Text · Amendment list
Amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU) 2024/1257 of the European Parliament and of the Council as regards the simplification of technical requirements and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament and of the Council
Full title
Amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU) 2024/1257 of the European Parliament and of the Council as regards the simplification of technical requirements and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament and of the Council
Document CJ76-AM-789089 · COM(2025)0993 – C100354/2025 – 2025/0422(COD)
- Kind
- Amendment list CJ76-AM-789089
- Date
- 26 June 2026
- Committee
- Committee on Transport and Tourism
- Dossier
- 2025-0422
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- Official page PDF Word
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- COM(2025)0993 – C100354/2025 – 2025/0422(COD)
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Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| (a) paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 May 2033, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. |
| (b) paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7. With effect from 29 May 2034, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| (c) paragraph 10 is replaced by the following: | |
| 10. With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 10. With effect from 1 July 2036, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
The Euro 7 framework requires heavy-duty vehicle manufacturers to invest further in combustion-engine technology, while the CO₂ HDV Regulation drives rapid electrification and imposes penalties for non-compliance. These requirements compete for the same resources and increase vehicle costs, affecting transport and consumer prices. This amendment proposes postponing Euro 7 implementation for heavy-duty vehicles by five years to prioritize investments in CO₂-reduction technologies.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| "(a) paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 May 2030, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. |
| (b) paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7. With effect from 29 May 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| (c) paragraph 10 is replaced by the following: | |
| 10. With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 10. With effect from 1 July 2033, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| "(a) paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 May 2033, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. |
| (b) paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7. With effect from 29 May 2034, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| (c) paragraph 10 is replaced by the following: | |
| 10. With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 10. With effect from 1 July 2036, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
The current framework creates a structural conflict for heavy-duty vehicle manufacturers. Euro 7 requires continued investment in internal combustion engine technology to meet stricter emissions limits, while the CO₂ HDV Regulation simultaneously demands accelerated electrification — backed by significant penalties. These objectives compete for the same industrial and financial resources. This results in fragmented investment and reduced efficiency. This has direct economic implications. Trucks are the backbone of the European economy. The overwhelming majority of goods consumed in the EU - food, medicines, construction materials, consumer products move by road at some point in their supply chain. Hence, increased vehicle costs driven by overlapping regulatory requirements will translate into higher transport costs and, ultimately, higher prices for consumers across the economy. We therefore call for a five-year postponement of Euro 7 implementation for heavy-duty vehicles. A five-year freeze on the date of application of heavy-duty Euro 7, as foreseen in Regulation (EU) 2024/1257, is therefore proposed to allow industry to invest where it makes most sense to achieve future EU climate targets and CO2 reduction targets imposed on industry, but that does not mean the Commission should slow down the preparation and delivery of necessary implementing acts for heavy-duty Euro 7 in order to give industry the maximum lead-time to balance efforts on decarbonisation with efforts towards heavy-duty Euro 7.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| " (a) Paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 November 2029, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability’. |
| (b) Paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7. With effect from 29 November 2030, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability". |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| " (a) Paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 May 2033, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. |
| (b) Paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7. With effect from 29 May 2034, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| (c) Paragraph 10 is replaced by the following: | |
| 10. With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 10. With effect from 1 July 2036, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability.’ |
| Present text | Amendment |
|---|---|
| (-1) Article 10 is amended as follows: | |
| " (a) Paragraph 6 is replaced by the following: | |
| 6. With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | 6. With effect from 29 May 2033, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. |
| (b) Paragraph 7 is replaced by the following: | |
| 7. With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 7.With effect from 29 May 2034, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. |
| (c) Paragraph 10 is replaced by the following: | |
| 10. With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | 10. With effect from 1 July 2036, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability." |
This amendment provides additional implementation lead time for heavy-duty Euro 7 requirements in order to facilitate an effective transition pathway for the heavy-duty sector. Heavy-duty vehicle manufacturers are simultaneously investing substantial resources in compliance with new emissions requirements and in the development and deployment of low- and zero-emission technologies. Additional lead time would support investment in decarbonisation objectives while ensuring sufficient preparation for implementing measures and preserving regulatory predictability.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (-1) In Article 10, paragraph 6 is replaced by the following: | |
| With effect from 29 May 2028, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. | "With effect from 29 May 2033, approval authorities shall, in the case of new types of vehicles of category M2, M3, N2 or N3 and new types of trailers of category O3 or O4 which do not comply with this Regulation, refuse to grant EU emission type-approval or national emission type-approval to such new types of vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability. " |
The substantial investment required for Euro 7 development must be balanced with the wider priorities facing the EU heavy-duty vehicle sector, including the transition to new vehicle technologies. Existing EU policies already provide strong incentives for the uptake of zero-emission heavy-duty vehicles and support progress towards long-term regulatory objectives. A five-year freeze on Euro 7 implementation, as foreseen in Regulation (EU) 2024/1257, would allow investment to be directed efficiently while supporting compliance with future EU requirements.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (-1) In Article 10, paragraph 7 is replaced by the following: | |
| With effect from 29 May 2029, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | "With effect from 29 May 2034, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 and new trailers of category O3 or O4, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles and trailers on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. " |
The substantial investment required for Euro 7 development must be balanced with the wider priorities facing the EU heavy-duty vehicle sector, including the transition to new vehicle technologies. Existing EU policies already provide strong incentives for the uptake of zero-emission heavy-duty vehicles and support progress towards long-term regulatory objectives. A five-year freeze on Euro 7 implementation, as foreseen in Regulation (EU) 2024/1257, would allow investment to be directed efficiently while supporting compliance with future EU requirements.
| Present text | Amendment |
|---|---|
| (-1) in Article 10, paragraph 8 is replaced by the following: | |
| By way of derogation from paragraph 7 of this Article, until 31 December 2029, national authorities shall allow for vehicles of category M2 or M3, for which there is a 100 % zero-emission target as from the reporting period of the year 2030 in accordance with Regulation (EU) 2019/1242, the registration, sale or entry into service of new vehicles, which do not comply with this Regulation but have a valid emission type-approval in accordance with Regulation (EC) No 595/2009. | "By way of derogation from paragraph 7 of this Article, until 30 June 2030, national authorities shall allow for vehicles of category M2 or M3, for which there is a 90 % zero-emission target as from the reporting period of the year 2030 in accordance with Regulation (EU) 2019/1242, the registration, sale or entry into service of new vehicles, which do not comply with this Regulation but have a valid emission type-approval in accordance with Regulation (EC) No 595/2009. " |
This amendment corrects a misalignment between Article 10(8) of Regulation (EU) 2024/1257 and the later adoption of Regulation (EU) 2024/1610. Article 10(8) was intended to provide relief for M2 and M3 buses and coaches during the transition to zero-emission vehicles, assuming a 100% target from 2030. As the target for urban buses now applies from 2035–2039, the intended relief remains necessary to support an efficient transition.
| Text proposed by the Commission | Amendment |
|---|---|
| (-1) in Article 10, the following paragraph 10a is inserted: | |
| 10a. Before the revised application date the Commission shall assess the state of implementation of the Euro 7 requirements for heavy-duty vehicles, taking into account technological readiness, industrial investment cycles, supply-chain availability and the competitiveness of the Union automotive industry. The Commission shall submit a report to the European Parliament and to the Council and, where appropriate, accompany that report with a legislative proposal. |
The review should provide an evidence-based assessment of market readiness and allow the Union institutions to consider whether further adjustments are necessary to ensure a proportionate and effective implementation of Euro 7 requirements for heavy-duty vehicles.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (-1) In Article 10, paragraph 10 is replaced by the following: | |
| With effect from 1 July 2031, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. | "With effect from 1 July 2036, national authorities shall, in the case of new vehicles of category M2, M3, N2 or N3 constructed by small-volume manufacturers, which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of registration and shall prohibit the registration, sale or entry into service of such new vehicles on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability. " |
The substantial investment required for Euro 7 development must be balanced with the wider priorities facing the EU heavy-duty vehicle sector, including the transition to new vehicle technologies. Existing EU policies already provide strong incentives for the uptake of zero-emission heavy-duty vehicles and support progress towards long-term regulatory objectives. A five-year freeze on Euro 7 implementation, as foreseen in Regulation (EU) 2024/1257, would allow investment to be directed efficiently while supporting compliance with future EU requirements.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "2. With effect from 29 May 2030, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | 2. With effect from 29 May 2033, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "2. With effect from 29 May 2033, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (-1) In Article 11, paragraph 2 is replaced by the following: | |
| With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "With effect from 29 May 2033, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
The substantial investment required for Euro 7 development must be balanced with the wider priorities facing the EU heavy-duty vehicle sector, including the transition to new vehicle technologies. Existing EU policies already provide strong incentives for the uptake of zero-emission heavy-duty vehicles and support progress towards long-term regulatory objectives. A five-year freeze on Euro 7 implementation, as foreseen in Regulation (EU) 2024/1257, would allow investment to be directed efficiently while supporting compliance with future EU requirements.
