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

Amendment 286

Vivien Constanzo, François Kalfon, Christel Schaldemose, Mohammed Chahim, Sérgio Gonçalves, Laura Ballarín Cereza

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 1a (new)

Oren

Justification

While the final version of the Euro 7 Regulation, includes the obligation for M1 and N1 to undergo a cold temperature test in the process of type-approval, the relevant table with the emission limits to be respected has not been inserted, likely by omission. The Commission proposes to delete such testing altogether in type approval, suggesting that Real Driving Emissions (RDE) testing is sufficient as it defines and allows permitted temperature windows for testing purposes across a range (from -7 °C to 38 °C). However, those windows do not constitute mandatory testing conditions and there is accordingly no requirement to conduct an RDE test at -7 °C, and compliance at that temperature therefore remains theoretical rather than demonstrated. The low-temperature laboratory test, by contrast, subjects vehicles to standardised, controlled conditions at -7 °C using the Urban Driving Cycle, enabling repeatable and comparable measurement of cold-start emissions. Cold-start emissions represent a critical phase during which emissions of carbon monoxide (CO) and hydrocarbons (HC), in particular from gasoline vehicles, are significantly elevated due to inefficient after-treatment system operation prior to warm-up, and account for a large proportion of total urban emissions. It is therefore appropriate to maintain the current low-temperature laboratory test obligation in Annex V to Regulation (EU) 2024/1257 and reintroduce appropriate emission limit values for CO and HC no less stringent than those applicable under Regulation (EC) No 715/2007

Amendment 287

Christel Schaldemose, Mohammed Chahim, Sakis Arnaoutoglou, Johan Danielsson, Marianne Vind, Heléne Fritzon, Laura Ballarín Cereza

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 1a (new)

Or. en

Justification

While the final version of the Euro 7 Regulation, includes the obligation for M1 and N1 to undergo a cold temperature test in the process of type-approval, the relevant table with the emission limits to be respected has not been inserted, likely by omission. The Commission proposes to delete such testing altogether in type approval, suggesting that Real Driving Emissions (RDE) testing is sufficient as it defines and allows permitted temperature windows for testing purposes across a range (from -7 °C to 38 °C). However, those windows do not constitute mandatory testing conditions and there is accordingly no requirement to conduct an RDE test at -7 °C, and compliance at that temperature therefore remains theoretical rather than demonstrated. The low-temperature laboratory test, by contrast, subjects vehicles to standardised, controlled conditions at -7 °C using the Urban Driving Cycle, enabling repeatable and comparable measurement of cold-start emissions. Cold-start emissions represent a critical phase during which emissions of carbon monoxide (CO) and hydrocarbons (HC), in particular from gasoline vehicles, are significantly elevated due to inefficient after-treatment system operation prior to warm-up, and account for a large proportion of total urban emissions. It is therefore appropriate to maintain the low-temperature laboratory test obligation in Annex V to Regulation (EU) 2024/1257 and reintroduce appropriate emission limit values for CO and HC. The Impact Assessment accompanying the Euro 7 proposal took technological progress into account and demonstrated the feasibility to reduce tailpipe emissions far below Euro 6 levels (by 90% or more for key pollutants). Policy option 2 of the IA considers two stringency levels of stricter pollutant emission limits (called medium ambition and high ambition emission limits) to provide up-to-date limits for all relevant air pollutants (-50% and -66%). It is proposed that the limit values for cold temperature test for CO and HC are reduced by 66% as compared to the Euro 6 figures.

Amendment 288

Michael Bloss, Alice Kuhnke, Virginijus Sinkevicius

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 1a(new)

Or. en

Justification

It is necessary to keep laboratory tests of engines in low-temperatures and add dedicated emission limits in Annex I of Regulation (EU) 2024/1257 to respect the will of the co-legislators.

