the maximum discrepancy (conformity factor) between the legislated emissions limit under laboratory testing and that which is measured using PEMS in real driving conditions. The stages are summarised in table 6. Note that although the mandatory testing starts in September 2017, it is also required that from 1 January 2016 portable RDE testing systems are to be used for monitoring purposes. Details of the test requirements are given below, under "Test Procedures - Real Driving Emissions".
Table 3: Introduction of Real Driving Emissions Testing [12]

Stage	Vehicle Type	Date	Required Conformity Factor
Stage 1	New model type approvals	September 2017	2.1 ⁽¹⁾
Stage 1	All new registrations	September 2019	2.1 ⁽¹⁾
Stage 2	New model type approvals	January 2020	1.5 ⁽¹⁾
Stage 2	All new registrations	January 2021	1.5 ⁽¹⁾

Notes:
(1) The values in the table apply to NOx emissions. The proposal published in December 2016 [16] would see a required conformity factor for PN of 1.5, both for Stage 1 and Stage 2. The CF values are subject to annual review.
Throughout the normal life of a vehicle type its emissions at any RDE test have to be no higher than the NTE (not to exceed) values given by the equation [12]:
NTEpollutant = CFpollutant X TF(p1,..., pn) X EURO-6
where EURO-6 is the applicable Euro 6 limit and TF is a transfer function that is set to 1 for the entire range of parameters pi (i = 1,...,n). If the transfer function is amended, this will be done in a way that is not detrimental to the environment and to the effectiveness of the RDE test procedures. Further details are available on the regulation's full text. The not-to-exceed emissions requirements have to be fulfilled for the urban part and the complete PEMS trip. Further details are available on the regulation's full text.
Further proposals, contained in the draft regulation published in December 2016[16], are as follows:
・Manufacturers will have to ensure that information on the results of the PEMS tests and the declared maximum RDE emissions values are publicly available through a website for all vehicles.
・The European Commission will prepare an RDE assessment methodology for hybrid and plug-in hybrid vehicles with the aim to ensure that their RDE values are directly comparable to those of conventional vehicles. This should be presented in the next version of the regulation.

Small volume manufacturers

In the draft regulation published in December 2016 [16] it is proposed that for small volume manufacturers conformity factors requirements will not apply until 1 January 2020 for type approval and until 1 January 2021 for all vehicles. However, between 1 September 2017 and 1 January 2020 for type approval and 1 September 2019 and 1 January 2021 for all vehicles, it is proposed that small volume manufacturers monitor and report RDE values. The draft regulation also introduces the definition of “ultra-small volume manufacturers”; this describes a small volume manufacturer which has less than 1,000 registrations in the EU for the year prior to the one the type approval is granted. It is proposed that ultra-small volume manufacturers are exempted from RDE requirements.

Test Procedure

World Harmonized Light-Duty Test Procedure (WLTP)

On 14 June 2016 the Technical Committee of Motor Vehicles (TCMV), the technical regulatory committee gathering Member States’ representatives, voted in favour of the Commission's proposal to introduce the World Harmonised Light Vehicle Test Procedure (WLTP) as the regulatory test procedure for the EU type approval of new passenger cars and light commercial vehicles [13]. The World Harmonised Light Vehicle Test Procedure is the globally harmonised test procedure developed within the United Nations Economic Commission for Europe (UNECE) with the support of the European Commission. For more information on the procedure please click here. The Commission is proposing its introduction to provide more realistic measures of CO2 emissions and fuel consumption than those obtained with the current laboratory based test procedures, which do not reflect current driving conditions or vehicle technology. The draft implementing act will be sent to the European Parliament and Council shortly for scrutiny. If the current text is endorsed, the new WLTP test will be mandatory for all new vehicle types from September 2017 and for all new vehicles from September 2018 [14].
On 23 June 2016, the EU Climate Change Committee voted in favour of the Commission's proposal for the introduction of a WLTP to NEDC CO2 correlation procedure [13]. The methodology, based on the CO2MPAS tool, correlates the CO2 emissions measured with the existing NEDC and the new WLTP tests. This will allow the assessment of the manufacturers' compliance with their specific CO2 emission targets, once it is measured on the WLTP for type-approval [15].

Current Test Procedures

The test procedure used for the Euro standards is defined in UN ECE Regulation 83 [4] and includes the NEDC cycle (the Type I Test). This is in two parts, the ECE and the EUDC. The ECE simulates low speed city driving and the EUDC simulates extra-urban driving. The test is 1,180 seconds long covering a distance of 11.007 km. The average speed for the cycle is 18.7 km/h for the ECE and 62.6 km/h for the EUDC. A maximum speed of 120 km/h is reached in the EUDC.

