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CAN CSA E570-98: Electric Road Vehicles — Energy Consumption and Range — Test Procedures for Passenger Cars and Light Trucks
Understanding the Canadian Standard for Measuring EV Energy Efficiency and Driving Range
Scope and Purpose
CAN CSA E570-98, titled “Electric Road Vehicles — Energy Consumption and Range — Test Procedures for Passenger Cars and Light Trucks”, establishes uniform testing methodologies for determining the energy consumption and driving range of battery-electric and hybrid-electric road vehicles. Developed under the Canadian Standards Association (CSA), this standard applies to vehicles with a gross vehicle weight rating (GVWR) up to 3,856 kg (8,500 lb), covering passenger cars and light trucks intended for on-road use. The standard provides a reproducible laboratory-based test procedure to simulate urban and extra-urban driving conditions, enabling consistent comparisons across different vehicle models and technologies.
The primary objectives of CSA E570-98 are to:
- Define test cycles and conditions that reflect typical Canadian driving patterns (including cold‑weather effects).
- Specify measurement methods for energy consumption from the traction battery (in watt‑hours per kilometer) and driving range (in kilometers).
- Establish a framework for validating manufacturer‑claimed range values used for consumer information and regulatory compliance.
Note: CAN CSA E570-98 was developed in coordination with SAE J1634 and ISO 8715, but includes modifications tailored to Canadian climate and driving conditions, particularly the inclusion of a cold‑temperature preconditioning step for range testing.
Technical Requirements and Test Procedures
2.1 Vehicle Conditioning and Test Environment
The standard mandates strict environmental controls to ensure test repeatability. The ambient temperature must be maintained at 20 °C ± 5 °C for standard testing, with a separate cold‑weather test option at -10 °C ± 2 °C to evaluate low‑temperature range degradation. The vehicle must be preconditioned by charging to 100 % state of charge (SOC) followed by a soak period of at least 12 hours at the test temperature. Tires are inflated to manufacturer specifications, and all auxiliary loads (e.g., lights, HVAC) are set to a defined baseline unless the test specifically evaluates their impact.
2.2 Driving Cycles
Two primary driving cycles are specified: a city cycle and a highway cycle. The city cycle simulates stop‑and‑go urban traffic, while the highway cycle represents free‑flowing, higher‑speed driving. A combined range is calculated using a weighting factor.
| Parameter | City Cycle | Highway Cycle |
|---|---|---|
| Duration (seconds) | 1 370 | 765 |
| Distance (km) | 12.07 | 16.45 |
| Average speed (km/h) | 31.7 | 77.4 |
| Maximum speed (km/h) | 90.0 | 120.0 |
| Number of stops | 23 | 5 |
2.3 Energy Consumption Measurement
Energy drawn from the traction battery is measured at the battery terminals using a DC watt‑hour meter with an accuracy of ±1 % of reading or ±0.5 % of full scale, whichever is greater. The vehicle is driven repeatedly over the prescribed cycles until the battery is discharged to the manufacturer‑specified termination condition (typically a low‑SOC warning or inability to maintain speed). The net energy consumption (kWh/100 km) is calculated by integrating power over the total distance traveled. For plug‑in hybrid electric vehicles (PHEVs), the standard requires testing in both charge‑depleting (CD) and charge‑sustaining (CS) modes, with the results reported separately.
Implementation Highlights
3.1 Test Execution and Data Recording
To implement CAN CSA E570-98, testing facilities must possess a chassis dynamometer capable of simulating road load forces (rolling resistance, aerodynamic drag, and inertial effects). The vehicle is strapped to the dynamometer and driven by a trained driver following a speed‑time trace displayed on a driver’s aid. Data logging includes:
- Time, distance, speed, and battery voltage/current at 1 Hz minimum.
- Ambient temperature and humidity recorded every 60 seconds.
- Battery SOC and temperature at the start and end of each cycle.
Important: The standard prohibits any regenerative braking calibration adjustments during the test. The vehicle’s regenerative algorithm must remain in the default production setting throughout all test runs.
3.2 Cold‑Weather Range Validation
A distinctive feature of CSA E570-98 is the optional cold‑weather range test. To comply with this provision, the vehicle is soaked for 12 hours at -10 °C ± 2 °C, then tested using the same cycles without cabin pre‑conditioning. The resulting range is reported as a separate value to inform consumers of expected performance in winter conditions. The standard requires that the cold range be at least 70 % of the standard temperature range for labeling purposes, although manufacturers may exceed this threshold for premium certification.
3.3 Reporting and Labeling
Results must be reported in a standardized format, including:
- City, highway, and combined energy consumption (kWh/100 km).
