Changes from plenary report to adopted text

RemovedThis Regulation should apply to all tyres and not only to those tyres in Euro 7 vehicles.

RemovedRecital 2 a (new): (2a) A successful transition to zero-emission mobility requires an integrated approach and the right enabling environment to stimulate innovation and maintain the Union's technological leadership in this sector. This includes public and private investments in research and innovation, the increasing supply of zero- and low-emission vehicles, the roll-out of recharging and refuelling infrastructure, integration into the energy systems, as well as the sustainable materials supply and sustainable production, re-use and recycling of batteries in Europe. It requires coherent action at Union, national, regional and local levels.

RemovedRecital 2 b (new): (2b) In order to support the transition towards clean mobility while reindustrialising Europe and supporting citizens, it is essential to keep the prices of private and commercial vehicles affordable for citizens and businesses. This will help maintain quality of life, industrial competitiveness and innovation, support job creation and skill development in the sector.

RemovedRecital 2 c (new): (2c) A socially acceptable and just transition towards zero-emission mobility should be ensured. It is important, therefore, to take into account the social effects of such transition throughout the whole automotive value chain and to address proactively the implications on employment. Targeted programmes at Union, national and regional levels, such as the development of just transition plans for automotive dependent regions are to be developed in the framework of the Just Transition Mechanism for the re-skilling, up-skilling and redeployment of workers, as well as education and job-seeking initiatives in adversely affected communities and regions, in close dialogue with the social partners and competent authorities. As part of that transition, women's employment, as well as equal opportunities in this sector, should be strengthened.

RemovedRecital 4: (4) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) are currently set out in two Regulations that apply to emission type-approval for light-duty and heavy-duty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European Parliament and of the Council (‘Euro 6’)44 and Regulation (EC) No 595/2009 of the European Parliament and of the Council (‘Euro VI’)45.

RemovedRecital 5: (5) Incorporating the requirements laid down in Regulation (EC) No 715/2007 and Regulation (EC) No 595/2009 into a single Regulation should ensure internal coherence of the system of emission type-approvals for both light and heavy-duty vehicles, while allowing for different emission limits and testing rules and conditions for such vehicles.

RemovedRecital 7: (7) It is also necessary to reduce complexity, administrative and implementation costs for manufacturers and authorities and to ensure effective and efficient implementation of the Euro emission standards. Simplification is achieved by eliminating different application dates for the limits and tests, by eliminating multiple and complex emission tests where such tests are not needed, by referring to standards under existing UN Regulations where applicable, and by ensuring a streamlined and consistent set of procedures and tests for the various phases of the emission type-approval.

RemovedRecital 8: (8) In order to ensure that the emissions for both light and heavy duty vehicles are limited in real life, testing vehicles in real conditions of use which are statistically relevant, with a minimum set of restrictions, boundaries and other driving requirements is required. This on-road testing should be based on normal driving and exclude biased driving.

RemovedRecital 10: (10) Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the expected lifetime of vehicles1a and their standard usage across the Union in light of differences between Member States. This is of particular importance to buyers of second hand vehicles who expect the vehicle to emit as much as it did when it was first placed on the market. / 1a European Automobile Manufacturers' Association (ACEA) “Vehicles in Use, Europe 2022.

RemovedRecital 10 a (new): (10a) Member States are encouraged to develop and implement strategies for incentivising fleet renewal, with the aim of facilitating a progressive transition of the European fleet towards vehicles with reduced emissions, contributing to a cleaner and more sustainable transport ecosystem.

RemovedRecital 11: (11) There are now technologies available and used widely worldwide that limit evaporative emissions of volatile organic compounds during the use, parking and refuelling of a vehicle with petrol fuel. As these technologies are already proven and cost-effectively implemented in other markets and regions, it is therefore appropriate for the Union to align with other markets by setting the emission limits for such volatile organic compounds at a lower level and to introduce emission limits for the refuelling phase.

RemovedRecital 11 a (new): (11a) For the control of refuelling emissions, on-board refuelling vapour recovery has been implemented in other markets and regions for more than 15 years with a demonstrated vapour control efficiency. On-board refuelling vapour recovery requires no annual maintenance or inspections to maintain a higher level of refuelling vapour control efficiency while remaining compatible with the current Stage II petrol stations.

RemovedRecital 12: (12) Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non-exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non-exhaust emissions should therefore be measured and limited. The Commission should conduct a review before the end of 2025 for the measurement of tyre abrasion and define abrasion limits based on state-of-the-art methods in the event that uniform provisions have not been established which refer to the work on tyre abrasion done at UN WP.29 by mid-2026. The Commission should ensure that the UN WP.29 achieves its objectives in a timely manner, reflecting a high level of ambition based on solid scientific and technical grounds. The review should be accompanied by a legislative proposal for vehicles with traction batteries, including plugin hybrids and battery electric vehicles, to adopt tyre abrasion limits compatible with the Union’s objective to reduce microplastics released into the environment by 30% by 2030 and based on state-of-the-art abrasion rates.

RemovedRecital 14: (14) Vehicles with traction batteries, including plugin hybrids and battery electric vehicles, contribute to the decarbonisation of the road transport sector. In order to gain and increase consumer trust in such vehicles, they should be performant and durable. It is therefore important to require that traction batteries retain a good part of their initial capacity after many years of use. That is of particular importance to buyers of second hand electric vehicles to ensure that the vehicle will continue to perform as expected. Monitors of the battery state-of-health should therefore be required for all vehicles that use traction batteries. In addition minimum performance requirements for battery durability of passenger cars and light commercial vehicles should be introduced, taking into account the UN Global Technical Regulation 2247.

RemovedRecital 14 a (new): (14a) OBM, OBFCM or SOH devices use data generated by the vehicle to monitor its compliance with this Regulation. That same data should be shared according to the Data Act to the vehicle users and their service providers so that the vehicle users can benefit from advice and recommendations on how to limit the vehicle’s emissions, its energy consumption and extend its battery-life through improved use of the vehicle.

RemovedEURO 7 represents the opportunity to guarantee access to data generated by the vehicle regarding its emissions, energy consumption, battery state of health to third parties for all vehicles equipped with OBM, OBFCM or SOH devices. Only access to the input data of these devices can guarantee innovative service offers to users and contribute to the development of more sustainable technologies.