Figure 1: NEDC Test Cycle [4]

Particle Number Measurement

The recommended test equipment and required test procedures for measuring particulate number are defined in UN ECE Regulation 83, from Revision 4 [4]. The recommended system description is given as follows: "The particle sampling system shall consist of a sampling probe tip in the dilution tunnel (PSP), a particle transfer tube (PTT), a particle pre-classifier (PCF) and a volatile particle remover (VPR) upstream of the particle number concentration measurement (PNC) unit.
The VPR shall include devices for sample dilution (particle number diluters: PND1 and PND2) and particle evaporation (Evaporation tube, ET). The sampling probe for the test gas flow shall be so arranged within the dilution tract that a representative sample gas flow is taken from a homogeneous air/exhaust mixture. The sum of the residence time of the system plus the T90 response time of the PNC shall be no greater than 20s." The following schematic is included in regulation.

Figure 2: Particle Number Measurement Equipment [4]

The definition of particle numbers covers only particles of greater then 23nm in diameter and excludes volatile particles which are removed during the measurement process.
The correction of the measured results for background particle numbers is not allowed for type approval but may be requested and granted for conformity of production purposes.

Low Ambient Temperature Test

Directive 692/2008 [2], amending Directive 715/2007 [1] requires that a low temperature (-7°C) (R83 Type VI test) is carried out as defined in UN/ECE Regulation 83 [4]. This is not applicable to diesel engined vehicles. The limits for CO and total HC emissions are given in the following Table:
Table 4: Limits for Low Ambient Temperature Test ( -7 °C)

Category	Class	CO (g/km)	THC (g/km)
M		15	1.8
N₁	I	15	1.8
	II	24	2.7
	III	30	3.2
N₂		30	3.2

Evaporative Emissions Test

The R83 Type IV test [4] is designed to determine HC evaporative emissions as a consequence of diurnal temperature fluctuation, hot soaks during parking, and urban driving. The test consists of three phases:

test preparation including an urban (part 1) and extra-urban (part 2) driving cycle
hot soak loss determination
diurnal loss determination.

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are summed to provide an overall result for the test - limited to 2.0 g/test [1].

Durability of Emissions Control Devices

The required durability of pollution control devices has been extended to 160,000km and manufacturers have three options for the demonstration of that durability[2]:

A whole vehicle durability test with ageing carried out on a test track, on road or on a chassis dynomometer.
A bench ageing durability test.
The manufacturer may choose to apply assigned deterioration factors as shown in the following table:

Table 5: Assigned Deterioration Factors

Engine Category	CO	THC	NMHC	NOx	HC + NOx	Pm	P
Positive Ignition	1.5	1.3	1.3	1.6		1.0	1.0
Compression Ignition (Euro 5)	1.5			1.1	1.1	1.0	1.0
Compression Ignition (Euro 6)⁽¹⁾

Note:
1. Euro 6 deterioration factors to be determined.

Real Driving Emissions Testing

In September 2015 the European Commission issued its draft amendment to Regulation (EC) No 692/2008 giving details of the Real Driving Emissions (RDE) test procedure, subject to final ratification [12]. The RDE test procedures were officially introduced with EU Commission Regulation 2016/427, dated 10 March 2016 [11] and further requirements were detailed in EU Commission Regulation 2016/646, dated 20 April 2016 [12]. RDE testing is being implemented with effect from September 2017. The draft third "package" on RDE requirements [16] was published on 20 December 2016.
The test must be conducted on a working day which is defined as any day other than public holidays, Sundays and Saturdays. The main required characteristics of the test are summarised in Table 6. For complete details of the test procedure and the requirements that have to be fulfilled, please refer to the regulation's full text [11] [12].
Table 6: Summary of RDE Test Requirements [11]

Requirements	Urban	Rural	Motorway
Proportion of Route	29% - 44%	23% - 43%	23% - 43%
Speeds ⁽¹⁾	Average (including stops): 15 - 40 km/h	60 - 90 km/h	≥ 90 km/h ≥ 100 km/h for ≥ 5 mins⁽¹⁾
Stops	Between 6 and 30% of the time in urban operation. Several stops of ≥ 10s.	-	-
Distance	≥ 16 km	≥ 16 km	≥ 16 km
Total Time	90 - 120 minutes
Altitude	The start and the end points must not differ in their elevation above sea level by more than 100 m. The proportional cumulative positive altitude gain has to be less than 1,200 m/100 km [12] Moderate altitude conditions: ≤ 700 m Extended altitude conditions ⁽²⁾ : > 700 m & ≤ 1,300 m
Temperature	Moderate temperature conditions: ≥ 0°C & ≤ 30°C ⁽²⁾ Extended temperature conditions ⁽²⁾ : ≥ - 7°C & < 0°C or > 30°C & ≤ 35°C ⁽³⁾
Regeneration	If periodic regeneration occurs during a test it may be repeated, once only, having ensured the completion of the regeneration
Power Supply	The electrical power supply for the PEMS must not come directly or indirectly from the engine