Amendment 289

Jonas Sjöstedt

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 1a(new)

Or. en

Amendment 290

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 4

Or. en

Amendment 291

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 5

Or. en

Amendment 292

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 6

Or. en

Amendment 293

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 6

Or. en

Justification

The communication and physical interconnection of pure electric vehicles (PEV) and off-vehicle charging hybrid electric vehicles (OVC-HEV) with the charging infrastructure, the electricity grid, and the stationary power systems capable of supporting smart and bidirectional charging functionalities is already indirectly guaranteed through the AFIR regulation. It is the network code certification on EU level, not on national level, that is the missing link in ensuring interoperability and V2G readiness while avoiding regulatory duplication.Under this proposal, network code compliance would be verified during vehicle type approval, indirectly ensuring ISO 15118_20 compatibility and offering a pragmatic, balanced compromise between regulatory objectives and technical feasibility for manufacturers.

Amendment 294

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 6

Or. en

Amendment 295

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 6

Or. en

Justification

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

Amendment 296

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 6

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 297

Nikola Minchev, Svenja Hahn, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 6

Or. en

Amendment 298

Andreas Glück, Svenja Hahn, JanChristoph Oetjen, Marjan Šarec

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or.en

Amendment 299

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or.en

Justification

The communication and physical interconnection of pure electric vehicles (PEV) and off-vehicle charging hybrid electric vehicles (OVC-HEV) with the charging infrastructure, the electricity grid, and the stationary power systems capable of supporting smart and bidirectional charging functionalities is already indirectly guaranteed through the AFIR regulation. It is the network code certification on EU level, not on national level, that is the missing link in ensuring interoperability and V2G readiness while avoiding regulatory duplication. Under this proposal, network code compliance would be verified during vehicle type approval, indirectly ensuring ISO 15118_20 compatibility and offering a pragmatic, balanced compromise between regulatory objectives and technical feasibility for manufacturers.

Amendment 300

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 301

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Jens Gieseke, Andrea Wechsler , Angelika Niebler

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or. en

Justification

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

Amendment 302

Nikola Minchev, Svenja Hahn, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or. en

Amendment 303

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 7

Or. en

Amendment 304

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

Heavy-duty brake emission limits should apply from 2034/2035 rather than 2030, due to delays in developing and validating UNECE test procedures and the long, safety-critical development cycle for HDV brake systems. Monitoring can begin once testing methods are finalised, allowing technical experience and data to support limits set by 2029 for application from 2035. Future limits should also reflect continued ICE and hybrid vehicle use after 2035 and focus on urban and suburban HDVs, where brake particle emissions are most relevant, while considering increasing electrification.

Amendment 305

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

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.

Amendment 306

Nikola Minchev, Svenja Hahn, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 307

Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Amendment 308

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 309

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

The communication and physical interconnection of pure electric vehicles (PEV) and off-vehicle charging hybrid electric vehicles (OVC-HEV) with the charging infrastructure, the electricity grid, and the stationary power systems capable of supporting smart and bidirectional charging functionalities is already indirectly guaranteed through the AFIR regulation. It is the network code certification on EU level, not on national level, that is the missing link in ensuring interoperability and V2G readiness while avoiding regulatory duplication.Under this proposal, network code compliance would be verified during vehicle type approval, indirectly ensuring ISO 15118_20 compatibility and offering a pragmatic, balanced compromise between regulatory objectives and technical feasibility for manufacturers.

Amendment 310

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 311

Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8a (new)

Or. en

Amendment 312

Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 8b (new)

Or. en

Amendment 313

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I– Table 9 a (new)

Or. en

Justification

To maintain a high level of environmental protection while avoiding redundant physical testing, the legal obligation to comply with low-temperature emission limits should be preserved by reintroducing Euro 6 low-temperature emission limits. Demonstrating compliance through a manufacturer’s declaration of conformity provides a proportionate mechanism, provided that such declarations are legally binding, enforceable, and subject to strict market surveillance and compliance checks by competent authorities.