RemovedRecital 15: (15) Tampering of vehicles to remove or deactivate parts of the pollution control systems is a well-known problem. Such practice leads to uncontrolled emissions and should be prevented, including through action to deter the advertising, sale and installation of tampering devices, and sanctioned. Tampering of the odometer leads to false mileage and hampers the proper in-service control of a vehicle. It is therefore of the utmost importance to guarantee the highest possible security protection of those systems, complete with security certificates and appropriate anti-tampering protection to ensure that neither pollution control systems nor the vehicle odometer can be tampered with.

RemovedRecital 15 a (new): (15a) To prevent anti-tampering measures from unduly hampering competition, this Regulation and its secondary Legislation should maintain the possibility of independent operators to develop, distribute, install and activate aftermarket replacement parts. Therefore, manufacturers should ensure access by independent operators to the strictly necessary information, tools and processes for development and installation of such replacement parts.

RemovedRecital 16: (16) Sensors installed on vehicles are already used today to detect anomalies on emissions and trigger related repairs through the on-board diagnostic (OBD) system. The OBD system currently in use, however, does not detect accurately or timely the malfunctions and neither does it sufficiently and timely urge repairs. As a result, it is possible that vehicles emit much more than they are allowed to do. The sensors used up to now for OBD can also be used to monitor and control the exhaust emission behaviour of the vehicles on a continuous basis via an on-board monitoring (OBM) system. The OBM will also warn the user to perform repairs of the engine or the pollution control systems when these are needed. It is therefore appropriate to require that such a system is installed and to regulate its technical requirements. The inducement of measures implied by those systems should not lead to endangering of road safety or limiting mobility.

RemovedIn order to prevent issues related to road safety, it must be explicitly ensured that mechanisms causing abrupt halting of the vehicle are not possible.

RemovedRecital 17: (17) An up-to-date environmental vehicle passport (EVP) should be made available for consumers to receive up to date information throughout the lifetime of the vehicle such as fuel consumption, state of health of batteries, emission limits, periodic technical inspections results and roadworthiness data and other relevant information.

RemovedRecital 18: deleted

RemovedRecital 19: (19) Emissions from vehicles sold by small volume manufacturers constitute an insignificant part of emissions in the Union. Some flexibility may therefore be allowed in some of the requirements for such manufacturers. Small volume manufacturers should therefore be able to substitute certain tests during type-approval with declarations of compliance, while ultra-small volume manufacturers should be allowed to use laboratory tests based on statistically relevant real-driving cycles.

RemovedRecital 20 a (new): (20a) Whilst the term ‘State of Health’ (SOH) is commonly applied to refer to the health of a battery at a given point in its life, this term is not commonly defined and is determined through a variety of different methodologies: the ‘State of Certified Energy’ (SOCE) and the ‘State of Certified Range’ (SOCR). Both metrics represent a percentage of the certified battery energy or electric range remaining at a given point in time.

RemovedRecital 21: (21) In order to ensure uniform conditions for the implementation of this Regulation and in order to supplement it, both implementing powers in accordance with Regulation (EU) No 182/2011 and power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be conferred on the Commission in relation to obligations of manufacturers as part of type-approval and procedures, test and methodologies to be applied for declaration of conformity, conformity of production check, in-service conformity-check and environmental vehicle passport (EVP);; options of vehicles; requirements, tests, methods and corrective measures related to durability of vehicles, systems, components and separate technical units, as well as registration and communication capabilities of OBM systems, including for the purpose of periodic technical inspections and roadworthiness checks; requirements and information to be provided for multistage vehicles as well as procedures to determine the CO2 value for these multistage vehicles; technical elements, administrative and documentation requirements for emission type-approval, checks and inspections and market surveillance checks, as well as reporting obligations, in-service conformity and conformity of production checks; methods and tests to (i) measure exhaust emissions in the lab and on the road, including random but statistically relevant RDE test cycles, the use of portable emissions measurement systems f…

RemovedRecital 22: (22) In order to amend or supplement, as appropriate, non-essential elements of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of test conditions based on data collected when testing Euro 7 vehicles, brakes or tyres; test requirements, in particular taking into account technical progress and data collected when testing Euro 7 vehicles; setting out brake particle emission limits and abrasion limits for tyre types as well as minimum performance requirements of batteries and durability multipliers based on data collected when testing Euro 7 vehicles and setting out special rules for small volume manufacturers for vehicles of categories M2, M3, N2, N3, It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making51 . In particular, in order to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

RemovedRecital 22 a (new): (22a) The Union is a signatory to the United Nations Economic Commission for Europe (UNECE) Agreement established on March 20, 1958. That agreement pertains to the standardisation of technical specifications for wheeled vehicles, their associated equipment, and components that can be installed on or used with wheeled vehicles. Additionally, it lays down the conditions for mutual recognition of approvals granted based on these specifications. The requirements laid down in this Regulation should, where appropriate, align with the standards laid out in the UNECE Regulations or any subsequent amendments to this Regulation, where available, particularly in relation to limits on brake particle emissions, limits on tyre types regarding abrasion, and the establishment of minimum performance criteria for batteries.

RemovedRecital 25: (25) It is important to grant Member States, national type-approval authorities and economic operators enough time to prepare for the application of the new rules introduced by this Regulation and its secondary legislation. The date of application should therefore be deferred. While for light duty vehicles the date of application should be as soon as technically and economically possible, for heavy duty vehicles and trailers the date of application may be further delayed , since the transition to zero-emission vehicles will be longer for heavy duty vehicles.

RemovedRecital 26: (26) Since the objectives of this Regulation, namely to lay down harmonised rules on the administrative and technical requirements for the type-approval of vehicles of categories M and N, and of systems, components and separate technical units, and on market surveillance of such vehicles, systems, components and separate technical units, with respect to emissions, as well as pursuing the high levels of environmental and health protection, cannot be sufficiently achieved by the Member States, but can rather, by reason of their scale and effects, be better achieved at Union level, the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives,

RemovedArticle 1 – paragraph 2: 2. This Regulation, in addition, lays down rules for the initial emission type approval, conformity of production, in-service conformity, market surveillance, the durability of pollution control systems and traction batteries, on-board monitoring systems, security provisions to limit tampering and cybersecurity measures, and the accurate determination of CO2 and pollutant emissions, electric range, fuel and energy consumption and energy efficiency.

RemovedArticle 1 – paragraph 2 a (new): 2a. This Regulation also establishes common technical requirements and administrative provisions for the abrasion emission type-approval and market surveillance of newly manufactured tyres. These are to be considered as complimentary to the tyre technical requirements and administrative provisions of Regulation (EU) 2019/2144.