- Combined driving range (km) at standard temperature.
- Cold‑weather range (km) if tested.
- Battery capacity (kWh) and type.
These values are used for Canadian federal labeling requirements under the Energy Efficiency Regulations.
Best Practice: Laboratories are advised to perform at least two valid tests per vehicle configuration. If the two range values differ by more than 5 %, a third test is required and outliers are discarded according to statistical criteria defined in Annex A of the standard.
Compliance Notes
4.1 Regulatory Adoption
CAN CSA E570-98 is referenced in Canada’s Motor Vehicle Safety Regulations (MVSR) under SOR/2018-204, which mandates the testing of all electric vehicles sold in Canada for energy consumption and range. Transport Canada may accept test reports from accredited laboratories that follow this standard, along with SAE J1634 (for U.S. compliance) or ISO 8715 (for international certification) if the CSA‑specific provisions are also met.
4.2 Accreditation Requirements
Testing laboratories must be accredited to ISO/IEC 17025 and demonstrate competence in performing the dynamometer testing prescribed by CSA E570-98. Annual proficiency tests are recommended, and the standard was reaffirmed in 2020, meaning the 1998 edition remains the current version unless superseded. Compliance with any amendments (e.g., updates to the driving cycle) is mandatory.
4.3 Common Pitfalls
- Failure to account for battery thermal management during the soak period can lead to artificially high range in cold tests.
- Incorrect dynamometer road load coefficients (e.g., using values for a different GVWR) produce large measurement errors.
- Not using the exact speed‑time trace tolerances (±2 km/h allowed) may invalidate the run.
Non‑Compliance Risk: Selling a vehicle with range claims that deviate more than 10 % from values obtained per CAN CSA E570-98 may result in fines under the Competition Act (Canada) for misleading advertising. It is critical to have independent third‑party verification.
Frequently Asked Questions
Q: Does CAN CSA E570-98 apply to heavy‑duty electric trucks?
A: No. The standard is limited to passenger cars and light trucks with a GVWR ≤ 3,856 kg. Heavy‑duty vehicles are covered under CSA D250 series or relevant SAE/ISO standards. However, some test principles may be adapted for HDV testing.
A: No. The standard is limited to passenger cars and light trucks with a GVWR ≤ 3,856 kg. Heavy‑duty vehicles are covered under CSA D250 series or relevant SAE/ISO standards. However, some test principles may be adapted for HDV testing.
Q: What is the difference between CSA E570-98 and SAE J1634?
A: While both standards are technically harmonized, CSA E570-98 includes a mandatory cold‑preconditioning step for the cold‑weather test and requires a different weighting factor (55 % city / 45 % highway) for the combined range calculation, whereas SAE J1634 uses a 50/50 split. Additionally, CSA E570-98 requires that the battery be at full SOC at the start of the combined cycle, while SAE allows an alternative approach.
A: While both standards are technically harmonized, CSA E570-98 includes a mandatory cold‑preconditioning step for the cold‑weather test and requires a different weighting factor (55 % city / 45 % highway) for the combined range calculation, whereas SAE J1634 uses a 50/50 split. Additionally, CSA E570-98 requires that the battery be at full SOC at the start of the combined cycle, while SAE allows an alternative approach.
Q: Can I use CSA E570-98 for plug‑in hybrids?
A: Yes. The standard includes provisions for both charge‑depleting and charge‑sustaining modes. For PHEVs, the test must start with a fully charged battery and continue in CD mode until the engine activates. Then the CS mode is tested separately. The energy consumption is reported as a weighted average based on the utility factor (UF) method described in the standard.
A: Yes. The standard includes provisions for both charge‑depleting and charge‑sustaining modes. For PHEVs, the test must start with a fully charged battery and continue in CD mode until the engine activates. Then the CS mode is tested separately. The energy consumption is reported as a weighted average based on the utility factor (UF) method described in the standard.
Q: Is the standard still valid in 2026?
A: Yes. CSA E570-98 was reaffirmed in 2020 and remains the current edition. There are no planned revisions to date, though industry stakeholders are discussing an update to incorporate higher‑speed cycles and advanced battery aging effects. Any future amendments will be published as CSA E570-20XX.
A: Yes. CSA E570-98 was reaffirmed in 2020 and remains the current edition. There are no planned revisions to date, though industry stakeholders are discussing an update to incorporate higher‑speed cycles and advanced battery aging effects. Any future amendments will be published as CSA E570-20XX.
This article was prepared for informational purposes and does not replace the official text of CAN CSA E570-98. For full compliance, refer to the latest version published by the Canadian Standards Association.
© 2026 The Author. Published for technical reference.