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "2. With effect from 29 May 2033, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (1c) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "2. With effect from 29 November 2029, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 2 is replaced by the following: | |
| 2. With effect from 29 May 2028, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2 , M3 , N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. | "2. With effect from 29 May 2033, Member States shall prohibit the sale or installation of a system, component or separate technical unit intended to be fitted on a vehicle of category M2, M3, N2 or N3, or on a trailer of category O3 or O4 approved under this Regulation, where the system, component or separate technical unit is not type-approved in accordance with this Regulation. " |
This amendment provides additional implementation lead time for heavy-duty Euro 7 requirements in order to facilitate an effective transition pathway for the heavy-duty sector. Heavy-duty vehicle manufacturers are simultaneously investing substantial resources in compliance with new emissions requirements and in the development and deployment of low- and zero-emission technologies. Additional lead time would support investment in decarbonisation objectives while ensuring sufficient preparation for implementing measures and preserving regulatory predictability.
| Present text | Amendment |
|---|---|
| (-1) in Article 11, paragraph 6 is replaced by the following: | |
| 6. With effect from 1 April 2032, national authorities shall grant component or separate technical unit EU type-approval only in respect of new types of C3 class tyres which comply with this Regulation. | ‘6. With effect from 1 April 2034, national authorities shall grant component or separate technical unit EU type-approval only in respect of new types of C3 class tyres which comply with this Regulation. |
| With effect from 1 April 2034, national authorities shall prohibit the placing on the market of C3 class tyres which do not comply with this Regulation and shall prohibit the registration of new vehicles equipped with C3 class tyres where those tyres do not comply with this Regulation. | With effect from 1 April 2036, national authorities shall prohibit the placing on the market of C3 class tyres which do not comply with this Regulation and shall prohibit the registration of new vehicles equipped with C3 class tyres where those tyres do not comply with this Regulation. |
| C3 class tyres which do not comply with this Regulation may continue to be made available on the market until 31 March 2036. | C3 class tyres which do not comply with this Regulation may continue to be made available on the market until 31 March 2038.’ |
The purpose of this amendment is to ensure a realistic implementation timeline for C3-class tyres by extending by two years the deadlines set out in Article 11(6) and Article 15(2) and (3) of Regulation (EU) 2024/1257.The work on C1-class tyres has demonstrated the complexity of developing test methods, performance limits and equivalence provisions. As similar work for C3-class tyres is already facing delays due to these challenges, the current timeline is no longer considered feasible and should be adjusted accordingly.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (-1) Article 14, paragraph 3 is amended as follows: | |
| "(a) in paragraph 3, the introductory paragraph is replaced by the following: | |
| 3. The Commission shall adopt implementing acts setting out procedures and testing methodologies, administrative provisions, procedures and methodologies for amending and extending emission type-approvals and data access, documentation requirements and templates for emission type-approval, conformity of production, in-service conformity and market surveillance, for all of the following: | ‘3. The Commission may adopt implementing acts setting out procedures and testing methodologies, administrative provisions, procedures and methodologies for amending and extending emission type-approvals and data access, documentation requirements and templates for emission type-approval, conformity of production, in-service conformity and market surveillance, for all of the following:’ " |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Present text | Amendment |
|---|---|
| (-1) in Article 14(3), the following point ma is inserted: | |
| “(ma) in relation to VEEFs the fuelling monitor and the fuelling inducement system;” |
Article 14 lays down Procedures and Test. The Amendments concerning Article 14 are necessary technical adjustments to include VEEFs and underlying fuelling monitor and fuelling inducement system for VEEFs.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (-1) Article 14 is amended as follows: | |
| "(b) in paragraph 4, the introductory paragraph is replaced by the following: | |
| 4. The Commission shall adopt implementing acts for the emission type-approval, in-service conformity, conformity of production and market surveillance, to lay down the following: | "4. The Commission may adopt implementing acts for the emission type-approval, in-service conformity, conformity of production and market surveillance, to lay down the following: " |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Present text | Amendment |
|---|---|
| (-1) In Article 14, paragraph 4, point b is replaced by the following: | |
| (b) the methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle; | "‘(b) the methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle, including to annually review and update the utility factor to close the gap between type-approval CO2 emissions and real-world CO2 emissions of OVC-HEVs based on data received from OBFCM;’ |
François Kalfon, Christel Schaldemose, Mohammed Chahim, Pierre Jouvet, Sakis Arnaoutoglou, Johan Danielsson, Heléne Fritzon, Laura Ballarín Cereza, Sérgio Gonçalves
| Present text | Amendment |
|---|---|
| (-1) In Article 14, paragraph 4, point b is replaced by the following: | |
| (b) the methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle; | "‘(b) the methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle, including to annually update the utility factor used to estimate CO2 emissions from OVC-HEVs to reflect real-world electric driving shares based on data received from OBFCM;’; |
| " |
| Text proposed by the Commission | Amendment |
|---|---|
| (j) the methods, requirements and tests, including compliance thresholds, to ensure performance of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, for off-board communication of data recorded by such devices and systems, including for the purpose of monitoring compliance of vehicle types;; | deleted |
Point (j) empowers the Commission to regulate the off-board transmission of OBFCM data, data linked to the vehicle identification number and therefore constituting personal data, without providing a sufficient legal basis in primary law for mass collection of driving behaviour from private vehicles. The original rationale for this data collection, namely the inadequacy of laboratory emission tests exposed in 2015, has been rendered obsolete by the introduction of RDE testing and WLTP. Deleting this empowerment removes a disproportionate and unjustified intrusion into the private property of citizens and ensures that any future decision to introduce vehicle-level surveillance for emission compliance purposes is taken by the co-legislators under the ordinary legislative procedure, not delegated to the Commission.
| Text proposed by the Commission | Amendment |
|---|---|
| (j) the methods, requirements and tests, including compliance thresholds, to ensure performance of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, for off-board communication of data recorded by such devices and systems, including for the purpose of monitoring compliance of vehicle types;; | (j) the methods, requirements and tests, including compliance thresholds, to ensure performance of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, for off-board communication of data recorded by such devices and systems, including for the purpose of monitoring compliance of vehicle types; while ensuring that such monitoring reflects the proper functioning of emission control systems under all normal and reasonably foreseeable operating conditions, including low-temperature conditions; ; |
François Kalfon, Vivien Costanzo, Christel Schaldemose, Laura Ballarín Cereza, Heléne Fritzon, Sérgio Gonçalves
| Text proposed by the Commission | Amendment |
|---|---|
| (j) the methods, requirements and tests, including compliance thresholds, to ensure performance of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, for off-board communication of data recorded by such devices and systems, including for the purpose of monitoring compliance of vehicle types;; | (j) the methods, requirements and tests, including compliance thresholds, to ensure performance and security of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, for off-board secured communication of data recorded by such devices and systems, including for the purpose of monitoring compliance of vehicle types;; |
| Text proposed by the Commission | Amendment |
|---|---|
| (jb) (1a) in Article 14, the following paragraph 4a is inserted: | |
| 4a. The Commission shall adopt implementing and delegated acts with regard to Article 4(1a) which shall: | |
| (a) define binding technical criteria for equivalent emission performance; | |
| (b) define measurable thresholds for operational availability, including maximum permissible downtime; | |
| (c) specify harmonised conditions for the approval of adaptations, including for vehicles and machines already in use; and | |
| (d) ensure uniform application across heavy-duty vehicles and non-road mobile machinery without differentiation between Member States. | |
| Those acts shall be based exclusively on objective, measurable and verifiable parameters and shall not allow discretionary assessment of compliance. | |
| The Commission shall ensure that such implementing and delegated acts are fully consistent with Regulation (EU) 2016/1628 and shall not introduce any additional administrative requirement beyond those strictly necessary for verification of compliance with emission limits and operational availability thresholds. Requirements adopted pursuant to this point shall not permit any exemption, derogation or transitional suspension of emission compliance obligations in operational use. |
| Present text | Amendment |
|---|---|
| (1a) In Article 14, paragraph 4, point b is replaced by: | |
| (b) the methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle; | "(b) The methods to determine the CO2 emissions, fuel and electric energy consumption, zero-emission range, electric range and power of a motor vehicle and, from 2030, to annually review and update the utility factor so as to provide a dedicated utility factor per vehicle-maker. The utility factor specific to each vehicle-maker shall ensure type-approval CO2 emissions closely reflect the vehicle-maker’s real-world CO2 emissions of OVC-HEVs according to EEA / JRC data from board fuel consumption meters (OBFCMs); |
| " |
Katri Kulmuni, Valérie Devaux, Nikola Minchev, Anna-Maja Henriksson, Merja Kyllönen, Elsi Katainen, Aura Salla, Mika Aaltola, Jan-Christoph Oetjen
| Present text | Amendment |
|---|---|
| point j is replaced by the following: | |
| (j) the methods, requirements and tests, including compliance thresholds, to ensure performance of OBFCM devices, OBD and OBM systems and the sensors of such devices and systems, as well as off-board communication of data recorded by such devices and systems; | (j) the methods, requirements and tests, including compliance thresholds, to ensure the performance of OBFCM devices, OBD and OBM systems, and the sensors of such devices and systems, including for off-board communication of data recorded by those systems for the purpose of monitoring compliance of vehicle types. |
| Those methods, requirements and tests must ensure that monitoring accurately reflects the proper functioning of emission control systems under all normal and reasonably foreseeable operating conditions, including conditions leading to reagent crystallisation or freezing. | |
| Manufacturers must ensure that emission control systems relying on reagents, including selective catalytic reduction systems, are designed, calibrated and monitored in such a way as to ensure compliance with applicable emission limits under all normal and reasonably foreseeable operating conditions. | |
| Manufacturers must ensure that monitoring and inducement strategies are effective in preventing operation of the vehicle where the emission control system does not meet the requirements laid down in this point. | |
| Where conditions leading to reagent crystallisation or freezing impair or risk impairing system performance, adaptations to emission control systems, including the use of alternative reagents, must be permitted, provided that: | |
| (i) equivalent emission performance is ensured; | |
| (ii) no increase in real-world emissions of regulated pollutants occurs; and | |
| (iii) continued compliance with applicable emission limits is ensured. | |
| The Commission must adopt implementing or delegated acts pursuant to this paragraph establishing: | |
| (a) the conditions under which such adaptations may be authorised; (b) objective, measurable and verifiable criteria for demonstrating equivalent emission performance; and | |
| (c) the procedures for approval of such adaptations, including where applied to vehicles already in use. | |
| Those acts must ensure that the requirements laid down pursuant to this point do not impose disproportionate administrative burden and do not require re-certification unless strictly necessary to verify compliance with emission limits. | |
| When adopting those acts, the Commission must ensure consistency, where relevant, with the regulatory framework applicable to non-road mobile machinery, in particular Regulation (EU) 2016/1628. |
Evidence from several regions of the Union demonstrates that emission control systems relying on reagents, in particular SCR systems using AdBlue, do not function reliably under conditions leading to reagent crystallisation or freezing. This results in increased real-world emissions despite compliance with regulatory test requirements. The amendments introduced in Article 4(1)(j) establish clear, binding and enforceable requirements addressing those shortcomings by defining obligations for manufacturers and the Commission regarding monitoring, system design and permitted adaptations. These measures ensure effective emission control under all foreseeable operating conditions, while avoiding disproportionate administrative and economic burdens and supporting the uptake of newer, lower-emission vehicles, thereby contributing to the achievement of the Union’s environmental and climate objectives.