RemovedArticle 2 – paragraph 1: This Regulation applies to motor vehicles of categories M1, M2, M3, N1, N2 and N3, as well as trailers of O3 and O4 categories as specified in Article 4 of Regulation (EU) No 2018/858, including those designed and constructed in one or more stages, and to systems, components and separate technical units intended for such vehicles and tyres of class categories C1, C2 and C3 as specified in UN Regulation No 117 with the exception of ice grip tyres.

RemovedArticle 3 – paragraph 2 – point 2: (2) ‘initial emission type approval’ or ‘IETA’ means the first phase of an emission type approval procedure before the emission type approval certificate is granted by the authorities and vehicles, engines, systems, separate technical units or components are put into production;

RemovedArticle 3 – paragraph 2 – point 4: (4) ‘in-service conformity’ or ‘ISC’ means the activities carried out on vehicles, engines, systems, separate technical units or components in circulation with the purpose of verifying the durability requirements set out in this Regulation;

RemovedArticle 3 – paragraph 2 – point 5: (5) ‘engine’ means the internal combustion engine of a vehicle (ICEV);

RemovedArticle 3 – paragraph 2 – point 9: (9) ‘CO2 emissions’ or ‘CO2’ means the emission of carbon dioxide from the tailpipe;

RemovedArticle 3 – paragraph 2 – point 10: (10) ‘nitrogen oxides’ or ‘NOx’ means the sum of nitric oxide (NO) and nitrogen dioxide (NO2) emitted from the tailpipe;

RemovedArticle 3 – paragraph 2 – point 10 a (new): (10a) ‘nitrous oxide’ or ‘N2O’ means the emission of nitrous oxide from the tailpipe;

RemovedArticle 3 – paragraph 2 – point 18: (18) ‘non-methane hydrocarbons’ or ‘NMHC’ means the total hydrocarbons emitted from the tailpipe excluding methane;

RemovedArticle 3 – paragraph 2 – point 24: (24) ‘vehicle energy consumption calculation tool’ or ‘VECTO’ means a simulation tool used for determining CO2 emissions, fuel consumption, electric energy consumption and the electric range from heavy duty vehicles;

RemovedArticle 3 – paragraph 2 – point 24 a (new): (24a) ‘energy consumption’ means the consumption of electric energy from each and all propulsion sources within a vehicle;

RemovedArticle 3 – paragraph 2 – point 29: (29) ‘tyre abrasion’ means the mass of material lost from the tyre due to the abrasion process referring to the work performed in the UN WP.29 common GRBP/GRPE Task Force on Tyre Abrasion, and emitted to the environment;

RemovedArticle 3 – paragraph 2 – point 34: (34) ‘original pollution control systems’ means a pollution control system or an assembly of such systems covered by the type-approval granted for the vehicle concerned and installed on the vehicle at its initial registration;

RemovedArticle 3 – paragraph 2 – point 36: deleted

RemovedArticle 3 – paragraph 2 – point 38: (38) ‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is capable of monitoring emissions and detecting either emission exceedances or when a vehicle is in zero emission mode if applicable, and capable of indicating the occurrence of such exceedances by means of information stored in the vehicle, and of communicating that information via the OBD port and over the air;

RemovedArticle 3 – paragraph 2 – point 39: (39) ‘on-board fuel and energy consumption monitoring device’ or ‘OBFCM device’ means any software or hardware that senses and uses vehicle, engine, fuel or electric energy and payload/mass parameters to determine, store in the vehicle the fuel and energy consumption data and other parameters relevant for determining the fuel or energy consumption and energy efficiency of the vehicle as well as for the purpose of roadworthiness controls;

RemovedArticle 3 – paragraph 2 – point 44: (44) ‘tampering’ means the inactivation, or modification by the economic operators or independent operators, of the engine or electric motor, vehicle pollution control device and system, propulsion system, traction battery, odometer, OBFCM or OBD/OBM, including any software or other logical control elements of those systems and their data;

RemovedArticle 3 – paragraph 2 – point 47 – introductory part: (47) ‘small volume manufacturer’ means a manufacturer of fewer than 10 000 new motor vehicles of category M1, or 22 000 new motor vehicles of category N1, or 600 new motor vehicles from categories M2, M3, and 6 900 new motor vehicles in total from categories N2 and N3 registered in the Union per calendar year and which:

RemovedArticle 3 – paragraph 2 – point 63: (63) ‘rated power’ or ‘Prated’ means the maximum net power of the engine or electric motor in kW;

RemovedArticle 3 – paragraph 2 – point 65: (65) ‘traction battery’ means a battery system that stores energy with the main purpose of propelling the vehicle, including its battery management system;

RemovedArticle 3 – paragraph 2 – point 65 a (new): (65a) ‘battery management system’ means an electronic device that controls or manages the electric and thermal functions of a battery in order to ensure the battery’s safety, performance and service life, manages and stores the data for the parameters for determining the battery’s state of health and expected lifetime set out in Annex VII to Regulation (EU) 2023/1542 and communicates with the vehicle in which the battery is incorporated, or with a public or private charging infrastructure;

RemovedArticle 3 – paragraph 2 – point 67: (67) ‘zero-emission range’ means the maximum distance a zero-emission vehicle or a vehicle in zero-emission mode can travel until the traction battery or fuel tank of a non ICEV is depleted, which for PEVs corresponds to the electric range;

RemovedArticle 3 – paragraph 2 – point 71: (71) ‘environmental vehicle passport’ or ‘EVP’ means a record on paper and digital form containing all the information required to verify the tested and manufacturer declared values during type approval;

RemovedArticle 3 – paragraph 2 – point 72: (72) ‘excess exhaust emissions driver warning system’ means a system designed, constructed and installed in a vehicle to provide information to the user about excess exhaust emissions and enforce repairs;

RemovedArticle 3 – paragraph 2 – point 77: deleted

RemovedArticle 3 – paragraph 2 – point 78: deleted

RemovedArticle 3 – paragraph 2 – point 78 a (new): (78a) "Ice grip tyre" means a class C1 snow tyre for use in severe snow conditions that is additionally designed to be used on road surfaces covered with ice and that fulfils the requirements set in UN Regulation No 117.

