The core products subject to EU eCall certification are T-Boxes and communication modules. But not every piece of in-vehicle communication hardware needs to go through R144, and you can't just send it for testing whenever you feel like it. The product form dictates the certification path, the path dictates the test scope, and the test scope dictates the cost. This article breaks down the classification, path selection, and hardware thresholds for T-Boxes and communication modules in eCall certification.
The T-Box is the most critical product form in eCall certification. It integrates the communication module, GNSS positioning, backup battery management, crash trigger interface, and voice channel. Going through R144 component certification means the approval can be reused across multiple vehicle models for WVTA — making it the go-to choice for mass production.
Both standalone and integrated T-Boxes go through Part Ib (AECD device certification). Whether the T-Box is independently mounted in the vehicle or integrated into the IHU domain controller, at the hardware level it all goes through the R144 Part Ib component certification path to obtain the AECD approval certificate. There is no such thing in the industry as "integrated T-Box separately going through Part II hardware testing." Part II is the vehicle-level WVTA integration certification — it's the path OEMs take when doing vehicle integration audits using a T-Box that already passed Part Ib. It's not a certification path for hardware. Treating Part II as a hardware certification path means clients select the wrong test items, and labs will reject the submission.
Part Ib testing covers all eCall functional items of the T-Box hardware, including communication call establishment, GNSS positioning accuracy, backup power operating conditions, crash trigger response, and voice transmission quality. Vehicle-level high-voltage power-off interlocking and CAN bus interaction fall under Part II vehicle WVTA audit content — they do not belong to T-Box hardware testing. Some French UTAC-issued certificates add high-voltage power-off verification during the vehicle WVTA stage, but that's a vehicle audit item and has nothing to do with T-Box component certification.
II. Communication Module Independent Certification Conditions
Communication modules are finer-grained than T-Boxes — they're standalone PCB modules integrated into T-Boxes or head units via surface mounting or soldering. A communication module can independently go through R144 component certification (AECC), and the threshold is much lower than for a complete unit.
R144 has a hard definition for AECD complete units: independent backup battery, dual-mode GNSS including Galileo, dual-channel trigger input, and independent voice path — these four elements are the requirements for an AECD complete unit (T-Box Part Ib). A communication module falls under AECC component category and does not bear complete system functions. It does not need to carry its own backup power, does not need crash triggering, and does not need a voice path. The module only needs to meet communication performance, RF specifications, and protocol stack compatibility to independently obtain an R144 component approval certificate. Following the notion that "modules must have battery, trigger, and voice to be certified" is completely contrary to industry reality — module manufacturers simply cannot independently submit for testing under that premise.
After a module obtains R144 component approval, the OEM or T-Box manufacturer references the approval certificate for integration adaptation verification, skipping the full retest. This path is most advantageous for chip makers and module makers — one certification, multiple customer reuse.
Starting January 1, 2026, for all new applications, certification bodies will only accept 4G VoLTE NG-eCall solutions. Pure 3G and pure 2G communication modules will be rejected outright. Starting January 1, 2027, all previously approved CS-eCall legacy certificates become invalid, and in-production, on-sale legacy models equipped with CS-eCall are prohibited from registration and licensing in EU member states. The rumor about 2030 invalidation is incorrect — 2027 is the statutory hard deadline with no extended transition period. Vendors still counting on 3G certificates lasting a long time have a very narrow time window.
III. NG-eCall Hardware Thresholds
T-Box hardware must meet NG-eCall (IMS-VoIP-based next-generation emergency call) requirements, and the thresholds are not low.
1.Communication module selection: 4G-LTE models must support 4G fallback to 3G-CS domain. When the PSAP doesn't support IMS or when the 4G network drops, it automatically switches back to 3G circuit switching. Pure 4G single-mode hardware cannot pass certification. 5G-NR models can use a layered fallback approach — 5G-NR falls back to 4G LTE, then to 3G-CS domain. The module itself doesn't need a built-in 3G baseband, but it must implement a 3G fallback link through a front-end 4G auxiliary module. Pure 5G single-mode without any 3G fallback channel is immediately deemed non-compliant. R144 mandates final fallback to 3G CS domain — this fallback link cannot be broken.