Amendment 314

Jan-Christoph Oetjen, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I– Table 9a (new)

Or. en

Justification

In the current Euro 7 Regulation, the obligation to address low-temperature emissions is not accompanied by corresponding numerical limit values in the main body of the law, creating a regulatory gap and legal uncertainty for type-approval authorities, manufacturers and market surveillance. The introduction of a new Table 10 in Annex I reinstates explicit CO and HC limit values at –7 °C, aligned with those applied under Euro 6 and UN Regulation No. 83, and tailored to the relevant vehicle categories and mass classes (M1 and N1).

Amendment 315

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 9a (new)

Or. en

Justification

This amendment constitutes a technical correction rather than a new policy measure. It restores legal clarity and enforceability of low-temperature emission requirements, ensures continuity and international harmonisation, and prevents an unintended weakening of environmental protection compared with Euro 6. By codifying these limit values directly in Annex I, the Regulation provides a clear reference for compliance assessment and market surveillance, while supporting the simplification objectives of the Automotive Omnibus by allowing streamlined demonstration of conformity without introducing additional or more stringent technical requirements.

Amendment 316

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 9a (new)

Or. en

Justification

Euro 7 was intended to maintain Euro 6 low-temperature emission requirements. However, while low-temperature emissions remain covered, the corresponding CO and HC limit values are not explicitly included, creating legal uncertainty. This amendment reinstates the Euro 6 limits from UN Regulation No. 83 for relevant M1 and N1 vehicles. It restores legal clarity, ensures continuity and international alignment, preserves environmental protection, and supports effective compliance and market surveillance.

Amendment 317

Jan-Christoph Oetjen, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I - Table 9a (new)

Or. en

Justification

In the current Euro 7 Regulation, the obligation to address low-temperature emissions is not accompanied by corresponding numerical limit values in the main body of the law, creating a regulatory gap and legal uncertainty for type-approval authorities, manufacturers and market surveillance. The introduction of a new Table 10 in Annex I reinstates explicit CO and HC limit values at –7 °C, aligned with those applied under Euro 6 and UN Regulation No. 83, and tailored to the relevant vehicle categories and mass classes (M1 and N1).

Amendment 318

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex I – Table 9a (new)

Or. en

Justification

Regulation (EU) 2024/1257 (Euro 7) was intended to maintain continuity with Euro 6 unless explicitly amended. Under Euro 6, binding carbon monoxide and hydrocarbon limits at –7 °C after cold start applied to light-duty vehicles. Euro 7 requires low-temperature emission control but omits numerical limits, creating legal uncertainty. The new Table 10 restores Euro 6-aligned carbon monoxide and hydrocarbon limits, ensuring legal clarity, harmonisation and enforceability for type-approval and market surveillance.

Amendment 319

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3

Or. en

Justification

The amendment applies UNECE GTR No. 25 to heavy-duty vehicles while adapting performance criteria to their specific use. As batteries may power both propulsion and auxiliary equipment, energy throughput is included as a durability criterion. It also replaces Table 3 with category-specific tables aligned with Annex IV. Distance and time values are left to a future Commission implementing act referred to in Article 18(4), as current values may not suit heavy-duty battery applications these values should be determined at a later stage through the Commission implementing act referred to in Article18(4)- see AM7.

Amendment 320

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3

Or. en

Justification

Apply the UNECE GTR25 procedure with minimum performance criteria based on distance (km), time (years) or energy throughput, adapted to heavy-duty vehicle use cases where batteries power both propulsion and auxiliary equipment. Replace Table 3 with three tables aligned to the vehicle categories in Annex IV, Table 1. Distance and time values remain open, as Annex IV values relate to exhaust control durability. Energy throughput criteria must be included. Values will be set by the Commission implementing act under Article 18(4).

Amendment 321

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3

Or. en

Justification

The proposal is therefore to replace Table 3 with three tables that relate and align to the specific vehicle categories of Table 1 of Annex IV but to leave open the distance and time criteria because the values in Annex IV relate to durability of exhaust pollution control. It is not yet clear what distance and time values are applicable for heavy-duty battery use cases. However, it is clear that energy throughput must be included.