Note:
1. Speeds of > 145 km/h are normally avoided but this limit may be exceeded by up to 15 km/h for up to 3% of the time of the motorway phase.
2. If during a test the ambient conditions are "extended" an adjustment is made to the calculated emissions for that particular time interval (see Reference [12] for details).
3. A derogation exists for the lower temperature conditions for a period of 5 years from the start of the mandatory RDE test limits. For moderate conditions this may be ≥ 3°C and for extended conditions it may be ≥ -2°C.
The draft document published in December 2016 [16] contains the following proposed additional requirements concerning the RDE testing:
・In order to also assess emissions during trips in hot start, a certain number of vehicles per PEMS test family should be tested without pre-conditioning, but with a warm engine.
・The average speed (including stops) during the cold start period will be between 15 km/h and 40 km/h. The maximum speed during the cold start period shall not exceed 60 km/h. Gaseous pollutant and particle number emissions during cold start shall be included in the standard evaluation procedure for real driving emissions.
・For the type approval of a vehicle with a periodically regenerating system all results will be corrected with Ki factors or Ki offsets. If periodic regeneration occurs during the test, the result without the application of either the Ki factor or the Ki offset will be used. If the resulting emissions do not fulfil the requirements, the test will be voided and can be repeated once at the request of the manufacturer.
・The correction factor for the extended ambient conditions can only be applied once.
・The trip will be void if individual stops during the urban part exceed 300 s consecutively.

On Board Diagnostics

Euro 6 OBD Thresholds

Commission Regulation (EU) No 459/2012 [7] gives the following voluntary OBD thresholds which were applicable until 3 years after the dates given in Table 5, for the introduction of Euro 6. It also gives a proposed set of limits, subject to further review, for the period following those dates.
Table 7: Preliminary OBD Thresholds for Euro 6 [7]

		Reference mass (RW) (kg)	Mass of Carbon Monoxide		Mass of non-methane hydrocarbons		Mass of oxides of nitrogen		Mass of particulates
		Reference mass (RW) (kg)	(CO) (mg/km)		(NMHC) (mg/km)		(NOx) (mg/km)		(PM) (mg/km)
Category	Class		PI	CI	PI	CI	PI	CI	PI	CI
M	-	All	1900	1750	170	290	150	180	25	25
N₁	I	RW<=1305	1900	1750	170	290	150	180	25	25
	II	1305<RW<=1760	3400	2200	225	320	190	220	25	25
	III	1760<RW	4300	2500	270	350	210	280	30	30
N₂	-	All	4300	2500	270	350	210	280	30	30

Key: PI=Positive Ignition, CI=Compression Ignition
Initial proposals for PI and CI Euro 6 OBD thresholds were published in the Official Journal of the EU in July 2008[3]. No firm introduction date was given but it was stated that the intention was to apply the limit values from around the end of 2014. The table was published again in reference [6], 2011, but the PN threshold, which had been 1.2 X 10¹², was omitted. At the TCMV meeting of 10 October 2011 further revisions were published (including significant relaxation of the proposed CO, NMHC and PM limits) resulting in the values shown in the following table. The table was published again in Reference [7] with a proviso that a review would be undertaken by 1 September 2014 which might result in modifications to the limit values and, potentially, other regulated pollutant limits being introduced. The amendments to the Euro 6 regulation published in 2016 [11] [12] did not contain any change to the OBD thresholds.
Table 8: Final Proposals for Final OBD Thresholds for Euro 6 [7

		Reference mass (RW) (kg)	Mass of Carbon Monoxide		Mass of non-methane hydrocarbons		Mass of oxides of nitrogen		Mass of particulates		Number of particles ⁽¹⁾
		Reference mass (RW) (kg)	(CO) (mg/km)		(NMHC) (mg/km)		(NOx) (mg/km)		(PM) (mg/km)		(PN) (#/km)
Category	Class		PI	CI⁽²⁾	PI	CI⁽²⁾	PI	CI	PI	CI	PI	CI
M	-	All	1900	1750	170	290	90	140	12	12
N₁	I	RW<=1305	1900	1750	170	290	90	140	12	12
	II	1305<RW<=1760	3400	2200	225	320	110	180	12	12
	III	1760<RW	4300	2500	270	350	120	220	12	12
N₂	-	All	4300	2500	270	350	120	220	12	12

Key: PI=Positive Ignition, CI=Compression Ignition
*Notes:
1. Positive ignition particulate mass and number limits apply only to vehicles with direct injection engines.
Reference [6] introduced new nomenclature for the preliminary and final limit values as follows:
Preliminary OBD standards = Euro 6-1
Final OBD standards = Euro 6-2.