RemovedArticle 4 – paragraph 1: 1. Manufacturers shall ensure that the new vehicles they manufacture, which are sold, registered or put into service in the Union, are type approved in accordance with this Regulation. From the specific dates of application set out in this Regulation, manufacturers shall ensure that the new components or separate technical units, including engines, traction batteries, brake systems, tyres and replacement pollution control systems requiring type-approval which they manufacture and which are sold or put into service in the Union are type approved in accordance with this Regulation.

RemovedArticle 4 – paragraph 3 – subparagraph 1: When verifying compliance with the exhaust emission limits, where the testing is performed in one extended driving conditions at a time, the emissions shall be divided by the extended driving divider set out in Annex III.

RemovedArticle 4 – paragraph 3 – subparagraph 2: The emissions during regeneration of pollution control systems shall be included as a weighted average based on the frequency and duration of the regeneration events

RemovedArticle 4 – paragraph 4: 4. Manufacturers shall design and construct components or separate technical units, including engines, traction batteries, brake systems and replacement pollution control systems to comply with this Regulation, including complying with the emission limits set out in Annex I under the testing conditions set out in Annex III.

RemovedArticle 4 – paragraph 6 – point a: (a) OBD systems that can detect malfunctioning systems which lead to exhaust emission exceedances or the malfunction of other components in order to facilitate repairs;

RemovedArticle 4 – paragraph 6 – point b: (b) OBM systems capable of detecting emissions above the emission limits due to malfunctions, increased degradation or other situations that increase emissions within the tolerance range of OBM measurements or the zero emission mode;

RemovedArticle 4 – paragraph 6 – point d: (d) SOH monitors of the traction battery;

RemovedArticle 4 – paragraph 6 – point e: (e) excess exhaust emissions driver warning systems;

RemovedArticle 4 – paragraph 6 – point g: (g) devices communicating vehicle generated data together with the approval number and type approval variant used for compliance with this regulation and OBFCM data, for the purpose of periodic roadworthiness tests and technical roadside inspection, over the air and for the purposes of communicating with recharging infrastructure and stationary power systems capable of supporting smart and bidirectional charging functionalities and also for the provision of third-party services to the vehicle user in order to improve vehicle usage, reduce energy consumption and emissions, or extend the lifespan of its battery during use.

RemovedArticle 4 – paragraph 7 – point d: (d) odometer,

RemovedArticle 4 – paragraph 7 – point e a (new): (ea) electric motor and related control units,

RemovedArticle 4 – paragraph 7 – point e b (new): (eb) vehicle safety systems.

RemovedArticle 4 – paragraph 8: 8. The manufacturer shall prevent the possibility of exploiting vulnerabilities referred to in paragraph 7 to the fullest extent possible based on the best available knowledge at the time of type approval. When such a vulnerability is found, the manufacturer shall take all the possible measures taking into account the state of technology to remove the vulnerability, by software update or any other appropriate means.

RemovedArticle 4 – paragraph 8 a (new): 8a. Manufacturers shall ensure access by independent operators to the information, tools and processes required to develop compatible aftermarket replacement parts that meet the technical requirements of the manufacturer and the ability to install and activate those parts on the vehicle, including OBM related components, in compliance with the anti-tampering measures implemented by the manufacturer. / When considering withholding, on anti-tampering grounds, such information, tools and processes that are essential for independent operators, vehicle manufacturers shall demonstrate whether withholding information, tools and processes in question would be a proportionate means to address the anti-tampering concerns at issue. They shall therefore examine in particular whether less restrictive measures would suffice.

RemovedArticle 4 – paragraph 10: deleted

RemovedArticle 5 – paragraph 1: deleted / (deleted) / (deleted) / (deleted)

RemovedArticle 5 – paragraph 2: deleted

RemovedArticle 5 – paragraph 3: deleted

RemovedArticle 5 – paragraph 4: deleted

RemovedArticle 5 – paragraph 5: deleted

RemovedArticle 5 – paragraph 6: deleted

RemovedArticle 5 – paragraph 7: deleted

RemovedArticle 6 – paragraph 3: 3. Manufacturers shall ensure that the design and functionality of OBFCM, OBD and OBM devices and anti-tampering measures installed in these vehicles shall comply with the provisions of this Regulation and shall not be deactivated as long as the vehicle is in use.

RemovedArticle 6 – paragraph 4: 4. The requirements referred to in paragraphs 1 to 3 shall apply to vehicles for all types of fuels or energy sources by which they are powered. The same requirements shall also apply to all separate technical units and components intended for such vehicles.

RemovedArticle 6 – paragraph 6 – introductory part: 6. The OBM systems installed by the manufacturer in these vehicles shall be capable of:

RemovedArticle 6 – paragraph 6 – point b: (b) communicating the data of the exhaust emission behaviour of the vehicle, including pollutant sensor and exhaust flow data, via the OBD port and over the air, including for the purpose of roadworthiness tests and technical roadside inspections55 ,56 or for the purpose of detecting tampering and providing third-party services that assist the vehicle user in reducing use-phase emissions;

RemovedArticle 6 – paragraph 6 – point c: (c) urging the repair of the vehicle when the driver warning system notifies significantly excess emissions.

RemovedArticle 6 – paragraph 7: 7. The OBFCM devices installed by the manufacturer in these vehicles shall be capable of communicating all legally required relevant vehicle data they record, via the OBD port and over the air, respecting the provisions of Regulation (EU) 2016/679.

RemovedArticle 6 – paragraph 8: 8. For vehicles, systems, components and separate technical units presenting a serious risk or non-compliance with the requirements laid down in this regulation, manufacturers shall, take the necessary corrective measures, including repairs or modifications of those vehicles, systems, components and separate technical units as appropriate, to ensure compliance with this regulation. Manufacturers or any other economic operator shall withdraw it from the market or recall it, as appropriate,. The manufacturer shall immediately inform the type approval authority that granted the type-approval and the Commission of the non-conformity with appropriate details.

RemovedArticle 6 – paragraph 9: deleted

RemovedArticle 7 – paragraph 2: 2. The manufacturer shall provide the type-approval authority with a signed declaration of conformity as regards the RDE, CO2 ambient temperature correction, OBD, OBM, emission and battery durability, continuous or periodic regeneration, anti-tampering and crankcase requirements as specified in Annex V.

RemovedArticle 7 – paragraph 4: 4. Manufacturers shall issue the environmental vehicle passport (EVP) for each vehicle to be communicated at the point of sale together with the vehicle and deliver that passport to the purchaser of the vehicle, extracting the relevant data from sources such as the certificate of conformity and the type-approval documentation. The manufacturer shall ensure that EVP data are available for display in the vehicle electronic systems and can be transmitted from on- to off- board.