Amendment 322

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3a (new)

Or. en

Justification

Apply the UNECE GTR25 procedure with minimum performance criteria based on distance (km), time (years) or energy throughput, adapted to heavy-duty vehicle use cases where batteries power both propulsion and auxiliary equipment. Replace Table 3 with three tables aligned to the vehicle categories in Annex IV, Table 1. Distance and time values remain open, as Annex IV values relate to exhaust control durability. Energy throughput criteria must be included. Values will be set by the Commission implementing act under Article 18(4).

Amendment 323

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3a (new)

Or. en

Justification

The amendment applies UNECE GTR No. 25 to heavy-duty vehicles while adapting performance criteria to their specific use. As batteries may power both propulsion and auxiliary equipment, energy throughput is included as a durability criterion. It also replaces Table 3 with category-specific tables aligned with Annex IV. Distance and time values are left to a future Commission implementing act referred to in Article 18(4), as current values may not suit heavy-duty battery applications these values should be determined at a later stage through the Commission implementing act referred to in Article18(4)- see AM7.

Amendment 324

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3a (new)

Or. en

Justification

The proposal is therefore to replace Table 3 with three tables that relate and align to the specific vehicle categories of Table 1 of Annex IV but to leave open the distance and time criteria because the values in Annex IV relate to durability of exhaust pollution control. It is not yet clear what distance and time values are applicable for heavy-duty battery use cases. However, it is clear that energy throughput must be included. The open values shall be defined in the relevant Commission implementing act, as referred to by Article 18(4) - see amendment below.

Amendment 325

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3b (new)

Or. en

Justification

The proposal is therefore to replace Table 3 with three tables that relate and align to the specific vehicle categories of Table 1 of Annex IV but to leave open the distance and time criteria because the values in Annex IV relate to durability of exhaust pollution control. It is not yet clear what distance and time values are applicable for heavy-duty battery use cases. However, it is clear that energy throughput must be included. The open values shall be defined in the relevant Commission implementing act, as referred to by Article 18(4) - see amendment below.

Amendment 326

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3b (new)

Or. en

Justification

Apply the UNECE GTR25 procedure with minimum performance criteria based on distance (km), time (years) or energy throughput, adapted to heavy-duty vehicle use cases where batteries power both propulsion and auxiliary equipment. Replace Table 3 with three tables aligned to the vehicle categories in Annex IV, Table 1. Distance and time values remain open, as Annex IV values relate to exhaust control durability. Energy throughput criteria must be included. Values will be set by the Commission implementing act under Article 18(4).

Amendment 327

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex II – Table 3b (new)

Or. en

Justification

The amendment applies UNECE GTR No. 25 to heavy-duty vehicles while adapting performance criteria to their specific use. As batteries may power both propulsion and auxiliary equipment, energy throughput is included as a durability criterion. It also replaces Table 3 with category-specific tables aligned with Annex IV. Distance and time values are left to a future Commission implementing act referred to in Article 18(4), as current values may not suit heavy-duty battery applications these values should be determined at a later stage through the Commission implementing act referred to in Article18(4)- see AM7.

Amendment 328

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

For the low-temperature test, simplification is achieved by replacing type-approval testing with a manufacturer’s declaration. However, for this declaration, it should be made clear that the basis for demonstrating compliance is carried over from Euro 6, namely the Type 6 test as defined in UN Regulation No. 83.

Amendment 329

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

Reducing the Utility Factor (UF) now would raise regulatory CO₂ values for PHEVs, weakening their role in compliance, investment, and industrial planning. PHEVs deliver real-world CO₂ reductions and support electrification and EU competitiveness. Electric driving depends on infrastructure, energy costs, incentives, and consumer behaviour. Tightening the UF too early risks slowing fleet renewal and keeping older, higher-emitting vehicles on the road. For low-temperature emissions, testing is replaced by a manufacturer declaration, while compliance remains based on the Euro 6 type-6 test under UN Regulation No. 83.

Amendment 330

Jan-Christoph Oetjen, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

Freezing the Utility Factor avoids premature adjustments based on still-evolving real-world evidence. It allows time for more robust data collection and assessment methodologies, including on-board fuel consumption monitoring, as well as further charging infrastructure deployment. It therefore preserves the climate contribution and industrial role of PHEVs during the transition to zero-emission mobility.