2.IMS call establishment delay: EN 17184:2024 mandates that IMS call establishment delay must not exceed 3 seconds, or it's deemed non-compliant. IMS protocol stack development and optimization is the biggest technical challenge of NG-eCall — quite a few T-Box vendors get stuck here going through repeated rectification cycles.
3.MSD version: The 2026 new edition EN 17184:2024 officially mandates MSD-V3 for NG-eCall. From 2026 onward, all NG-eCall (IMS VoIP) is prohibited from using V2, with zero exceptions. V2 is only for legacy CS-eCall. Submitting old V2 format for NG-eCall certification is an automatic fail. Vendors still developing with V2 need to switch to V3 immediately.
IV. GNSS and Backup Battery Hard Requirements
GNSS positioning module: R144 requires GPS and Galileo dual-mode hardware reception. Supporting GPS single-mode only constitutes a major hardware change — it's not something you can pass with a parameter tweak. You need to replace the entire positioning chip and run a full retest of all four major modules. GNSS positioning accuracy: CEP must not exceed 15 meters during normal driving, and after a crash, short-term positioning CEP tightens to 8 meters. Positioning failures are a high-frequency failure point for domestic T-Boxes.
Backup power operating conditions: Strictly execute the full 66-minute profile — 5 minutes of talk plus 56 minutes of standby plus 5 minutes of talk. Many vendors only run a 10-minute abbreviated test, which directly fails during formal testing. In-vehicle eCall reliability verification is done with -40°C to +85°C temperature cycling. Neither UN-R144 nor EN 17240 has a mandatory 105°C commercial vehicle high-temperature standard. 105°C is an internal standard for some automakers — it's not an EU certification regulatory requirement. Designing to an internal standard as if it were a regulatory threshold is just adding unnecessary burden to yourself.
Battery capacity should be calculated based on 60 minutes of dual full-load voice plus continuous GNSS reporting — not based on standby scenarios. If battery capacity is insufficient, the 66-minute profile will see voltage drop in the latter half, causing call disconnection and a non-compliant verdict.
V. Vehicle WVTA Reference Relationship
Getting an R144 Part Ib approval certificate for a T-Box does not mean the vehicle can be directly exported. In the vehicle WVTA, eCall is one sub-item. The OEM references the supplier's R144 Part Ib approval certificate and complements it with vehicle-level RED RF radiation, GDPR privacy, R155 cybersecurity, EMC, and antenna matching — a full retest suite. Vehicle WVTA goes through Part II integration certification, which audits the system-level performance of the T-Box after vehicle installation. High-voltage power-off and CAN bus interaction are verified at this stage — they are a completely separate audit from component Part Ib.
A single module's R144 certificate does not mean the vehicle can be directly exported — these are two different things. When OEMs procure T-Boxes, they need to confirm whether the supplier's R144 approval scope covers the vehicle classification of the target model. M1 passenger vehicles are fully covered. N1 light commercial vehicles are divided into three weight classes: N1-I and N1-II, plus N1-III with gross vehicle weight up to 2.5 tons, are mandatory. N1-III with gross vehicle weight exceeding 2.5 tons is exempt from mandatory eCall certification in the EU. Vehicles at or below 2.5 tons are fully mandatory.
Multiple vehicle models sharing the same T-Box module can be batch-submitted as a combined adaptation declaration for an administrative fee discount. Submitting each model separately means duplicate charges.
VI. Aftermarket Product Boundary Determination
Can aftermarket eCall devices get R144 certification? R144 targets factory OEM-integrated vehicle systems. The certification body's audit focus is on the system integration relationship between the product and the vehicle.
Aftermarket external devices cannot access the native hardware signals of the factory airbag and deceleration sensors. They only read secondary derivative crash signals via the OBD interface, which does not meet the R144 automatic trigger statutory requirement — so they cannot obtain a valid R144 approval. Devices with purely manual SOS functionality even more so — they completely fail to meet the AECD definition.
Aftermarket vendors should not blindly invest in full R144 testing — it's a waste of money either way. For aftermarket, doing CE plus EMC plus RED is sufficient. Don't write "eCall certified" in marketing copy — write "SOS emergency call" to avoid touching the R144 regulatory boundary.
For eCall certification product scope, T-Box R144 certification, in-vehicle communication module certification, and NG-eCall certification, contact blueasia Technology Testing & Certification consultant at 13534225140 (Benson).
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