RemovedArticle 7 – paragraph 5: 5. Manufacturers shall issue an updated EVP after in-service conformity checks, mentioning updated values for the information mentioned in Article 3 (71) of this Regulation. In accordance with Regulation (EU) 2018/858 and Directive 2014/45/EU, manufacturers shall allow for competent authorities and testing centres to update the EVP with accurate data from the OBD port and the OBFCM device of the vehicle.

RemovedArticle 7 a (new): Article 7a / Specific provisions relating to vehicle tyre abrasion / Upon the publication of the relevant uniform provisions in the UN WP.29 the Commission shall adopt delegated acts in accordance with Article 16 supplementing this Regulation by setting out the abrasion emission measurement methods and limits per tyre category for the purpose of type approval which shall refer to the uniform provisions and derogations to be established in UN WP.29 concerning the approval of tyres with regard to Tyre Abrasion emissions Type Approval. / In the event that uniform provisions have not been established in the UN WP.29 by 30 June 2026 for C1 tyres, and by 31 December 2035 for C2 and C3 tyres, the Commission shall conduct a review and, if appropriate, develop a method for the measurement of tyre abrasion and define abrasion limits for tyres based on other existing state-of-the-art methods. Following that review and if appropriate, the Commission shall adopt delegated acts by 30 October 2026 in accordance with Article 16 specifying such methods and setting out the abrasion emission limits per tyre category.

RemovedArticle 8 – title: Special rules for small and ultra-small volume manufacturers

RemovedArticle 8 – paragraph 1: 1. As regards pollutant emissions, small and ultra-small volume manufacturers may substitute tests set out in tables 1, 3, 5, 7 and 9 of Annex V with declarations of conformity. The compliance of vehicles constructed and put into the market by small volume manufacturers may be tested for in service conformity and market surveillance in accordance with tables 2, 4, 6, 8 and 10 of Annex V. Conformity of production tests set out in Annex V shall not be required. Article 4(6) point (b) shall not apply to small and ultra-small volume manufacturers

RemovedArticle 8 – paragraph 2: 2. Ultra-small volume manufacturers shall comply with the emission limits set out in Annex I in laboratory tests based on statistically relevant real-driving cycles for in-service conformity and market surveillance purposes.

RemovedArticle 9 – title: Special rules for multistage vehicle type-approval

RemovedArticle 9 – paragraph 1: 1. Specific provisions set out in Annex V —Tables 3, 4 and 5 shall apply to multistage vehicles.

RemovedArticle 9 – paragraph 2: deleted

RemovedArticle 10 – paragraph 1: 1. National approval authorities shall put in place measures to grant emission type-approvals to vehicle types, systems, components and separate technical units and to perform tests, checks and inspections for verifying whether the manufacturers comply with the requirements for conformity of production and in-service conformity in accordance with Annex V.

RemovedArticle 10 – paragraph 2 a (new): 2a. When performing tests, checks and inspections, national authorities and testing centres shall update the environmental vehicle passport (EVP) with updated values for the information referred to in Article 3, point (71).

RemovedArticle 10 – paragraph 3 a (new): 3a. With effect from 24 months after the entry into force of all secondary legislation, and according to the specific provisions for systems, components, and separate technical units, national approval authorities shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption or battery durability, in the case of new types of M1, N1 vehicles, refuse to grant EU emission type-approval or national emission type-approval which do not comply with this Regulation.

RemovedArticle 10 – paragraph 4: 4. With effect from 36 months after the entry into force of all secondary legislation, and according to the specific provisions for systems, components, and separate technical units, national authorities shall, in the case of new M1, N1 vehicles which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption or battery durability, prohibit the registration, sale or entry into service of such vehicles.

RemovedArticle 10 – paragraph 4 a (new): 4a. With effect from 48 months after the entry into force of all relevant secondary legislation, and according to the specific provisions for systems, components, and separate technical units, national approval authorities shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, in the case of new types of M2, M3, N2, N3 vehicles and new O3, O4 trailers, refuse to grant EU emission type-approval or national emission type-approval which do not comply with this Regulation.

RemovedArticle 10 – paragraph 5: 5. With effect from 60 months after the entry into force of all secondary legislation, and according to the specific provisions for systems, components, and separate technical units, national authorities shall, in the case of new M2, M3, N2, N3 vehicles and new O3, O4 trailers, which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such engines, vehicles or trailers.

RemovedArticle 10 – paragraph 8: deleted

RemovedArticle 11 – paragraph 1: 1. With effect from 24 months after the entry into force of all secondary legislation, the sale or installation of a system, component or separate technical unit intended to be fitted on an M1, N1 vehicle approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not of type approved in compliance with this Regulation.

RemovedArticle 11 – paragraph 2: 2. With effect from 48 months after the entry into force of all relevant secondary legislation, the sale or installation of a system, component or separate technical unit intended to be fitted on an M2, M3, N2, N3 vehicle and O3, O4 trailers approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not type approved in compliance with this Regulation.

RemovedArticle 11 – paragraph 3 a (new): 3a. With effect from 12 months after adoption of the delegated act on the type approval of C1 tyres as regards abrasion emissions limits in accordance with Article 7a, national authorities shall only grant component or separate technical unit EU type approval in respect of new types of tyre where it is in compliance with this Regulation and refuse to grant component/separate technical unit EC type approval in respect of new types of tyre that do not comply with this Regulation. / With effect from 36 months after adoption of the delegated act on the type approval of C1 tyres as regards abrasion emissions in accordance with Article 7a, national authorities shall refuse to grant type approval or type approval in respect of new C1 tyres which do not comply with this Regulation. C1 tyres that were manufactured prior to the entry-into-force time set out in this subparagraph and which do not comply with the requirements of this Regulation and its implementing measures may be sold for a period not exceeding 30 months.

RemovedArticle 12 – paragraph 1 – subparagraph 1 a (new): Tampering which results in emissions that exceed the limits laid out in Annex 1, shall result in the vehicle no longer being in compliance with this Regulation.

RemovedArticle 12 – paragraph 1 – subparagraph 1 b (new): Non-compliance resulting from tampering shall result in the adoption of appropriate corrective measures, including recalls, and effective, proportionate and dissuasive financial penalties by the national competent authorities.