Amendment 331

Jan-Christoph Oetjen, Andreas Glück

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III, Table 1

Or. en

Justification

It should be clarified that the basis for demonstrating compliance remains the Type 6 low-temperature requirements carried over from Euro 6 and defined in UN Regulation No 83.

Amendment 332

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

Tightening the Utility Factor now would be a premature and damaging blow to a technology that is still delivering. By inflating type-approval CO₂ values, a tighter UF strips PHEVs of their compliance tool value — making them economically unviable for OEMs and undermining existing investment decisions. PHEVs reduce real-world CO₂ emissions, offer consumers a credible bridge to full electrification, and support export-competitive manufacturing — 40% of EU-produced PHEVs are sold on global markets. The Commission's own Impact Assessment, accompanying the Revision for CO2 emission standards for cars and vans (Annex 8, p.78), explicitly frames PHEVs as a driver of competitiveness, noting that keeping PHEVs integral to the regulatory framework would "further stimulate development in the technology and eventually support even more the competitiveness of European manufacturers. "Tightening the UF contradicts that finding.

Amendment 333

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

For the low temperature test, simplification is achieved by replacing type-approval testing with a manufacturer’s declaration. However, for this declaration clarity is required that the basis of compliance is that carried over from Euro 6, i.e. the type-6 test described in UN Regulation No 83.

Amendment 334

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph -1 (new)

Regulation (EU) 2024/1257

Annex III – Table 1

Or. en

Justification

Tightening the Utility Factor now would damage a technology still delivering results. Inflated type approval CO₂ values would strip PHEVs of compliance value, making them less viable for OEMs despite reducing real world emissions and supporting export competitive manufacturing, with 40% of EU built PHEVs exported. The Commission’s own Impact Assessment says PHEVs support EU competitiveness. A UF freeze protects investment, consumer choice, and a coherent transition.

Amendment 335

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point-1 (new)

Regulation (EU) 2024/1257

Annex V – Table 1 – Title

Or. en

Amendment 336

Anna Maja Henriksson, Katri Kulmuni, Jan-Christoph Oetjen

Proposal for a regulation

Annex I – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Amendment 337

Zala Tomašič, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

Implementing Regulation (EU) 2025/1706 recognises that CO₂ emissions and fuel or energy consumption parameters, including OBFCM-related verification procedures, are already subject to dedicated in-service monitoring arrangements. For light-duty vehicles, Regulation (EU) 2023/2866 establishes a specific framework for monitoring CO₂ and energy consumption data, ensuring coherence and avoiding overlapping compliance mechanisms. Furthermore, CO₂ emissions are not regulated through Not-To-Exceed (NTE) limits under either the Euro 7 framework or the CO₂ standards legislation. Compliance is instead ensured through fleet-average targets and dedicated monitoring mechanisms rather than individual vehicle conformity testing. Avoiding overlapping in-service conformity requirements therefore supports a more coherent, proportionate and legally consistent implementation framework while preventing unnecessary duplication of regulatory obligations.

Amendment 338

Zala Tomašič, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point -1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

Implementing Regulation (EU) 2025/1706 recognises that CO₂ emissions and fuel or energy consumption parameters, including OBFCM-related verification procedures, are already subject to dedicated in-service monitoring arrangements. For light-duty vehicles, Regulation (EU) 2023/2866 establishes a specific framework for monitoring CO₂ and energy consumption data, ensuring coherence and avoiding overlapping compliance mechanisms. Furthermore, CO₂ emissions are not regulated through Not-To-Exceed (NTE) limits under either the Euro 7 framework or the CO₂ standards legislation. Compliance is instead ensured through fleet-average targets and dedicated monitoring mechanisms rather than individual vehicle conformity testing. Avoiding overlapping in-service conformity requirements therefore supports a more coherent, proportionate and legally consistent implementation framework while preventing unnecessary duplication of regulatory obligations.