| Present text | Amendment |
|---|---|
| (1f) in Article 14, paragraph 4, the following point (fa) is inserted: | |
| ‘(fa) the methods to ensure and verify compliance of the fuelling monitor and the fuelling inducement system for VEEFs;' |
Article 14 lays down Procedures and Test. The Amendments concerning Article 14 are necessary technical adjustments to include VEEFs and underlying fuelling monitor and fuelling inducement system for VEEFs.
| Present text | Amendment |
|---|---|
| (1g) in Article 14, paragraph 6 is replaced by the following: | |
| 6. Any implementing act referred to in paragraphs 3 and 4 shall cover one or more of the items referred to in paragraph 3, points (a) to (m), combined with one or more of the items referred to in paragraph 4, points (a) to (v). | “6. Any implementing act referred to in paragraphs 3 and 4 shall cover one or more of the items referred to in paragraph 3, points (a) to (n), combined with one or more of the items referred to in paragraph 4, points (a) to (w).” |
Article 14 lays down Procedures and Test. The Amendments concerning Article 14 are necessary technical adjustments to include VEEFs and underlying fuelling monitor and fuelling inducement system for VEEFs.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1k) in Article 14(4), the following point (v a) is inserted: | |
| '(va) additional methods to type approve a category M2, N2, M3 or N3 OVC-HEV vehicle with serial hybrid architecture'. |
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) in Article 14, paragraph 4, the following point va is added: | |
| (va) additional methods to type approve a category M2, N2, M3 or N3 OVC-HEV vehicle with serial hybrid architecture.’ |
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (1a) in Article 14(9), the introductory sentence is replaced by the following: | |
| 9. By 29 November 2026, the Commission shall adopt, for vehicles of categories M2, M3, N2 and N3, as referred to in paragraph 3, points (b) and (c), respectively, and their engines, as well as for trailers of categories O3 and O4, the following implementing acts: | "9. By 29 May 2027, the Commission shall adopt, for vehicles of categories M2, M3, N2 and N3, as referred to in paragraph 3, points (b) and (c), respectively, and their engines, as well as for trailers of categories O3 and O4, the following implementing acts: " |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Present text | Amendment |
|---|---|
| (1a) in Article 14, paragraph 2, subparagraph 1 is replaced by the following: | |
| Tests to demonstrate compliance with the requirements of this Regulation shall be performed by manufacturers and national authorities as specified in Annex V. Tests to demonstrate compliance with the requirements of this Regulation may be performed by the Commission and recognised third parties as specified in Annex V. Where a test is specified as optional in Tables 1, 3, 5, 7, 9 and 11 of Annex V, the approval authority may request that the specified test is performed. | "Tests to demonstrate compliance with the requirements of this Regulation shall be performed by manufacturers and national authorities as specified in Annex V. Tests to demonstrate compliance with the requirements of this Regulation may be performed by the Commission and recognised third parties as specified in Annex V. " |
The current regulatory wording leaves uncertainty regarding whether type-approval authorities can require manufacturers to perform the optional in-service conformity (ISC) tests listed in Tables 1, 3, 5, 7, 9 and 11 of Annex V. Clarification would provide legal certainty, simplify implementation, improve cost predictability and enhance planning security.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (1a) Article 15 is amended as follows: | |
| (a) in paragraph 1, point (c) is replaced by the following: | |
| (c) where appropriate, setting out emission limits for formaldehyde from vehicles of categories M2, M3, N2 and N3 in Table 2 of Annex I, following and based on the review in accordance with Article 18(6); | (c) where appropriate, setting out emission limits for formaldehyde from vehicles of categories M2, M3, N2 and N3 that are fuelled by fuels of concern, in Table 2 of Annex I, following and based on the review in accordance with Article 18(6); |
| (b) in paragraph 2, point (a) is replaced by the following: | |
| (a) setting out brake particle emission limits in Annex I in line with state-of-the art technologies and, if appropriate, referring to the work performed in the United Nations World Forum for Harmonization of Vehicle Regulations (UN WP.29), including, where relevant, amending Tables 5, 6, 7 and 8 of Annex I, respectively, by providing for different limits or criteria depending on categories of vehicles and powertrain technologies; | (a) amending Annex I or setting out brake particle emission limits in Annex I in line with state-of-the art technologies and, if appropriate, referring to the work performed in the United Nations World Forum for Harmonization of Vehicle Regulations (UN WP.29), including, where relevant, amending Tables 5, 6, 7 and 8 of Annex I, respectively, by providing for different limits or criteria depending on categories of vehicles and powertrain technologies, and, where relevant, allowing for different brake particle emission limits for different powertrain technologies beyond 1 January 2035; |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
| Text proposed by the Commission | Amendment |
|---|---|
| (2b) in Article 15, paragraph 2, subparagraph 2 is replaced by the following: | |
| By way of derogation from the first subparagraph of this paragraph, the Commission shall adopt delegated acts in accordance with Article 16 to amend this Regulation by setting out abrasion limits for tyre types referred to in Annex I where the UN WP.29 has not adopted uniform provisions before the relevant deadline laid down in paragraph 3 of this Article, in line with and referring to, where appropriate, the work of the UN WP.29, and taking into account technical progress, by 1 July 2027 for C1 class tyres, by 1 April 2029 for C2 class tyres and by 1 April 2031 for C3 class tyres. | ‘By way of derogation from the first subparagraph of this paragraph, the Commission shall adopt delegated acts in accordance with Article 16 to amend this Regulation by setting out abrasion limits for tyre types referred to in Annex I where the UN WP.29 has not adopted uniform provisions before the relevant deadline laid down in paragraph 3 of this Article, in line with and referring to, where appropriate, the work of the UN WP.29, and taking into account technical progress, by 1 July 2027 for C1 class tyres, by 1 April 2029 for C2 class tyres and by 1 April 2033 for C3 class tyres.’ |
The purpose of this amendment is to ensure a realistic implementation timeline for C3-class tyres by extending by two years the deadlines set out in Article 11(6) and Article 15(2) and (3) of Regulation (EU) 2024/1257.The work on C1-class tyres has demonstrated the complexity of developing test methods, performance limits and equivalence provisions. As similar work for C3-class tyres is already facing delays due to these challenges, the current timeline is no longer considered feasible and should be adjusted accordingly.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (2f) In Article 15, paragraph 2 is replaced by the following: | |
| 2. Where a proposal for a UN Regulation, for a Global Technical Regulation or an amendment to a UN Regulation or to a Global Technical Regulation has been adopted and without undue delay after such adoption, or based on the reports submitted to the European Parliament and to the Council in accordance with Articles 18(4) and (5), where appropriate, taking into account technical progress, the Commission shall adopt delegated acts in accordance with Article 16, amending this Regulation as follows: | "2. Amending Annex I or setting out brake particle emission limits in Annex I in line with state-of-the art technologies and, if appropriate, referring to the work performed in the United Nations World Forum for Harmonization of Vehicle Regulations (UN WP.29), including, where relevant, amending Tables 5, 6, 7 and 8 of Annex I, respectively, by providing for different limits or criteria depending on categories of vehicles and powertrain technologies, and, where relevant, allowing for different brake particle emission limits for different powertrain technologies beyond 1 January 2035; " |
Regulation (EU) 2024/1257 introduces brake particle emission limits. To reflect future adjustments to CO2 emission standards and ensure these limits apply to all powertrain technologies remaining on the market beyond 2035, including internal combustion engine and hybrid vehicles, the Commission’s empowerment under Article 16 should be extended to allow amendments or updates to the brake particle emission limits in Annex I in line with technological developments across vehicle categories.