RemovedArticle 12 – paragraph 2: 2. National authorities shall, during in-service conformity or market surveillance checks, verify the quality of the reagent used, whether manufacturers of vehicles have correctly installed excess emissions driver warning systems, low-reagent driver warning systems, and whether vehicles can be tampered.

RemovedArticle 13 – paragraph 1: 1. The Commission or third parties, in accordance with Article 9 and 13(10) of Regulation (EU) 2018/858, shall perform in-service conformity and market surveillance checks set out in Tables 2, 4, 6, 8, and 10 of Annex V, to verify compliance of vehicles, components and separate technical units with this Regulation.

RemovedArticle 13 – paragraph 2 a (new): 2a. The Commission shall continuously monitor the situation at Union level with a view to identifying practices of circumvention and non- conformity. When violations in conformity are found, the Commission shall present a report to the European Parliament and to the Council and shall follow- up with a legislative proposal, if appropriate, to address and eliminate the risks to that non-conformity.

RemovedArticle 14 – paragraph 2: 2. Tests to prove compliance with the requirements of this Regulation shall be applied by manufacturers and national authorities as specified in Annex V. Tests to prove compliance with the requirements of this Regulation may be applied by the Commission and third parties also as specified in Annex V.

RemovedArticle 14 – paragraph 3 – introductory part: 3. The Commission shall adopt implementing acts for all the phases of emission type-approval, including conformity of production, in-service conformity and market surveillance, addressing administrative provisions, amending and extending emission type-approvals, data access, documentation requirements and templates for all of the following:

RemovedArticle 14 – paragraph 3 – point d a (new): (da) excess emissions driver warning system;

RemovedArticle 14 – paragraph 3 – point d b (new): (db) low-reagent driver warning system;

RemovedArticle 14 – paragraph 3 – point e: (e) anti-tampering systems, taking into account aftermarket requirements and the provision to independent operators of all required information, tools and processes for the development and installation of replacement parts, and security and cybersecurity systems;

RemovedArticle 14 – paragraph 3 – point g: (g) brake system types and their replacement parts in respect to particle emissions for all vehicle categories, while taking into account other on-vehicle systems that contribute to the braking of vehicles;

RemovedArticle 14 – paragraph 3 – point g a (new): (ga) brake system types and their replacement parts to be retrofitted into vehicles already placed on the market in order to significantly reduce the brake emissions;

RemovedArticle 14 – paragraph 3 a (new): 3a. The Commission shall be empowered to adopt delegated acts in accordance with Article 16 for procedures and tests for emission type-approval and testing methodologies for all phases of the emission type-approval, including in-service conformity, conformity of production and market surveillance, for all of the following: / (a) M1 and N1 vehicle types; / (b) M2, M3, N2 and N3 vehicle types; / (c) engines used in M2, M3, N2 and N3 vehicle types; / (d) OBM/OBD systems; / (da) excess emissions driver warning system; / (db) low-reagent driver warning system; / (e) anti-tampering systems, taking into account aftermarket requirements and the provision to independent operators of all required information, tools and processes for the development and installation of replacement parts, and security and cybersecurity systems; / (f) replacement pollution control systems types and their parts; / (g) brake system types and their replacement parts; / (ga) brake system types and their replacement parts to be retrofitted into vehicles already placed on the market in order to significantly reduce the brake emissions; / (h) tyre types in respect to tyre abrasion / (i) M1 and N1 vehicle types; / (j) CO2, fuel and energy consumption, electric range and engine power determination for M1 and N1 vehicles, and provisions for OBFCM; / (k) CO2, fuel and energy consumption, zero-emission range, electric range and engine power determination for M2, M3, N2 and N3 vehicles, energy efficiency of O3 and O4 …

RemovedArticle 14 – paragraph 4 – subparagraph 1 – introductory part: The Commission shall be empowered to adopt delegated acts for all phases of the emission type-approval, including in-service conformity, conformity of production and market surveillance, to lay down the following:

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point b a (new): (ba) methods for the type-approval of applicable hybrid technologies of category M2, M3, N2 and N3 vehicles;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point g: (g) the methods to measure brake particle emissions including methods for M2, M3, N2 and N3 vehicles, real driving brake particle emissions and regenerative braking;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point j: (j) characteristics and performance of OBFCM devices, OBD and OBM systems, including compliance thresholds, performance requirements and tests, methods to ensure performance of sensors and over the air communication of data recorded by these devices and systems;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point l: (l) the methods and requirements to assess the correct operation, effectiveness, regeneration and durability of original and replacement pollution control systems and the quality of the reagents;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point o: (o) the methods to assess the correct functioning of vehicle types ;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point p: (p) checks for compliance with test procedures for multistage vehicles;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point s: (s) methods for establishing the absence of defeat devices and defeat strategies and to carry-over into this Regulation requirements laid down in Article 5(2) of Regulation (EC) No 715/2007 and Article 5(11) of Regulation (EU) 2017/1151 applicable to category M1 and N1 vehicles, and in UNECE Regulation No. 49, Revision 6, Annex 10, paragraph 5.1.2 applicable to category M2, M3, N2 and N3 vehicles;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point t: deleted

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point v: (v) administrative requirements and documentation for emission type-approval and for performing tests, checks and inspections for the purposes of verifying compliance;

RemovedArticle 14 – paragraph 4 – subparagraph 1 – point w: (w) format and data reporting obligations where appropriate;

RemovedArticle 14 – paragraph 4 – subparagraph 2: 5. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2) / The implementing acts referred to in paragraph 3, points (a) to (f) and (i) to (k), and the delegated acts referred to in paragraph 3a, points (a) to (f) and (i) to (k), and paragraph 4, points (a) to (f) and (j) to (w), shall be adopted no later than .... [12 months from the date of entry in force of this Regulation]. / The implementing acts referred to in paragraph 3, points (g) to (h), , and the delegated acts referred to in paragraph 3a, points (g) to (h), and paragraph 4, points (g) to (i), shall be adopted, without undue delay, following the publication of the relevant uniform provisions of the UN WP.29.