Amendment 339

Michael Bloss,Virginijus Sinkevičius, Alice Kuhnke

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Amendment 340

Jonas Sjöstedt

Proposal for a regulation

Table 1 – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Amendment 341

Sakis Arnaoutoglou, Laura Ballarín Cereza, Mohammed Chahim, Vivien Costanzo, Johan Danielsson, Heléne Fritzon, Sérgio Gonçalves, Pierre Jouvet, François Kalfon, Christel Schaldemose

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Amendment 342

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

Euro 7 was intended to preserve the Euro 6 framework, including low-temperature emission requirements. However, while the Type 6 test is referenced, the related procedures and limits are not clearly carried over, creating legal uncertainty. This amendment clarifies that Euro 6 limits under UN Regulation No. 83 remain applicable. It replaces Type 6 type-approval testing with a manufacturer declaration, ensuring compliance, reducing burden, and supporting simplification.

Amendment 343

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph 1– point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

Regulation (EU) 2024/1257 (Euro 7) largely carries over the Euro 6 framework, including Euro 6 limits and WLTP/RDE procedures. However, the Euro 6 –7 °C Type 6 low-temperature test was listed in Euro 7 without transposing its procedure and limits, creating legal uncertainty. The amendment keeps the Euro 6 low-temperature limits (UNR83) but replaces physical testing with a manufacturer declaration, preserving enforceability, alignment, and simplification.

Amendment 344

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

The proposed deletion would unintentionally weaken the Euro 7 framework compared to Euro 6. The amendment therefore maintains the Euro 6 low-temperature limits but replaces the physical test by a manufacturer with a declaration of conformity. This preserves environmental protection and international alignment. The amendment nevertheless continues to focus on simplification, as it avoids unnecessary duplicate testing.

Amendment 345

Kateřina Konečná

Proposal for a regulation

Annex I – paragraph 1 – point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Justification

The proposed amendment clarifies that the dedicated low-temperature laboratory test is no longer required at type-approval, while maintaining the underlying legal obligation to comply with low-temperature emission limits as carried over from Euro 6. Compliance would be demonstrated through a manufacturer declaration of conformity, ensuring that low-temperature emission performance remains legally enforceable, aligned with international regulations, and subject to market surveillance, without duplicating physical testing.

.

Amendment 346

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1– point 1

Regulation (EU) 2024/1257

Annex V – Table 1

Or. en

Amendment 347

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph 1 – point -2(new)

Regulation (EU) 2024/1257

Annex V – Table 2 – Title

Or. en

Amendment 348

Zala Tomašič, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point -2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Justification

Implementing Regulation (EU) 2025/1706 recognises that CO₂ emissions and fuel or energy consumption parameters, including OBFCM-related verification procedures, are already subject to dedicated in-service monitoring arrangements. For light-duty vehicles, Regulation (EU) 2023/2866 establishes a specific framework for monitoring CO₂ and energy consumption data, ensuring coherence and avoiding overlapping compliance mechanisms. Furthermore, CO₂ emissions are not regulated through Not-To-Exceed (NTE) limits under either the Euro 7 framework or the CO₂ standards legislation. Compliance is instead ensured through fleet-average targets and dedicated monitoring mechanisms rather than individual vehicle conformity testing. Avoiding overlapping in-service conformity requirements therefore supports a more coherent, proportionate and legally consistent implementation framework while preventing unnecessary duplication of regulatory obligations.

Amendment 349

Zala Tomašič,Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point-2a(new)

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Justification

Implementing Regulation (EU) 2025/1706 recognises that CO₂ emissions and fuel or energy consumption parameters, including OBFCM-related verification procedures, are already subject to dedicated in-service monitoring arrangements. For light-duty vehicles, Regulation (EU) 2023/2866 establishes a specific framework for monitoring CO₂ and energy consumption data, ensuring coherence and avoiding overlapping compliance mechanisms. Furthermore, CO₂ emissions are not regulated through Not-To-Exceed (NTE) limits under either the Euro 7 framework or the CO₂ standards legislation. Compliance is instead ensured through fleet-average targets and dedicated monitoring mechanisms rather than individual vehicle conformity testing. Avoiding overlapping in-service conformity requirements therefore supports a more coherent, proportionate and legally consistent implementation framework while preventing unnecessary duplication of regulatory obligations.