Historical Data

Pre-1997 Legislation (Euro 1)

The standards of Directive 93/59/EEC are shown in Table 12. 93/59/EEC includes 91/441/EEC "EC93" requirements for normal passenger cars, large passenger cars and light duty trucks.
Table 9: Passenger Car & LDT limits of Directive 93/59/EEC

Vehicle Category	Ref. Mass RW kg	Mass of CO (g/km)		Mass of HC + NOx (g/km)⁽⁵⁾		Mass of PM⁽⁴⁾ (g/km)⁽⁵⁾
Vehicle Category	Ref. Mass RW kg	TA⁽²⁾	COP⁽³⁾	TA	COP	TA	COP
N1⁽¹⁾	rw < 1250	2.72	3.16	0.97	1.13	0.14	0.18
	1250 < rw <1700	5.17	6.00	1.40	1.60	0.19	0.22
	rw>1700	6.90	8.00	1.70	2.00	0.25	0.29
M1⁽⁷⁾		2.72	3.16	0.97	1.13	0.14	0.18
Idle CO = 3.5%

NOTES:
1. Also applies to certain category M vehicles as follows -
- vehicles designed to carry more than 6 persons including driver
- vehicles of max mass exceeding 250 kg
2. Type Approval (implementation date - 1 Oct 1993 & 1 Oct 1994 for all new vehicle registrations)
3. Conformity of Production
4. Compression Ignition Engines
5. For N1 direct injection diesels, the HC + NOx and PM levels are higher by a factor of 1.4 until Oct 1994 (type approval) and Oct 1995 for all new vehicle registrations
7. New Models - 1 Jul 1992; All models - 31 Dec 1992
   Until 1 Jul 1994 for type approval and 31 Dec 1994 for initial entry into service of vehicles with
   direct injection diesel engines, HC + NOx and particulate limits shown above, are multiplied by a factor of 1.4,
   i.e. 1.36 g/km HC + NOx and 0.196 g/km particulate.

1997-2000 Legislation (Euro 2)

The standards of Directive 96/69/EC, shown in Table 13 below, remained applicable to some categories until 1 January 2002.
Table 10: Light Duty Truck Emissions Standards of Directive 96/69/EC

Vehicle Category	Class	Ref. Mass rw kg	Mass of CO (g/km)		Mass of HC + NOx (g/km)		Mass PM
Vehicle Category	Class	Ref. Mass rw kg	Gasoline	Diesel	Gasoline	Diesel	Diesel
N1⁽¹⁾(> 6 occupants including driver & max mass > 2500 kg)	1⁽²⁾	RW ≦1250	2.2	1.0	0.5	0.7 (0.9)	0.08 (0.08)
	2⁽³⁾	1250 < rw <1700	4.0	1.25	0.6	1.0 (1.3)	0.12 (0.12)
	3⁽³⁾	rw>1700	5.0	1.5	0.7	1.2 (1.6)	0.17 (0.20)
Vehicle Category	Engine Type		Mass of CO (g/km)		Mass of HC + NOx (g/km)		Mass of PM (g/km)
M⁽⁵⁾	Gasoline		2.2		0.5		-
	IDI Diesel		1.0		0.7		0.08
	DI Diesel⁽⁶⁾		1.0		0.9		0.10

NOTES:
1. May also apply to certain M class vehicles
2. Type approval 1 Jan 1997, All production 1 Oct 1997
3. Type approval 1 Jan 1998, All production 1 Oct 1998
4. Until 30 Sep 1999, figures in brackets applied to DI Diesel engines
5. Effective from 1 Jan 1996 for type approval and from 1 Jan 1997 for all production; Draft 03 amendments of the ECE R83 are
similar to these limits
6. The derogation for direct injection diesels will apply until 30 Sep 1999
Test Procedure in the case of passenger cars was ECE R.15 + Extra European Driving Cycle.
Table 11: Deterioration Factors

Engine Type	CO	HC + NOx	PM
Gasoline	1.2	1.2	-
Diesel	1.1	1.0	1.2

2000 Legislation (Euro 3)

Directive 70/220/EC, as amended by Directive 98/69/EC.
Table 12: Passenger Cars

Vehicle Category	Ref. Mass rw kg	Mass of CO (g/km)		Mass HC (g/km)		Mass HC + NOx (g/km)		Mass Nox (g/km)		Mass PM
Vehicle Category	Ref. Mass rw kg	Gasoline	Diesel	Gasoline	Diesel	Gasoline	Diesel	Gasoline	Diesel	Diesel
M1	rw>2,500	2.3	0.64	0.20	-	-	0.56	0.15	0.50	0.05

Table 13: Light Duty Truck

Vehicle Category	Class	Ref. Mass rw kg	Mass of CO (g/km)		Mass HC (g/km)		Mass HC + NOx (g/km)		Mass Nox (g/km)		Mass PM
Vehicle Category	Class	Ref. Mass rw kg	Gasoline	Diesel	Gasoline	Diesel	Gasoline	Diesel	Gasoline	Diesel	Diesel
N1	1⁽²⁾	rw>1305	2.3	0.64	0.20	-	-	0.56	0.15	0.50	0.05
	2⁽³⁾	1305 < rw <1760	4.17	0.80	0.25	-	-	0.72	0.18	0.65	0.07
	3⁽³⁾	rw>1760	5.22	0.95	0.29	-	-	0.86	0.21	0.78	0.10