| Present text | Amendment |
|---|---|
| (1b) in Article 15, paragraph 2, subparagraph 2 is replaced by the following: | |
| By way of derogation from the first subparagraph of this paragraph, the Commission shall adopt delegated acts in accordance with Article 16 to amend this Regulation by setting out abrasion limits for tyre types referred to in Annex I where the UN WP.29 has not adopted uniform provisions before the relevant deadline laid down in paragraph 3 of this Article, in line with and referring to, where appropriate, the work of the UN WP.29, and taking into account technical progress, by 1 July 2027 for C1 class tyres, by 1 April 2029 for C2 class tyres and by 1 April 2031 for C3 class tyres. | ‘By way of derogation from the first subparagraph of this paragraph, the Commission shall adopt delegated acts in accordance with Article 16 to amend this Regulation by setting out abrasion limits for tyre types referred to in Annex I where the UN WP.29 has not adopted uniform provisions before the relevant deadline laid down in paragraph 3 of this Article, in line with and referring to, where appropriate, the work of the UN WP.29, and taking into account technical progress, by 1 July 2027 for C1 class tyres, by 1 April 2029 for C2 class tyres and by 1 April 2033 for C3 class tyres.’ |
The purpose of this amendment is to ensure a realistic implementation timeline for C3-class tyres by extending by two years the deadlines set out in Article 11(6) and Article 15(2) and (3) of Regulation (EU) 2024/1257.The work on C1-class tyres has demonstrated the complexity of developing test methods, performance limits and equivalence provisions. As similar work for C3-class tyres is already facing delays due to these challenges, the current timeline is no longer considered feasible and should be adjusted accordingly.
| Present text | Amendment |
|---|---|
| (2c) in Article 15, paragraph 3 is replaced by the following: | |
| 3. Where the UN WP.29 has not adopted uniform provisions by 1 July 2026 for C1 class tyres, by 1 April 2028 for C2 class tyres and by 1 April 2030 for C3 class tyres, the Commission shall develop a method for the measurement of tyre abrasion and shall define abrasion limits for tyres based on existing state-of-the-art methods. | “3. Where the UN WP.29 has not adopted uniform provisions by 1 July 2026 for C1 class tyres, by 1 April 2028 for C2 class tyres and by 1 April 2032 for C3 class tyres, the Commission shall develop a method for the measurement of tyre abrasion and shall define abrasion limits for tyres based on existing state-of-the-art methods.” |
The purpose of this amendment is to ensure a realistic implementation timeline for C3-class tyres by extending by two years the deadlines set out in Article 11(6) and Article 15(2) and (3) of Regulation (EU) 2024/1257.The work on C1-class tyres has demonstrated the complexity of developing test methods, performance limits and equivalence provisions. As similar work for C3-class tyres is already facing delays due to these challenges, the current timeline is no longer considered feasible and should be adjusted accordingly.
| Present text | Amendment |
|---|---|
| (1d) in Article 18, paragraph 4 is replaced by the following: | |
| 4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review of the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). | "4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review, for the various vehicle categories in Tables 3, 4 and 5 of Annex II to this Regulation, of the main and additional lifetime periods and energy throughput and the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c).’ |
| Present text | Amendment |
|---|---|
| (1d) in Article 18, paragraph 5 is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | "5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6 and 7 of Annex I. |
| By 31 December 2029, the Commission shall adopt a delegated act, as referred to in Article 15(2), point (a), regarding the level of brake emission limits for vehicles of category M2, N2, M3 and N3 set out in Table 8 of Annex I. " |
This amendment is related to the amendment to Table 8 of Annex I with regard to the brake particle emission limits for category M2, N2, M3 and N3 vehicles applicable from 2035.
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (1d) in Article 18, paragraph 5 is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | "5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6 and 7 of Annex I. |
| By 31 December 2029, the Commission shall adopt a delegated act, as referred to in Article 15(2), point (a), regarding the level of brake emission limits for vehicles of category M2, N2, M3 and N3 set out in Table 8 of Annex I. " |
This amendment is related to the amendment to Table 8 of Annex I with regard to the brake particle emission limits for category M2, N2, M3 and N3 vehicles applicable from 2035.
| Present text | Amendment |
|---|---|
| (1e) in Article 18, paragraph 5 is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | ‘5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6 and 7 of Annex I. By 31 December 2029, the Commission shall adopt a delegated act, as referred to in Article 15(2), point (a), regarding the level of brake emission limits for vehicles of category M2, N2, M3 and N3 set out in Table 8 of Annex I.’ |
| Present text | Amendment |
|---|---|
| (1e) in Article 18, paragraph 4 is replaced by the following: | |
| 4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review of the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). | "4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review, for the various vehicle categories in Tables 3, 4 and 5 of Annex II to this Regulation, of the main and additional lifetime periods and energy throughput and the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). " |
The amendment to Annex II Table 3 on minimum performance requirements for heavy-duty batteries leaves open for review appropriate distance/time and energy throughput criteria as well as the minimum performance requirements. The amendment simply ensures those open issues are part of the COM review foreseen by end-2027.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (1a) in Article 18, paragraph 4, subparagraph 1 is replaced by the following: | |
| By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review of the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). | "By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review of, for the various vehicle categories in Tables 3, 4 and 5 of Annex II to this Regulation, of the main and additional lifetime periods and energy throughput and the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). " |
The amendment to Regulation (EU) 2024/1257, Annex II Table 3 leaves open for further review the appropriate distance, time and energy-throughput criteria, as well as the related minimum performance requirements for heavy-duty batteries. It simply ensures that these outstanding technical issues are included in the Commission review foreseen by the end of 2027.
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (1e) in Article 18, paragraph 4 is replaced by the following: | |
| 4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review of the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). | "4. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on battery durability reviewing the state of the art, as a basis for a review, for the various vehicle categories in Tables 3, 4 and 5 of Annex II to this Regulation, of the main and additional lifetime periods and energy throughput and the minimum performance requirements, with a view to the adoption of the delegated acts referred to in Article 15(2), point (c). " |
The amendment to Annex II Table 3 on minimum performance requirements for heavy-duty batteries leaves open for review appropriate distance/time and energy throughput criteria as well as the minimum performance requirements. This amendment ensures those open issues are part of the scheduled review of the Regulation.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1b) in Article 18, paragraph 5 is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | "5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6 and 7 of Annex I. By 31 December 2029, the Commission shall adopt a delegated act, as referred to in Article 15(2), point (a), regarding the level of brake emission limits for vehicles of category M2, N2, M3 and N3 set out in Table 8 of Annex I. " |
These amendments relate to brake emissions limits for heavy and light duty vehicles. Because a 90% CO2 reduction target allows internal combustion and hybrid vehicles to remain available after 2035, the proposed brake particle emission limits must be overhauled to accommodate various powertrain technologies rather than just plug-in electric vehicles. Furthermore, future limits for heavy-duty vehicles must balance urban and suburban driving impacts with the rapid rise of electrified fleets on a cost-benefit basis, aligned with the review of Regulation (EU) 2024/1257.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (1b) in Article 18, paragraph 5 is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | "5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6 and 7 of Annex I. By 31 December 2029, the Commission shall adopt a delegated act, as referred to in Article 15(2), point (a), regarding the level of brake emission limits for vehicles of category M2, N2, M3 and N3 set out in Table 8 of Annex I. " |
This amendment is related to the amendment to Regulation (EU) 2024/1257, Table 8 of Annex I with regard to the brake particle emission limits for category M2, N2, M3 and N3 vehicles applicable from 2035.