RemovedArticle 15 – paragraph 1 – introductory part: 1. The Commission shall be empowered to adopt delegated acts in accordance with Article 16 in order to take into account technical progress to amend this Regulation as follows:

RemovedArticle 15 – paragraph 1 – point a: (a) Annex III, Table 2, as regards the test conditions for M2, M3, N2, N3 vehicles, based on data collected when testing Euro 7 vehicles;

RemovedArticle 15 – paragraph 1 – point b: (b) Annex III, Tables 4 and 5, as regards the test conditions based on data collected when testing Euro 7 brakes or tyres;

RemovedArticle 15 – paragraph 1 – point d: deleted

RemovedArticle 15 – paragraph 2 – point c a (new): (ca) if appropriate, setting out abrasion limits for tyre types in Annex I in the event that uniform provisions have not been established in UN WP.29 before the relevant deadline laid down in Article 7a;

RemovedArticle 15 – paragraph 2 – point d: (d) setting out durability multipliers in Annex IV based on data collected when testing Euro 7 M3, N2, N3 vehicles and the conclusions of a report assessing the durability of heavy-duty vehicles in regard of emissions submitted to the European Parliament and Council;

RemovedArticle 15 – paragraph 2 – point e: (e) setting out special rules for small volume manufacturers for vehicle categories M2, M3, N2, N3 under Article 3 and Article 8 of this Regulation.

RemovedArticle 15 – paragraph 2 – subparagraph 1 a (new): The Commission shall adopt those delegated acts referred to in to points (a) to (c) without undue delay following the publication of the relevant uniform provisions of the UN WP.29. In the event that uniform provisions have not been established in the UN WP.29 by 30 June 2026 for C1 tyres, and by 31 December 2035 for C2 and C3 tyres, Article 7a of this Regulation shall apply.

RemovedArticle 16 – paragraph 2: 2. The power to adopt delegated acts referred to in Article 14(3a), Article 14(4) and Article 15 shall be conferred on the Commission for a period of five years from... [OP please insert the date = the date of entry into force of this Regulation]. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.

RemovedArticle 16 – paragraph 3: 3. The delegation of power referred to in Article 14(3a), Article 14(4) and Article 15 may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

RemovedArticle 16 – paragraph 6: 6. A delegated act adopted pursuant to Article 14(3a), Article 14(4) and Article 15 shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.

RemovedArticle 18 – paragraph 2: 2. By 1 September 2031, on the basis of the information supplied in accordance with paragraph 1, the Commission shall submit to the European Parliament and to the Council an evaluation report on the application of this Regulation, including an evaluation of the exhaust and non-exhaust emission reductions achieved and an assessment of its contribution in meeting the air pollution standards laid down in the [XXX recast proposal of the Ambient Air Quality Directive.]

RemovedArticle 18 – paragraph 2 a (new): 2a. No later than 2031, the Commission shall submit to the European Parliament and to the Council a report assessing the durability performance of heavy duty vehicles with regard to emissions.

RemovedArticle 19 – paragraph 1: Regulation (EC) 715/2007 is repealed with effect from 1 July 2030.

RemovedArticle 19 – paragraph 2: Regulation (EC) 595/2009 is repealed with effect from 1 July 2031.

RemovedArticle 20 – subparagraph 2: It shall apply from 24 months after the entry into force of all relevant secondary legislation for new type M1, N1 vehicles and components and separate technical units for those vehicles and 36 months after the entry into force of all relevant secondary legislation for new M1, N1 vehicles and components and separate technical units for those vehicles. / It shall apply 48 months after the entry into force of all relevant secondary legislation for new type M2, M3, N2, N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers and 60 months after the entry into force of all relevant secondary legislation for new M2, M3, N2, N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers.

RemovedArticle 20 – subparagraph 3: It shall apply as from 1 July 2030 for M1, N1 vehicles, constructed by small volume manufacturers and from 1 July 2031 for M2, M3, N2, N3 vehicles constructed by small volume manufacturers.

RemovedAnnex I – Table 4 – Title: Euro 7 brake particle emission limits in standard driving cycle for internal combustion engine vehicles applying until 31/12/2034

RemovedFrom 1992 onwards, the EU has introduced progressively stringent exhaust emission limits for each new vehicle sold on the European market ('Euro' standards). In November 2022, the Commission came forward with a sixth update of these standards in its proposal for Euro 7 standards, bringing together previously separate emission requirements for cars and vans (Euro 6) and trucks and buses (Euro VI) under a single set of rules. The Euro 7 standards include new limits on exhaust pollutants, revised testing parameters, as well as addressing non-exhaust particle emissions from brakes and tyres. Since EU law already requires all new cars to produce zero CO2 emissions from 2035, the standards will serve as a transitional measure to regulate emissions until the full phase-out of new vehicles that are neither CO2-neutral nor zero-emission compliant.

RemovedThe Commission's work in preparing this proposal has been fraught with challenges, incurring a publication delay of almost eighteen months. This hold-up was a consequence, in part, of the Commission’s own Regulatory Scrutiny Board (RSB) issuing an initial negative opinion of the impact assessment amid concerns over the coherency of technical details on the problems facing different vehicle types and the choice of the preferred policy option. There are several reservations about the feasibility and effectiveness of the Commission proposal. The co-legislators face a significant task ahead if they are to ensure that the adopted Euro 7 rules are proportionate and ultimately fit for purpose.

RemovedThese reservations can be summarised as follows:

Removed Cost implications: Introducing stringent emission standards requires significant investment by manufacturers to develop and produce new technologies that meet the requirements. Such costs could force higher prices on manufacturers and consumers, as the proposal targets a diminishing technology that is in competition with vehicle solutions from the CO2 regulation, potentially leading to a 'Havana effect' whereby people postpone new purchases or only buy second-hand cars. The Commission estimates additional direct costs for vehicles to be approximately €180-€450 for cars/vans and €2,800 for buses/lorries. However, the findings of a recent assessment of the regulatory costs of Euro 7 report average incremental direct costs of Euro 7 (compared to Euro 6 or Euro VI) of €2,000 per internal combustion engine car/van and €12,000 per diesel bus/lorry. These estimates are between four to ten times higher than the figures reported in the Commission impact assessment. Furthermore, these amounts could escalate even further because of indirect costs (e.g., an increase in fuel consumption to achieve some of the proposal’s testing requirements), an upward pressure on prices not considered by the Commission. Given the substantial discrepancy between the two estimates, it is clear that further assessment will be necessary to validate the exact costs of introducing these new standards.

Removed Technological feasibility: Questions remain about the technological feasibility of meeting the new standards, which depend on unreliable PEMS measuring devices as well as emerging and unproven testing, surveillance and emission control equipment. In particular, the Commission’s decision to overhaul heavy-duty vehicle testing exacerbates these worries, replacing in-service conformity assessments using portable emission measuring equipment. Instead, it seeks to extend the Real Driving Emissions (RDE) regime in place for cars and vans to heavy-duty vehicles, disregarding their broader range of emissions and pushing the engineering target—in combination with the proposal’s limit values—close to zero. Indeed, as currently drafted, these requirements will require a different development pathway for manufacturers and original equipment manufacturers (OEMs) to those used in North America, China and South America undermining the EU’s role in setting automotive standards that many global markets follow.