NOTES:
1. Type Approval 1 Jan 2000, All Production 1 Jan 2001
2. Type Approval 1 Jan 2001, All Production 1 Jan 2002
3. Reference Weight = vehicle weight in running condition plus 25 kg
Category N1 - Vehicles used for the carriage of goods and having a maximum weight not exceeding 3.5 metric tonnes (see EU Vehicles Categories entry)
Values in the above table also applied to passenger cars of maximum mass greater than 2500 kg.
The limits were based on the improved European Urban Driving Cycle without the 40 seconds idling period.
Introduction Dates for Passenger Car Norms (Euro 3)

Vehicles up to 2500 kg maximum mass - Type approval 1 January 2000, All production 1 January 2001
Vehicles of maximum mass above 2500 kg - Type approval 1 January 2001, All production 1 January 2002

Until 1 January 2003, diesel passenger cars of total mass above 2000 kg and which were designed to carry more than 6 occupants including the driver, or are off-road vehicles, were considered as vehicles of category N1.

Euro 4

Euro 4 emissions legislation came into force in January 2005 and is detailed in Directive 98/69/EC. The legislation covers both Diesel and Gasoline vehicles in categories M and N (see below).
The following table gives the specific emissions limits for the Euro 4 standard.
Table 14: Euro 4 Emissions Standards [9]

Vehicle Category	CO (g/km)		HC (g/km)		HC + NOx (g/km)		NOx (g/km)		PM
Vehicle Category	Gas.	Dsl.	Gas.	Dsl.	Gas.	Dsl.	Gas.	Dsl.	Dsl.
M	1.0	0.5	0.1	-	-	0.3	0.08	0.25	0.025
N1 I	1.0	0.5	0.1	-	-	0.3	0.08	0.25	0.025
N1 II	1.81	0.63	0.13	-	-	0.39	0.10	0.33	0.04
N1 III	2.27	0.74	0.16	-	-	0.46	0.11	0.39	0.06

Euro 3/4 OBD

Gasoline powered category M vehicles (except those designed to carry more than 6 persons including the driver and those of maximum mass exceeding 2500 kg) shall be fitted with an on-board diagnostic system for emissions control in accordance with Annex XI of Directive 98/69/EC. If other vehicles of category M are fitted with OBD systems, these must also meet the requirements of Annex XI. This annex covers several pages and should be consulted for details. The basic requirement is that the system must indicate the failure of an emissions related component or system when that failure results in an increase in limits above those given in the following Table.
Table 15: OBD System Failure Limits

Engine Type	Ref. Mass rw kg	CO (g/km)		HC (g/km)		NOx (g/km)		PM
Engine Type	Ref. Mass rw kg	Gasoline	Diesel	Gasoline	Diesel	Gasoline	Diesel	Diesel
M1	Mass < 2500 kg	3.2	3.2	0.4	0.4	0.6	1.2	0.18
N1 (I)	rw≤ 1305 kg	3.2	3.2	0.4	0.4	0.6	1.2	0.18
N1 (II)	1305 < rw ≤ 1760	5.8	4.0	0.5	0.5	0.7	1.6	0.23
N1 (III)	1760 < rw	7.3	4.8	0.6	0.6	0.8	1.9	0.28

Implementation Dates

OBD system requirements apply to diesel passenger cars and heavy duty trucks from:

New types:	1 Jan 2003
All production:	1 Jan 2004
Those designed to carry more than 6 occupants including the driver:	1 Jan 2005
Those whose maximum mass exceeds 2500 kg: New Types of N1 (1)	1 Jan 2005
All N1(1), New Types N1(2), N1(3) All N1(2), N1(3)	1 Jan 2006

OBD system requirements apply to gasoline fuelled vehicles from:

New types of vehicle in M1 or N1(1) with mass < 2500 kg:	1 Jan 2000
All M1 or N1(1) vehicles with mass < 2500 kg:	1 Jan 2001
All new types of M1, N1(1), N1(2) and N1(3) class vehicles	1 Jan 2001
All types of M1, N1(1), N1(2) and N1(3) class vehicles	1 Jan 2002

OBD system requirements apply to permanent or part-time LPG or LNG cars from:

New types of vehicle in M1 or N1(1) with mass < 2500 kg:	1 Jan 2003
All M1 or N1(1) vehicles with mass < 2500 kg:	1 Jan 2004
All new types of M1, N1(1), N1(2) and N1(3) class vehicles	1 Jan 2006
All types of M1, N1(1), N1(2) and N1(3) class vehicles	1 Jan 2007

Alternative OBD systems, which comply with US Federal or Californian legislation may be permitted although there are conditions and the concession applies only to those manufacturers producing below 10,000 units annually. Please see the Directive for details.