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) In Article 18, the following paragraph 6a is added: | |
| ‘6a. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report assessing whether the emission limits set out in Annex I remain suitable to maintain a high level of environmental and health protection, taken into account the impact of the latest amendments to Regulation (EU) 2019/631 on air quality.' |
| Present text | Amendment |
|---|---|
| (1a) Article 18(5) is replaced by the following: | |
| 5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5, 6, 7 and 8 of Annex I. | "5. By 31 December 2027, the Commission shall submit to the European Parliament and to the Council a report on brake particle emissions reviewing measuring methods and the state of the art, with a view to the adoption of the delegated acts referred to in Article 15(2), point (a), on the level of the second stage emission limits set out in Tables 5 and 6 of Annex I. |
| By 31 December 2029, the Commission shall adopt a delegated act referred to in Article 15(2), point (a), on the level of brake particle emissions limits by powertrain technology for vehicles of categories set out in Tables 7 and 8 of Annex I. |
| Present text | Amendment |
|---|---|
| (1b) Article 20 is amended as follows: | |
| (a) in paragraph 1, the second subparagraph is replaced by the following: | |
| "Regulation (EC) No 595/2009 is repealed with effect from 1 July 2036." | |
| (b) in paragraph 2, the second subparagraph is replaced by the following: | |
| ’Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2036.’ |
| Present text | Amendment |
|---|---|
| (1c) Article 21 is amended as follows: | |
| (a) the third subparagraph is replaced by the following : | |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | ‘It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2 or N3, O3 and O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units for those vehicles.’ |
| (b) subparagraph 5 is replaced by the following: | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2036 for vehicles of categories M2, M3, N2 or N3, O3 and O4 constructed by small-volume manufacturers.’ |
| Present text | Amendment |
|---|---|
| (1a) Article 21 is amended as follows: | |
| (a) the third subparagraph is replaced by the following : | |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3 , N2, N3 , O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2 , M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2 or N3, O3 and O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
| (b) subparagraph 5 is replaced by the following : | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1 , constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2036 for vehicles of categories M2, M3, N2 or N3, O3 and O4 constructed by small-volume manufacturers. |
This amendment provides additional implementation lead time for heavy-duty Euro 7 requirements in order to facilitate an effective transition pathway for the heavy-duty sector. Heavy-duty vehicle manufacturers are simultaneously investing substantial resources in compliance with new emissions requirements and in the development and deployment of low- and zero-emission technologies. Additional lead time would support investment in decarbonisation objectives while ensuring sufficient preparation for implementing measures and preserving regulatory predictability.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (1a) Article 21 is amended as follows: | |
| (a) the third subparagraph is replaced by the following : | |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | "It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2 or N3, O3 and O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units for those vehicles.’ |
| (b) subparagraph 5 is replaced by the following : | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2036 for vehicles of categories M2, M3, N2 or N3, O3 and O4 constructed by small-volume manufacturers. |
The substantial investment required for Euro 7 development must be balanced with the wider priorities facing the EU heavy-duty vehicle sector, including the transition to new vehicle technologies. Existing EU policies already provide strong incentives for the uptake of zero-emission heavy-duty vehicles and support progress towards long-term regulatory objectives. A five-year freeze on Euro 7 implementation, as foreseen in Regulation (EU) 2024/1257, would allow investment to be directed efficiently while supporting compliance with future EU requirements.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Present text | Amendment |
|---|---|
| (1c) in Article 21, subparagraph 3 is replaced by the following: | |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 November 2029 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 November 2030 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
These amendments aim to introduce a five-year moratorium on the application of heavy-duty Euro 7. The objective is to allow manufacturers to focus investments on the decarbonisation of heavy-duty goods and passenger transport, in line with EU climate and CO2 targets, while ensuring that the Commission continues preparing the necessary implementing acts to provide industry with legal certainty and adequate lead time.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1d) in Article 21, paragraph 3 is replaced by the following: | |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2030 for new types of vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2 or N3, O3 or O4 type-approved under this Regulation and from 29 May 2031 for new vehicles of categories M2, M3, N2 or N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1c) in Article 20, paragraph 1, subparagraph 2 is replaced by the following: | |
| Regulation (EC) No 595/2009 is repealed with effect from 1 July 2031. | Regulation (EC) No 595/2009 is repealed with effect from 1 July 2033. |
| Present text | Amendment |
|---|---|
| (1c) Article 20 is replaced by the following: | |
| 1. Regulation (EC) No 715/2007 is repealed with effect from 1 July 2030. | "1. Regulation (EC) No 715/2007 is repealed with effect from 1 July 2030. |
| Regulation (EC) No 595/2009 is repealed with effect from 1 July 2031. | Regulation (EC) No 595/2009 is repealed with effect from 1 July 2036. |
| References to Regulations (EC) No 715/2007 and (EC) No 595/2009 shall be construed as references to this Regulation and shall be read in accordance with the correlation table set out in Annex VI to this Regulation. | References to Regulations (EC) No 715/2007 and (EC) No 595/2009 shall be construed as references to this Regulation and shall be read in accordance with the correlation table set out in Annex VI to this Regulation. |
| 2. Regulation (EU) 2017/1151 is repealed with effect from 1 July 2030. | 2. Regulation (EU) 2017/1151 is repealed with effect from 1 July 2030. |
| Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2031. | Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2036. " |
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (1c) Article 20, paragraphs 1 and 2 are replaced by the following: | |
| 1. Regulation (EC) No 715/2007 is repealed with effect from 1 July 2030. | "1. Regulation (EC) No 715/2007 is repealed with effect from 1 July 2030. |
| Regulation (EC) No 595/2009 is repealed with effect from 1 July 2031. | Regulation (EC) No 595/2009 is repealed with effect from 1 July 2036. |
| References to Regulations (EC) No 715/2007 and (EC) No 595/2009 shall be construed as references to this Regulation and shall be read in accordance with the correlation table set out in Annex VI to this Regulation. | References to Regulations (EC) No 715/2007 and (EC) No 595/2009 shall be construed as references to this Regulation and shall be read in accordance with the correlation table set out in Annex VI to this Regulation. |
| 2. Regulation (EU) 2017/1151 is repealed with effect from 1 July 2030. | 2. Regulation (EU) 2017/1151 is repealed with effect from 1 July 2030. |
| Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2031. | Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2036. " |
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1e) in Article 21, subparagraph 5 is replaced by the following: | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2033 for vehicles of categories M2, M3, N2 or N3, O3 and O4 constructed by small-volume manufacturers. |
| Present text | Amendment |
|---|---|
| (1f) Article 21 is replaced by the following: | |
| Article 21 | "Article 21 |
| Entry into force and application | Entry into force and application |
| This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. | This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. |
| It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. | It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
| It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. | It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. |
| Brake emission limits shall apply from 29 May 2034 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 and from 1 July 2036 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. |
| However, Article 11(3) shall apply from 28 May 2024. | However, Article 11(3) shall apply from 28 May 2024.’ |
| Present text | Amendment |
|---|---|
| (1f) Article 21 is replaced by the following: | |
| Article 21 | "Article 21 |
| Entry into force and application | Entry into force and application |
| This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. | This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. |
| It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. | It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
| It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. | It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. |
| Brake emission limits shall apply from 29 May 2034 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 and from 1 July 2036 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. |
| However, Article 11(3) shall apply from 28 May 2024. | However, Article 11(3) shall apply from 28 May 2024. " |
Brake emission limits - see justification to the Amendment of Regulation (EU) 2024/1257, Annex I, Tables 6, 7 and 8 below.
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Present text | Amendment |
|---|---|
| (1f) Article 21 is replaced by the following: | |
| Article 21 | "Article 21 |
| Entry into force | Entry into force |
| This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. | This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. |
| It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. | It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
| It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. | It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. |
| Brake emission limits shall apply from 29 May 2034 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 and from 1 July 2036 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. |
| However, Article 11(3) shall apply from 28 May 2024. | However, Article 11(3) shall apply from 28 May 2024. " |
Regulatory consistency with the 5-year Euro 7 moratorium. On brake emission limits - see justification to the amendment on Annex I, Tables 6, 7 and 8.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1c) Article 21 is replaced by the following: | |
| Article 21 | Article 21 |
| Entry into force and application | Entry into force and application |
| This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. | This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. |
| It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. | It shall apply from 29 November 2026 for new types of vehicles of categories M1 and N1 and components, systems and separate technical units intended for vehicles of categories M1 or N1 type-approved under this Regulation and from 29 November 2027 for new vehicles of categories M1 and N1 and components, systems and separate technical units for those vehicles. |
| It shall apply from 29 May 2028 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2029 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. | It shall apply from 29 May 2033 for new types of vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units intended for vehicles of categories M2, M3, N2, N3, O3 or O4 type-approved under this Regulation and from 29 May 2034 for new vehicles of categories M2, M3, N2, N3, O3 and O4 and components, systems and separate technical units for those vehicles. |
| It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. | It shall apply from 1 July 2028 for new types of C1 class tyres, from 1 April 2030 for new types of C2 class tyres and from 1 April 2032 for new types of C3 class tyres. |
| Brake emission limits shall apply from 29 May 2034 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 and from 1 July 2036 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | |
| It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. | It shall apply from 1 July 2030 for vehicles of categories M1 and N1, constructed by small-volume manufacturers and from 1 July 2031 for vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. However, Article 11(3) shall apply from 28 May 2024.’ |
These amendments relate to brake emissions limits for heavy and light duty vehicles. Because a 90% CO2 reduction target allows internal combustion and hybrid vehicles to remain available after 2035, the proposed brake particle emission limits must be overhauled to accommodate various powertrain technologies rather than just plug-in electric vehicles. Furthermore, future limits for heavy-duty vehicles must balance urban and suburban driving impacts with the rapid rise of electrified fleets on a cost-benefit basis, aligned with the review of Regulation (EU) 2024/1257.