Removed Diverting resources from decarbonisation: To meet existing EU CO2 targets, the transition towards low-carbon transport is already well underway, with manufacturers of commercial vehicles progressively expanding their range of battery-electric and hydrogen-powered vehicles. Investments aimed at decarbonizing road transport must therefore be supported by a comprehensive regulatory framework that strikes a fair balance between enhancing air quality and facilitating the adoption of CO2-neutral and zero-emission vehicles. However, the Commission proposal raises fears over its potential negative impact on manufacturers' investment strategies. While acknowledging concerns specific to heavy-duty vehicles, the Euro 7 proposal must not direct attention away from the broader objective of achieving carbon neutrality. This legislation has to be realistic in setting achievable targets as well as being consistent and proportional with the investments required for compliance with existing and future CO2 standards.

RemovedIn this context, the Committee looks to address the following fundamental and interconnected issues in his draft committee report:

Removed Insufficient lead times for the automotive sector: The proposal's entry into force dates (2025 for cars and vans; 2027 for trucks and buses) do not provide the necessary time for industrial development and adaptation of production, and fail to reflect the fact that the legal framework will only be complete following the adoption of the relevant implementing and delegated acts. The ENVI Committee, therefore, recommends linking the dates of entry into force to the dates of adoption of the applicable secondary legislation. With the exception of requirements for brakes and tyres, which are contingent on agreements within the UNECE, the Commission will have deadlines to adopt the required delegated and implementing acts before triggering a lead in time of 24months for new type cars and vans, and 48 months for new type trucks and buses. Moreover, the Committee adds an extra time between the new type and all registration dates to limit the administrative burden on type approval authorities and account for the lengthier product cycle of vans over cars.

Removed Undue reliance on secondary legislation: The cumulative changes to Euro 7’s modalities via secondary legislation are wide-ranging and vaguely defined in the Commission proposal. This lack of clarity is a significant concern, as the methodologies for measuring emissions during specified test conditions and verifying the application of test requirements/declarations are still to be finalised and risk amounting to "an empty box" in the basic act. Hence, understanding the implications and legal responsibilities arising from the many implementing and delegated acts on manufacturers and Member States is currently a futile task. The ENVI Committee proposes to address this by setting conditional time limits for the Commission to prepare and finalise the secondary legislation, giving stakeholders and Member States much-needed legal certainty.

Removed Statistically-relevant RDE test conditions: The existing Euro 6 standard already delivers on-road testing with low exhaust emissions covering the vast majority (95 percent) of statistically possible driving events and situations. The Commission proposal aims to cover the last five percent, adding substantial complexities for compliance and additional hardware requirements with only nominal environmental benefits. Moreover, biased driving/worst-case conditions will oblige further supplementary technology in all Euro 7 vehicles. As a result, smaller low-budget cars that are indispensable for working people and rural communities could see a noticeable cost increase, resulting in the market withdrawal of certain models. The ENVI Committee believes these driving scenarios go far beyond the parameters necessary to achieve the objectives of this legislation and reinstates existing testing requirements in this proposal.

Removed On-Board Monitoring (OBM) requirements: The Commission requires OBM of emissions at all times throughout a vehicle’s lifetime. This will require new exhaust sensors, which are either unavailable or have limited capability and lifespan, and their precise cost is still unknown. With the automotive sector already obliged to achieve new CO2 standards, adding onerous new technological expenses seems unreasonable and will deter investments in C02-neutral and zero-emission vehicles. Responding to this, it is important to get greater legal clarity on the scope and detail of the OBM requirements, the development time for these technologies, and evaluating the overall need for OBM in achieving the new standards.

Removed Regulatory discrimination against heavier vans: The new standards require that heavier vans meet the same exhaust pollutant limits as cars despite their higher weights and rolling resistance. Although the Commission proposal attempts to offset the more stringent requirements with less rigorous pollutant rules for vans with a power-to-weight ratio less than 35kW/t, there are currently no vans on the EU market that can reportedly qualify for these reduced limit values. For that reason, almost all vans must meet the same exhaust pollutant limits as cars. These vans are an indispensable working tool for individuals and small businesses and this imbalance is addressed in the report .

Removed Viability of emission limits/testing for Heavy-Duty Vehicles: The Commission's proposal for Euro 7 emission limits for heavy-duty vehicles would place an unrealistic burden on industry and deviate from global standards. As a result, EU manufacturers would face additional costs to develop vehicles specifically for EU requirements while still having to comply with other regulations around the world, and this would disrupt technical harmonization for heavy-duty vehicle regulations. Therefore, it is necessary to bring the Euro VI formulation for heavy-duty emission limits and testing into Euro 7 with some necessary adjustments to reduce the levels of main pollutants by 50 percent and account for the new PN10 test procedure.

Removed Addition of brake wear emissions: The Euro 7 proposal sets out additional limits for particulate emissions generated by brakes. These rules will apply to all vehicle types, including electric. Although the inclusion of brakes within the scope is supported, the entry into force dates (2025 for cars and vans; 2027 for trucks and buses)seem technically unfeasible, as work on the test procedure still needs to be finalised in the UNECE. Once agreed, the procedure will then require a monitoring phase to evaluate the methodology and allow for the setting of technically achievable limits. With this in mind, a lead in time following the adoption of relevant secondary legislation for brakes should be introduced.

Removed Abrasion limits for tyres: Reiterating concerns about the volume of, and reliance on, secondary legislation in this proposal, both Member States and manufacturers can only plan and assess this requirement with the relevant implementing and delegated acts. Indeed, the Commission acknowledges that the UNECE World Forum for Harmonization of Vehicle Regulations (WP29) must first adopt the test method, market assessment, and limits, expected in late 2024/early 2025, before incorporating these requirements in Euro 7. As with brake emissions the inclusion of tyres, is welcomed, however tyres shedding fewer micro-plastics must not compromise vehicle safety. It should also be made clear that the scope for tyres should be expanded to progressively include newly manufactured tyres of Classes C1, C2 and C3 fitted to all vehicles, and not only those tyres fitted on Euro 7 type approved vehicles.