Monitored Systems

Table 16: Euro 3/4 OBD Monitored Systems

Monitored System	Gasoline	Diesel
Catalytic Converter (gasoline THC only)	Yes	Yes
Engine Misfire	Yes
Oxygen Sensor Deterioration	Yes
PM Trap		Yes
FIE System	Yes	Yes
Circuit Continuity (all emission related powertrain components)	Yes	Yes
Any other emissions related components (if a malfunction would cause increased emissions)		Yes

The EU smoke test is defined in Directive 72/306/EEC and consists of two separate procedures:

Steady Speed full load - 6 measurements are made at uniformly spaced engine speeds between the maximum power and either 45% of the maximum power speed or 1000 rev/min, whichever is highest. For each point the measured smoke (S_M) should not exceed the absorption coefficient limit (S_L) given in the table in Annex VI of the directive.
Free acceleration - This is tested with a warm engine from idle up to maximum engine speed to give an average smoke measurement (X_M) from 4 consecutive measurements which fall within a band width of 0.25m^-1.

The lowest XL value from the following relationships is marked on the vehicle and is used in production conformity checks. Free acceleration tests from production vehicles should give a value not exceeding the marked value by more than 0.25m^-1.
- X_L¹ = (S_L/S_M)*X_M
- X_L² = X_M + 0.5

Euro 5

The Euro 5 standard which is defined in EC regulations 715/2007[1] and 692/2008[2] (the enabling legislation), is actually comprised of three seperate standards Euro 5a, Euro 5b and Euro 5b+. Although based on the same emissions limits, the overall emissions specifications become more stringent as they develop to the 5b+ level.
The emissions legislation and implementation dates for Euro 5a, Euro 5b and Euro 5b+ are summarised in Table.
For definitions of the vehicle classes, click here.
Table 17: Euro 5 Emissions Limits and Implementation Dates

Emissions	Class M, N1 I						Class N1 II						Class N1 III, N2
	Euro 5a		Euro 5b		Euro 5b+		Euro 5a		Euro 5b		Euro 5b+		Euro 5a		Euro 5b		Euro 5b+
	SI	CI	SI	CI	SI	CI	SI	CI	SI	CI	SI	CI	SI	CI	SI	CI	SI	CI
THC (mg/km)	100	-	100	-	100	-	130	-	130	-	130	-	160	-	160	-	160	-
NMHC (mg/km)	68	-	68	-	68	-	90	-	90	-	90	-	108	-	108	-	108	-
NOx (mg/km)	60	180	60	180	60	180	75	235	75	235	75	235	82	280	82	280	82	280
HC + NOx (mg/km)	-	230	-	230	-	230	-	295	-	295	-	295	-	350	-	350	-	350
CO (mg/km)	1000	500	1000	500	1000	500	1810	630	1810	630	1810	630	2270	740	2270	740	2270	740
PM (mg/km)	5.0	5.0	4.5	4.5	4.5	4.5	5.0	5.0	4.5	4.5	4.5	4.5	5.0	5.0	4.5	4.5	4.5	4.5
PN (#/km)	-	-	-	6X10¹¹	-	6X10¹¹	-	-	-	6X10¹¹	-	6X10¹¹	-	-	-	6X10¹¹	-	6X10¹¹
Implementation Dates
Type Approval	01/09/09		01/09/11		01/09/11		01/09/10		01/09/11				01/09/10		01/09/11
First Registration	01/01/11		01/01/13		01/01/14		01/01/12		01/01/13		01/01/14		01/01/12		01/01/13		01/01/14

Notes:
1. SI PM limits apply to DI engines only.

Note that for Euro 5 and 6 the emissions limits are expressed as mg/km. This is more than a cosmetic change and is significant from the view point of data rounding. It has always been permissable to round down the measured emissions data. When the limits were given in g/km, to 3 decimal places, a measured level 0.0059 g/km, for example, could be rounded to 0.005g/km. The measured figure is 18% higher than a limit of 5.0mg. When the limits are expressed in mg/km the scope for rounding errors is very much reduced.
Stages Euro 5a, Euro 5b and Euro 5b+ use the same emission limits but have other differentiating rules. The definitions of Euro 5a, 5b and 5b+ for SI and CI engines are shown below.
Table 18: Euro 5a/b/b+Definitions for SI Engines

	Euro 5a	Euro 5b	Euro 5b+
PM Limit (mg/km)	5.0	5.0
Tyres	Euro 4 rules	Highest or 2nd highest rolling resistance ISO 28580
Deterioration Factors	CO: 1.5; THC/NMHC: 1.3; NOx: 1.6; PM/PN: 1.0
OBD: Monitoring of Catalytic Converter	Against NMHC	Against NMHC and NOx
OBD: In Use Performance Ratio (IUPR) Monitoring	Not required		IUPR ≥ 0.1