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (1c) in Article 21, the following paragraph 4a is inserted: | |
| "Brake emission limits shall apply from 29 May 2034 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 and from 1 July 2036 for the registration, sale or entry into service of vehicles of categories M2, M3, N2 and N3 constructed by small-volume manufacturers. " |
The development of the new HDV brake cycle under the United Nations Economic Commission for Europe (UNECE) Global Forum for Harmonization of Vehicle Regulations (GRPE) Particle Measurement Programme (PMP) is delayed, making implementation by 2030 unrealistic given the safety-critical nature of heavy-duty brake systems and the need for sufficient testing experience. This amendment therefore shifts the focus to a review by end-2029 to establish justified limits applicable from 2034/2035, based on technical feasibility, cost-benefit analysis and the growing use of electrified HDVs in urban operations.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| (1f) in Article 20, paragraph 2, subparagraph 2 is replaced by the following: | |
| Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2031. | Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2033. |
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (2d) Article 20, paragraph 1, subparagraph 2 is replaced by the following: | |
| Regulation (EC) No 595/2009 is repealed with effect from 1 July 2031. | "Regulation (EC) No 595/2009 is repealed with effect from 1 July 2036. " |
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Present text | Amendment |
|---|---|
| (2e) In Article 20, paragraph 2, subparagraph 2 is replaced by the following: | |
| Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2031. | "Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2036. " |
| Present text | Amendment |
|---|---|
| Article 20 is amended as follows: | |
| (a) In paragraph 1, the second subparagraph is replaced by the following: | |
| 1. Regulation (EC) No 595/2009 is repealed with effect from 1 July 2031 | 1. Regulation (EC) No 595/2009 is repealed with effect from 1 July 2036 |
| (b) In paragraph 2, the second sub paragraph is replaced by the following: | |
| 2. Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2031. | 2. Regulations (EU) No 582/2011 and (EU) 2017/2400, as well as Implementing Regulation (EU) 2022/1362 are repealed with effect from 1 July 2036." |
This amendment provides additional implementation lead time for heavy-duty Euro 7 requirements in order to facilitate an effective transition pathway for the heavy-duty sector. Heavy-duty vehicle manufacturers are simultaneously investing substantial resources in compliance with new emissions requirements and in the development and deployment of low- and zero-emission technologies. Additional lead time would support investment in decarbonisation objectives while ensuring sufficient preparation for implementing measures and preserving regulatory predictability.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) Tables 6, 7 and 8 of Annex I are amended in accordance with Annex I of this Regulation. |
These amendments relate to brake emissions limits for heavy and light duty vehicles. Because a 90% CO2 reduction target allows internal combustion and hybrid vehicles to remain available after 2035, the proposed brake particle emission limits must be overhauled to accommodate various powertrain technologies rather than just plug-in electric vehicles. Furthermore, future limits for heavy-duty vehicles must balance urban and suburban driving impacts with the rapid rise of electrified fleets on a cost-benefit basis, aligned with the review of Regulation (EU) 2024/1257.
| Text proposed by the Commission | Amendment |
|---|---|
| (2a) Annex I is amended in accordance with Annex I of this Regulation. |
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Annex V is amended in accordance with Annex I to this Regulation. | (2) Annex III, Table 1 and Annex V are amended in accordance with Annex I to this Regulation. |
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Annex V is amended in accordance with Annex I to this Regulation. | (2) Annex III, Table 1 and Annex V is amended in accordance with Annex I to this Regulation. |
Regulatory consistency following the modification of Annex III, Table 1 - see amendment on the freezing of the Utility Factor.
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Annex V is amended in accordance with Annex I to this Regulation. | (2) Annex III, Table 1 and Annex V is amended in accordance with Annex I to this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Annex V is amended in accordance with Annex I to this Regulation. | (2) Annexes I and V are amended in accordance with Annex I to this Regulation. |
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Text proposed by the Commission | Amendment |
|---|---|
| (2) Annex V is amended in accordance with Annex I to this Regulation. | (2) Annexes I and V are amended as set out in Annex I to this Regulation. |
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| Article 4a | |
| Amendment to Regulation (EC) No 1071/2009 | |
| Article 1(4)(a) is amended as follows: | |
| (a) undertakings engaged in the occupation of road haulage operator solely by means of motor vehicles or combinations of vehicles the permissible laden mass of which does not exceed 3,5 tonnes engaged exclusively in national transport operations in their Member State of establishment; | "(a) undertakings engaged in the occupation of road haulage operator solely by means of motor vehicles or combinations of vehicles the permissible laden mass of which does not exceed 3,5 tonnes and zero-emission vehicles with a maximum authorised mass exceeding 3,5 tonnes but not exceeding 4,25 tonnes. Member States may, however, lower this limit for all or some categories of road transport operations; |
Exempting zero-emission vans between 3.5 and 4.25 tonnes from Community Road Haulage Licenses requirements.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Regulation (EU) 2017/1151 is amended as follows: | |
| Annex XXI is amended in accordance with Annex III to this Regulation. |
Alexandr Vondra, Beatrice Timgren, Stefano Cavedagna, Ondřej Krutílek, Claudiu-Richard Târziu, Laurence Trochu, Adrian-George Axinia, Aurelijus Veryga
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Regulation (EU) 2017/1151 is amended as follows: | |
| Annex XXI, Appendix 5 is amended in accordance with Annex 1a (new) to this Regulation. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Regulation (EU) 2017/1151 is amended as follows: | |
| Annex XXI, Appendix 5 is amended in accordance with Annex I to this Regulation. |
Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klara Dostalova, Viktória Ferenc
| Text proposed by the Commission | Amendment |
|---|---|
| Article 4a | |
| Regulation (EU) 2017/1151 is amended as follows: | |
| Annex XXI, Appendix 5 is amended in accordance with Annex I to this Regulation. |
Regulatory consistency with the amendment concerning the dnec parameter for the calculation of the Utility Factor.
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Present text | Amendment |
|---|---|
| Article 4b | |
| In Article 5, the following paragraph 2a is added: | |
| 2a. For the purpose of calculating the minimum procurement targets, N1 vehicles shall include zero-emission vehicles with a maximum authorised mass exceeding 3,5 tonnes but not exceeding 4,25 tonnes. |
Amending the Clean Vehicles Directive to include electric N2 vehicles (GVW ≤ 4.25t, drivable with a B license) in clean light-duty vehicle procurement targets when replacing equivalent N1 vehicles
Andreas Schwab, Andrea Wechsler, Markus Ferber, Jens Gieseke, Zala Tomašič, Marion Walsmann, Norbert Lins, Oliver Schenk, Angelika Niebler, Christian Doleschal
| Present text | Amendment |
|---|---|
| Article 4a | |
| Amendment to Directive (EU) 2025/2205 | |
| Article 29(2) of Directive (EU) 2025/2205 is amended as follows: | |
| 2. By 26 November 2027, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k),. They shall immediately inform the Commission thereof. | "2. By 31 December 2026, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k). They shall immediately inform the Commission thereof. |
| They shall apply those measures from 26 November 2027. | They shall apply those measures from 31 December 2026. |
| " |
Shortening the transposition time for Member States to apply for the new driving licence rules for alternatively fuelled vehicles up to 4.25 tonnes. The amendment would bring forward the deadline to 31 December 2026 instead of November 2027.
| Present text | Amendment |
|---|---|
| Article 4a | |
| Amendment to Directive (EU) 2025/2205 | |
| Article 29(2) of Directive (EU) 2025/2205 is amended as follows | |
| 2. By 26 November 2027, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k),. They shall immediately inform the Commission thereof. | "2. By 26 November 2027, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k). |
| They shall apply those measures from 26 November 2027. | They shall immediately inform the Commission thereof. They shall apply those measures by 26 November 2027. |
In order to accelerate the deployment of alternatively fuelled vehicles and to avoid further unnecessarily delays stemming from application dates, Member States should be allowed to apply, as soon as they adopt and publish the necessary national measures, the flexibility laid down in Article 9(2), points (j) and (k), which permits holders of category B licenses to drive such vehicles up to 4.25 tonnes of maximum permissible weight.
| Present text | Amendment |
|---|---|
| Article 4b | |
| Article 29 paragraph 2 is replaced by the following: | |
| By 26 November 2027, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k),. They shall immediately inform the Commission thereof. They shall apply those measures from 26 November 2027. | "By 31 December 2026, Member States shall adopt and publish the measures necessary to comply with Article 9(2), points (j) and (k). They shall immediately inform the Commission thereof. They shall apply those measures by 31 December 2026. " |
In order to accelerate the deployment of alternatively fuelled vehicles and to avoid further unnecessary delays stemming from application dates, Member States should be permitted to allow holders of a Category B driving licence to drive vehicles with a maximum authorised mass of up to 4.25 tonnes.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5a | |
| A powertrain-neutral Union-origin framework | |
| 1. Within 6 months of the date of entry into force of this Regulation, the Commission shall submit to the European Parliament and to the Council a proposal for a standalone legislative act establishing criteria for determining whether a motor vehicle qualifies as being of Union origin for the purposes of regulatory measures and incentive schemes under Union law. That proposal shall be based on a well-to-wheel methodology that takes into account the full carbon intensity of the energy carrier used over the vehicle's operational life, and shall apply in a technology-neutral manner to all vehicle categories and propulsion types, including vehicles running on renewable fuels of non-biological origin and biofuels within the meaning of Directive (EU) 2018/2001. The criteria shall be established by the co-legislators under the ordinary legislative procedure. | |
| 2. The proposal referred to in paragraph 1 shall ensure that the geographic perimeter of Union origin and of content equivalent to Union origin, and the applicable thresholds, are determined by the European Parliament and the Council, and shall be consistent with the Union's obligations under the World Trade Organization and with Articles 34 and 110 of the Treaty on the Functioning of the European Union. |
Member States commit substantial public funds to vehicle incentives, yet no Union-origin framework exists for non-electric powertrains. This amendment requires the Commission to propose a standalone legislative act giving Member States a usable, technology-neutral tool to direct support towards the European supply base, assessed on a well-to-wheel methodology. The perimeter and thresholds are decided by the co-legislators, not by delegated act. A built-in WTO and Treaty check under paragraph 2 keeps any resulting measure lawful.