Table 19: Euro 5a/b/b+Definitions for CI Engines

	Euro 5a	Euro 5b	Euro 5b+
PM Limit (mg/km)	5.0	4.5
PN Limit (#/km)	Not required	6x10¹¹
Tyres	Euro 4 rules	Highest or 2nd highest rolling resistance ISO 28580
Deterioration Factors	CO: 1.5; NOx/NOx+THC: 1.1; PM/PN: 1.0
OBD: relaxed PM threshold for vehicle w/ RM > 1760kg	Yes (PM threshold, 0.08 g/km)	No (PM threshold 0.05 g/km)
OBD: In Use Performance Ratio (IUPR) Monitoring	Not required		IUPR ≥ 0.1

Note that Euro 5 standards allow passenger cars of reference mass greater than 2500kg to be type approved as light commercial vehicles (category N1, Class II and Class III). For light commercial vehicles (N1) and vehicles designed to fulfil "specific social needs", the European Parliament has approved a delayed implementation date and an extended transition period to 2012. [5]
Note: Vehicles designed to fulfil "specific social needs" means either non off-road family vehicles designed for more than 6 occupants in addition to the driver or vehicles designed for rescue, emergency or recovery purposes, transportation of people with disabilities or to fulfil public utility requirements

Euro 5 OBD

OBD thresholds for Euro 5 are given in EU Regulation 692/2008[2], as follows:
Table 20: Euro 5 OBD Thresholds

Category	Implementation Dates		CO (g/km)		NMHC (g/km)		NOx (g/km)		PM (g/km)
Category	Type Approval	Production	SI	CI	SI	CI	SI	CI	SI⁽¹⁾	CI⁽²⁾
M, LDT N1 CL1	1 September 2009	1 January 2011	1.9	1.9	0.25	0.32	0.3	0.54	0.05	0.05
LDT N1 CL2	1 September 2010	1 January 2012	3.4	2.4	0.33	0.36	0.375	0.705	0.05	0.05
LDT N1 CL3, N2	1 September 2010	1 January 2012	4.3	2.8	0.4	0.4	0.41	0.84	0.05	0.05

Notes:
(1) GDI only
(2) 0.08 g/km until 1 Sep 2011 for M and N vehicles with RM > 1760kg
For Euro 5 OBD, the monitored systems are expanded from those for Euro 3/4 (See - Historical Data - below), to include:

EGR System
EGR Flow and Cooling
NMHC Catalyst
NOx Catalyst (Euro 5b+)
NOx aftertreatment
All Oxygen Sensors
PM monitoring
IUPR (Euro 5b+)

EURO 6 OBD - Interim Thresholds

EC regulation 692/2008[2] gave the following interim Euro 6 OBD thresholds for compression ignition engines only. These thresholds would apply for one year from 1 September 2014 for Category M and Category N1 Class I vehicles. They were to apply from 1 September 2015 for Category N1 Class II and Class III and Category N2 vehicles, also for one year. These were superseded by the Preliminary Thresholds given in Reference [7].
Table 21: Interim OBD Thresholds for Euro 6 C.I. Engines

Category & Class		Reference mass (RW) (kg)	Mass of Carbon Monoxide	Mass of non-methane hydrocarbons	Mass of oxides of nitrogen	Mass of particulates
Category & Class		Reference mass (RW) (kg)	(CO) (mg/km)	(NMHC) (mg/km)	(NOx) (mg/km	(PM) (mg/km)
M	-	All	1900	320	240	50
N₁	I	RW<=1305	1900	320	240	50
	II	1305<RW<=1760	2400	360	315	50
	III	1760<RW	2800	400	375	50
N₂	-	All	2800	400	375	50

REFERENCES：

1. EC Regulation 715/2007, http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2007:171:0001:0016:EN:PDF
2. EC Regulation 692/2008, http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:199:0001:0136:EN:PDF
3. EC 2008/C182/08, http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:C:2008:182:0017:0020:EN:PDF
4. UN ECE Addendum 82: Regulation No 83, http://live.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r083r4e.pdf
5. Proposal for a regulation (COM(2005)0683 – C6-0007/2004 – 2005/0282(COD)), http://www.europarl.europa.eu/meetdocs/2004_2009/documents/dv/622/622004/622004en.pdf
6. Amendments to Regulation 715/2007 and 692/2009/EC for Introducing the Final Euro 6 OBD Threshold Limits, 21 March 2011. Ricardo ref: VCD German Government.pdf
7. Commission Regulation (EU) No 459/2012, http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:142:0016:0024:EN:PDF
8. A complimentary emissions test for light duty vehicles: Assessing the technical feasibility of candidate procedures. Joint Research Centre. 2013.http://publications.jrc.ec.europa.eu/repository/bitstream/111111111/27598/1/ld-na-25572-en-n_online.pdf
9. Directive 98/69/EC. http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CONSLEG:1998L0069:19981228:EN:PDF
10. Commission welcomes Member States' agreement on robust testing of air pollution emissions by cars, European Commission - Press release, 28 October 2015.http://europa.eu/rapid/press-release_IP-15-5945_en.htm
11. Commission Regulation (EU) 2016/427, 10 March 2016. http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32016R0427&qid=1475572181930&from=EN
12. Commission Regulation (EU) 2016/646, 20 April 2016. http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32016R0646&from=EN
13. AECC Newsletter, May - June 2016. http://www.aecc.eu/en/content/pdf/AECC%20Newsletter%20May-June%202016.pdf
14. Car emissions: EU moves closer to more robust testing methods for CO2 emissions and fuel consumption, European Commission - Daily News, 15 June 2016.
http://europa.eu/rapid/press-release_MEX-16-2223_en.htm
15. European Commission Comitology Register, Draft Commission Implementing Regulation setting out a methodology for determining the correlation parameters necessary for reflecting the change in the regulatory test procedure.
http://ec.europa.eu/transparency/regcomitology/index.cfm?do=search.documentdetail&gYsYfQyLRa3DqHm8YKXObaxj0Is1LmebRoBfg8saKszVqHZGdIwy2rS97ztb5t8b
16. European Commission Comitology Register, Draft document on real driving emissions, Technical Committee - Motor Vehicles, 20 December 2016.
http://ec.europa.eu/transparency/regcomitology/index.cfm?do=search.documentdetail&Dos_ID=13782&DS_ID=48924&Version=4

This report is edited by MarkLines on its own responsibility based on "Ricardo EMLEG" (EU - Passenger Cars & LDT. Last update: 8 February 2017)

Updates：

Update	Item
20 February 2017	Real driving emissions (RDE) standards have been developed and will be implemented from 1 September 2017.
20 October 2016	1. New real driving emissions (RDE) standards have been developed and will be implemented from 1 September 2017. 2. The draft implementing act to introduce new WLTP test for CO2 and fuel consumption test will be sent to the European Parliament and Council shortly for scrutiny. If the current text is endorsed, the new WLTP test will be mandatory for all new vehicle types from September 2017 and for all new vehicles from September 2018.
30 November 2015	1) In September 2015 the European Commission issued its draft amendment to Regulation (EC) No 692/2008 giving details of the Real Driving Emissions (RDE) test procedure, subject to final ratification. 2) The draft of Euro 6revised implementation stages was proposed.
11 November 2015	New, real driving emissions (RDE) standards are being developed and will be implemented with effect from September 2017.
7 November 2014	Euro 6 new OBD thresholds would be implemented from 2017 or 2018.
22 October 2013	1) Euro 6 regulation was established with the clarification of introduction dates for relaxed OBD standards and will be obligatory from September 2014. 2) The Real-driving Emissions - Light-duty Vehicles (RDE-LDV) working group established by European Commission in January 2011 developed the test procedure which uses a portable emissions measurement systems (PEMS) to measure emissions under real driving conditions on the road. That procedure is provisionally planned to be introduced in 2017. 3) Low Ambient Temperature Test is not applicable to diesel engined vehicles.
7 August 2012	1) In Euro 6 Regulation (EU) 459/2012 particle number limits for gasoline engines were introduced and will be applied firstly for the type approval of category M and N1 class I after 1 September 2015. 2) The amendments of Euro 6 OBD thresholds were proposed. 3) The information of diesel smoke test is added.
8 December 2011	1. Amendments of Euro6 Emission Limits. 2. Revised Proposal for Final and Preliminary OBD Thresholds for Euro 6.
8 November 2011	1. Proposal of preliminary threshold limits and applicable dates for Euro 6 OBD is added. 2. Changed the unit of emission regulations on Euro 5 and Euro 6 from "g/km" to "mg/km".
7 September 2011	1. Summary of Euro 6 Implementation Stages with Table 6 are added, subsequent eleven tables are counted table-number up as "Table 7 - Table 17" with the inserted new Table 6. 2. Alternative certification for small volume manufacturer- Euro 5 & 6 is added. 3. Particulate Number Measurement Equipment is added. 4. Technical feasibility of Euro 6 OBD Threshold Limits on particle number and Oxidation Catalysts shall be assessed by 1-9-2014.
29 June 2011	General update of the entry including revised Euro 6 OBD requirements
13 March 2009	Euro 5 and Euro 6 Regulation published ，Integration of Passenger cars and Light Duty Trucks.
2007	Euro 5 and Euro 6 Regulation issued.

Darko Milosevic, Università Lum Jean Monnet, Bari, Italy (Dr.rer.nat./Dr.oec.)

Darko Milosevic, Dr.rer.nat./Dr.oec.