François Kalfon, Vivien Costanzo, Christel Schaldemose, Mohammed Chahim, Pierre Jouvet, Sakis Arnaoutoglou, Johan Danielsson, Laura Ballarín Cereza, Heléne Fritzon, Sérgio Gonçalves
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5a | |
| Review clause | |
| By [two years after the date of application of this Regulation], and every two years thereafter, the Commission shall submit to the European Parliament and to the Council a report assessing the impact of the measures introduced by this Regulation. The report shall, in particular, evaluate the effects of the Regulation on road safety; the affordability and uptake of zero-emission vehicles; the operational use cases and deployment patterns of zero-emission light commercial vehicles, particularly vehicles exceeding 3.5 tonnes due to battery weight. The assessment shall be based on available scientific evidence, market data and stakeholder consultation, including input from road safety organisations, and consumer organisations. | |
| Where the report identifies significant negative impacts, without corresponding and substantiated benefits in terms of affordability or uptake of zero-emission vehicles, the Commission shall, where appropriate, submit legislative proposals. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5b | |
| Cybersecurity of connected vehicles | |
| 1. Within 18 months of the date of entry into force of this Regulation, the Commission shall assess the need for a European framework for the cybersecurity of connected vehicles, in particular as regards the risks arising from their permanent and bidirectional connection to the recharging infrastructure and the electricity grid under this Regulation. That assessment shall draw on the risk-based approach of the 5G cybersecurity toolbox and on the coordinated risk assessment on connected and automated vehicles carried out within the framework of Directive (EU) 2022/2555, and shall examine, in particular: | |
| (a) the possibility for Member States to restrict or exclude high-risk suppliers from critical functions on the basis of a coordinated risk assessment, rather than by exclusion on grounds of country of origin; | |
| (b) the treatment of over-the-air software updates, remote-access capabilities and continuous communication with servers located in third countries; | |
| (c) the safeguarding of critical use cases, such as proximity to defence installations, critical national infrastructure and public-administration fleets. | |
| 2. The assessment referred to in paragraph 1 shall be transmitted to the European Parliament and to the Council and shall, where appropriate, be accompanied by a legislative proposal. |
Connected vehicles raise the same security questions as telecoms and energy-infrastructure equipment, yet no dedicated framework exists. This mandate respects the Commission's right of initiative by requiring an assessment and a proposal only where appropriate. It builds on the proven 5G toolbox and the existing coordinated risk assessment on connected vehicles under the NIS2 framework, and ensures Member States can protect critical use cases through risk assessment rather than blanket origin bans.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5c | |
| Access to vehicle-generated data | |
| 1. Within 18 months of the date of entry into force of this Regulation, the Commission shall submit a legislative proposal to the European Parliament and to the Council, establishing a sector-specific framework on access to, and the sharing of, vehicle-generated data, complementing the horizontal rules laid down in Regulation (EU) 2023/2854. | |
| 2. The proposal referred to in paragraph 1 shall address, in particular, the access rights of independent operators, repairers, insurers, fleet operators, mobility-service providers and public authorities, the terms of data sharing, and the allocation of liability and risk between manufacturer, operator and driver, including for highly automated vehicles. |
Access to vehicle-generated data has been an open question for over a decade. The Data Act and its September 2025 vehicle-data guidance provide a horizontal baseline but no automotive-specific framework, and the long-announced sectoral proposal has never been delivered. This requires the Commission to deliver it, setting access rights for repairers, insurers and fleet operators, data-sharing terms and liability for automated vehicles in a dedicated framework rather than scattered acts.
| Text proposed by the Commission | Amendment |
|---|---|
| Article 5d | |
| Report on duplicative testing, monitoring and reporting requirements | |
| 1. Within 12 months of the date of entry into force of this Regulation, the Commission shall submit to the European Parliament and to the Council a report identifying requirements within the type-approval and emissions framework applicable to motor vehicles, in particular under Regulation (EU) 2024/1257, where laboratory testing, real-driving emissions measurement, in-service conformity monitoring, on-board monitoring and reporting under the CO2 framework cover, in whole or in part, the same ground. | |
| 2. The report shall, for each overlap identified, assess the scope for simplification without lowering the environmental or safety performance of vehicles, and shall, where appropriate, be accompanied by a legislative proposal. |
This Regulation rightly removes tests that duplicate other requirements: the low-temperature laboratory test covered by the RDE test, heavy-duty testing moved to category level, and noise rules that duplicate UNECE. The same layering remains elsewhere in the Euro 7 framework, where laboratory, real-driving, in-service and on-board monitoring partly overlap. A report mapping these overlaps lets the co-legislators simplify on the basis of evidence, without lowering environmental or safety standards.
| Text proposed by the Commission | Amendment |
|---|---|
| Certificates of conformity for new vehicles produced after [OP: please insert the date of entry into force of this Regulation] and approved before 1 July 2028 in accordance with Regulation (EU) 540/2014 shall continue to be valid for the purposes of Articles 48 and 49 of Regulation (EU) 2018/858. | Certificates of conformity for new vehicles produced after [OP: please insert the date of entry into force of this Regulation] and approved before 1 January 2028 in accordance with Regulation (EU) 540/2014 shall continue to be valid for the purposes of Articles 48 and 49 of Regulation (EU) 2018/858. |
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Text proposed by the Commission | Amendment |
|---|---|
| It shall apply from [on the twentieth day following that of its publication in the Official Journal of the European Union]. However, Articles 3 shall apply from …[the transposition date in the proposal amending Directive 92/6] | It shall apply from the date of entry into force, except from Article 3 which shall apply from …[the transposition date of the amending Directive set out in COM 2025/0424 (COD)]. |
Andreas Schwab, Markus Ferber, Andrea Wechsler, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4. Small electric vehicle: | 2.4. Highly efficient electric vehicle: |
Elisabeth Dieringer, Rachel Blom, Virginie Joron, Klara Dostalova, Roman Haider, Vilis Krištopans, Jaroslav Bžoch
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4. Small electric vehicle: | 2.4. Small low-emission vehicle |
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4. Small electric vehicle: | 2.4. Low-emission vehicle: |
Andreas Schwab, Markus Ferber, Andrea Wechsler, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Highly efficient electric vehicle means a pure electric vehicle that belongs to category M1 whose combined electric energy consumption, determined in accordance with Commission Regulation (EU) 2017/1151, does not exceed the following maximum values (EC_max), expressed in Wh/km and determined on the basis of the test mass (TM) of the vehicle: |
| — for vehicles with a test mass of up to 2143 kg: 150 Wh/km; | |
| — for vehicles with a test mass of more than 2143 kg and up to 3000 kg the energy efficiency thresholds shall be equal to (0.07 × TM) Wh/km; | |
| — for vehicles with a test mass exceeding 3000 kg: 210 Wh/km. The test mass shall be determined in accordance with Commission Regulation (EU) 2017/1151. |
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small low-emission vehicle means a vehicle that belongs to category M1, and qualifies as a zero- and low-emission vehicle within the meaning of Article 3(1), point (m), of Regulation (EU) 2019/631, including vehicles running on renewable fuels within the meaning of Article 2, point (22a), of Directive (EU) 2018/2001, irrespective of its type of propulsion, and produced in the Union, as determined in accordance with criteria to be established by a legislative act adopted under the ordinary legislative procedure. |
The Commission limits the subcategory to pure electric vehicles up to 4.2 m, excluding plugin hybrids, rangeextenders and hydrogen vehicles with equivalent CO2 performance, and setting a length that is too tight for most affordable family models. Anchoring eligibility to the zero and lowemission threshold of Article 3(1)(m) of Regulation (EU) 2019/631 (0–50 g CO2/km, WLTP) keeps the measure technologyneutral and verifiable. Without a Unionorigin criterion, the EU would in practice incentivise a vehicle class that is currently produced predominantly outside the Union, strengthening foreign industries and weakening our industrial base.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | 2.4.1. Small zero emission vehicle includes pure electric vehicle, fuel-cell hydrogen powered vehicle and combustion engine or hybrid vehicle running exclusively on CO2 neutral fuel that belongs to category M1, having a length not exceeding 4.2 metres or to category N1, having a length not exceeding 5.0 metres. |
The amendment extends the definition of "small vehicle" sub-category to all zero emission technologies, including fuel-cell hydrogen and CO₂-neutral fuel vehicles, in line with the principle of technological neutrality. It also includes N1 light commercial vehicles, ensuring consistent treatment across closely related vehicle categories and avoiding competitive distortions within the internal market.
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.3 metres. |
| Small urban electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.1 metres. |
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.1 metres and an electric energy consumption not exceeding 150 Wh/km. |
Only small efficient electric vehicles should be incentivised, so as to guarantee low energy consumption and low recharging costs for consumers.
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.22 metres. |
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.1 metres. |
This definition is linked to the proposed super-credits for small battery electric vehicles (BEVs) made in EU in the ongoing revision of the CO2 standards (Regulation (EU) 2019/613). The Commission proposes these small EU-made BEVs to count 1.3 towards manufactures CO2 targets - with the aim of incentivising the uptake of affordable small BEVs. It can be expected that similar benefits and rules will be granted to the M1 category in future EU legislation to favour small cars. However, 4.2 metres is rather a medium sized car. Around 25% all BEVs sold in the EU in 2030 are expected to be below 4.2 metres (all A-segment BEVs, 75% of B-segment sales and 2% of C-segment). By reducing the criteria to 4.1, it will be ensured that the M1 category actually covers small cars and hence have the intended effect in the legislation.
François Kalfon, Christel Schaldemose, Mohammed Chahim, Pierre Jouvet, Sakis Arnaoutoglou, Laura Ballarín Cereza, Heléne Fritzon, Sérgio Gonçalves
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.1 metres. |
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.1 metres. |
| Text proposed by the Commission | Amendment |
|---|---|
| Small electric vehicle means a pure electric vehicle that belongs to category M1, having a length not exceeding 4.2 metres. | Low-emission vehicle means a vehicle that belongs to category M1, having a length not exceeding 4.2 metres. |
Andreas Schwab, Markus Ferber, Andrea Wechsler, Zala Tomašič, Marion Walsmann, Engin Eroglu, Norbert Lins, Oliver Schenk, Christian Doleschal, Angelika Niebler
| Text proposed by the Commission | Amendment |
|---|---|
| For this subcategory of vehicles, the letter ‘E’ shall be added as suffix to letter and numeral identifying the vehicle category (M1).. | deleted |
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Text proposed by the Commission | Amendment |
|---|---|
| For this subcategory of vehicles, the letter ‘E’ shall be added as suffix to letter and numeral identifying the vehicle category (M1).. | For this subcategory of vehicles, the letter ‘ZE’ shall be added as suffix to letter and numeral identifying the vehicle category (M1 and N1). |
| Text proposed by the Commission | Amendment |
|---|---|
| For this subcategory of vehicles, the letter ‘E’ shall be added as suffix to letter and numeral identifying the vehicle category (M1).. | For this subcategory of vehicles, the letters 'LE' shall be added as suffix to letter and numeral identifying the vehicle category (M1). |
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4.1a. Until 1 January 2031, new and existing vehicle types in the subcategory shall comply with the type approval requirements defined in this Regulation applicable on 31 December 2025. Additions to the provisions of Annex II applicable from 1 January 2026 or later shall not be mandatory for the type approval of whole vehicles in the subcategory. |
Andreas Schwab, Markus Ferber, Adina Vălean, Massimiliano Salini, Engin Eroglu, Zala Tomašič, Oliver Schenk, Jens Gieseke, Angelika Niebler, Marion Walsmann, Andrea Wechsler, Norbert Lins, Christian Doleschal
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4.1a. Small commercial electric vehicle means a pure electric vehicle that belongs to category N1, having a length not exceeding 5 meters. | |
| For this subcategory of vehicles, the letter ‘E’ shall be added as suffix to letter and numeral identifying the vehicle category (N1). |
This vehicle class should be created because market uptake of small zero-emission vans remains even more limited than that of small electric cars. Linking the new class to the introduction of super-credits under the Regulation on CO₂ emission standards for cars and vans would help incentivise their market deployment. Corresponding amendments have been tabled in the ENVI draft report on Regulation 2025/0420 on CO₂ emission performance standards for new light-duty vehicles and vehicle labelling, which supports the introduction of super-credits for this vehicle class.
| Text proposed by the Commission | Amendment |
|---|---|
| 2.4a. Highly efficient electric vehicle | |
| 2.4a.1. Highly efficient electric vehicle means a pure electric vehicle that belongs to category M1 whose combined electric energy consumption, determined in accordance with Commission Regulation (EU) 2017/1151, does not exceed the following maximum values (EC_max), expressed in Wh/km and determined on the basis of the test mass (TM) of the vehicle: | |
| — for vehicles with a test mass of up to 2143 kg: 150 Wh/km; | |
| —for vehicles with a test mass of more than 2143 kg and up to 3000 kg the energy efficiency thresholds shall be equal to (0.07 × TM) Wh/km; | |
| — for vehicles with a test mass exceeding 3000 kg: 210 Wh/km. | |
| The test mass shall be determined in accordance with Commission Regulation (EU) 2017/1151. |
Highly efficient electric vehicles help reduce running costs for consumers, lower overall energy demand and reduce pressure on electricity systems. To ensure that the development of energy-efficient vehicles is promoted, a new super credit should be introduced.
Andreas Schwab, Markus Ferber, Adina Vălean, Massimiliano Salini, Engin Eroglu, Zala Tomašič, Oliver Schenk, Jens Gieseke, Angelika Niebler, Marion Walsmann, Andrea Wechsler, Norbert Lins, Christian Doleschal
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) In Annex I, Part A, the following point 2.4a (new) is inserted after point 2.4: | |
| ‘2.4a (new) Vehicle running exclusively on eligible fuels (VEEF) | |
| 2.4a.1. Vehicle running exclusively on eligible fuels means a vehicle of category M or N with an internal combustion engine or hybrid engine with combustion engine running exclusively on eligible renewable fuels, as defined in Regulation 2019/631 and its revisions. | |
| For these subcategories of vehicles, the letter EEF shall be added as suffix to letter and numeral identifying the vehicle category (M and N).‘ |
A corresponding amendment for a new vehicle class “Vehicles running exclusively on eligible fuels or VEEF” have been tabled in the ENVI draft report on regulation 2025/0420 on CO2 emission performance standards for new light duty vehicles and vehicle labelling, as well as the TRAN and ITRE draft opinion.
Stefano Cavedagna, Denis Nesci, Daniele Polato, Alexandr Vondra, Nicola Procaccini, Antonella Sberna, Pietro Fiocchi, Michele Picaro, Paolo Inselvini, Carlo Fidanza, Alberico Gambino, Carlo Ciccioli
| Text proposed by the Commission | Amendment |
|---|---|
| (1a) In Annex I, Part A, the following point 2.4a is inserted after point 2.4: | |
| 2.4a “Vehicle running exclusively on eligible fuels” (VEEF) | |
| 2.4a.1. Vehicle running exclusively on eligible fuels means a vehicle of category M or N with an internal combustion engine or hybrid engine with combustion engine or hybrid running exclusively on eligible renewable fuels. | |
| For these subcategories of vehicles, the letter EEF shall be added as suffix to letter and numeral identifying the vehicle category (M and N). |
While M1ZF and N1ZF are temporary subcategories which are linked to specific objectives of the proposed CO2 LDV Regulation (super-credits), MEEF and NEEF pave the way for a stable consolidation of this category in the type approval legislation. The creation of this sub-category will offer a certain perspective to both automotive and petrochemical industries.
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- Licensed CC BY 4.0.
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- 25 September 2026
Cite as
European Parliament (2026). “AMENDMENTS 171 - 285 - Simplified procedure without draft report (Rule 52) Amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU) 2024/1257 of the European Parliament and of the Council as regards the simplification of technical requirements and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament and of the Council”. Text, 26 June 2026. docId CJ76-AM-789089. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/CJ76-AM-789089 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/CJ76-AM-789089 (CC BY 4.0).
BibTeX
@misc{epw-text-cj76-am-789089,
author = {{European Parliament}},
title = {{AMENDMENTS 171 - 285 - Simplified procedure without draft report (Rule 52) Amending Regulations (EC) No 561/2006, (EU) 2018/858, (EU) 2019/2144 and (EU) 2024/1257 of the European Parliament and of the Council as regards the simplification of technical requirements and testing procedures for motor vehicles and repealing Council Directive 70/157/EEC and Regulation No 540/2014 of the European Parliament and of the Council}},
year = {2026},
date = {2026-06-26},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/CJ76-AM-789089}},
url = {https://news.eu-parl.st-solutions.dev/texts/CJ76-AM-789089},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId CJ76-AM-789089. Data: EP Open Data API: document record (CC BY 4.0)}
}