Amendment 350

Jonas Sjöstedt

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Amendment 351

Sakis Arnaoutoglou, Laura Ballarín Cereza, Mohammed Chahim, Vivien Costanzo, Johan Danielsson, Heléne Fritzon, Sérgio Gonçalves, Pierre Jouvet, François Kalfon, Christel Schaldemose

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Amendment 352

Michael Bloss,Virginijus Sinkevičius, Alice Kuhnke

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Amendment 353

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Justification

Euro 7 was intended to preserve the Euro 6 framework, including low-temperature emission requirements. However, while the Type 6 test is referenced, the related procedures and limits are not clearly carried over, creating legal uncertainty. This amendment clarifies that Euro 6 limits under UN Regulation No. 83 remain applicable. It replaces Type 6 type-approval testing with a manufacturer declaration, ensuring compliance, reducing burden, and supporting simplification.

Amendment 354

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia

Proposal for a regulation

Annex I – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Justification

Regulation (EU) 2024/1257 (Euro 7) largely carries over the Euro 6 framework, including Euro 6 limits and WLTP/RDE procedures. However, the Euro 6 –7 °C Type 6 low-temperature test was listed in Euro 7 without transposing its procedure and limits, creating legal uncertainty. The amendment keeps the Euro 6 low-temperature limits (UNR83) but replaces physical testing with a manufacturer declaration, preserving enforceability, alignment, and simplification

Amendment 355

Andreas Glück, Svenja Hahn, JanChristoph Oetjen, Marjan Šarec

Proposal for a regulation

Annex I – Table 1 – paragraph 1 – point 2

Regulation (EU) 2024/1257

Annex V – Table 2

Or. en

Amendment 356

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph 1 – point -3 (new)

Regulation (EU) 2024/1257

Annex V – Table 3 – Title

Or. en

Amendment 357

Anna Maja Henriksson, Maja Katri Kulmuni, Jan-Christoph Oetjen

Proposal for a regulation

Annex I – paragraph 1 – point 3

Regulation (EU) 2024/1257

Annex V – Table 3

Or. en

Amendment 358

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová

Proposal for a regulation

Annex I – paragraph 1 – point 3a (new)

Regulation (EU) 2024/1257

Annex V – Table 3

Or. en

Justification

Delays in developing the UNECE heavy-duty brake test cycle leave insufficient time for validation before 2030. Brake emissions should therefore be monitored first, once test procedures and vehicle-level methodologies are finalised, to support evidence-based limits from 2035. Tables 6 and 7 are replaced by a monitoring and review approach. For light-duty vehicles, the 3 mg/km limit is revised to reflect the continued presence of ICE and hybrid vehicles after 2035. Heavy-duty limits should account for vehicle category, duty cycle, powertrain and cost-benefit considerations.

Amendment 359

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point 3a (new)

Regulation (EU) 2024/1257

Annex V – Table 3

Or. en

Amendment 360

Jan-Christoph Oetjen, Andreas Glück, Svenja Hahn, Marjan Šarec

Proposal for a regulation

Annex I – paragraph 1 – point -4 (new)

Regulation (EU) 2024/1257

Annex V – Table 4 – Title

Or. en

Amendment 361

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point 4a (new)

Regulation (EU) 2024/1257

Annex V – Table 4

Or. en

Amendment 362

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point 5a (new)

Regulation (EU) 2024/1257

Annex V – Table 7

Or. en

Justification

Modern heavy-duty engines require crankcase ventilation to regulate pressure and protect components, yet current type-approval provisions for verifying these emissions are overly simplistic, lacking conformity of production mandates and presenting substantial practical complications for authorities conducting in-service compliance or market surveillance testing on customer vehicles.

Amendment 363

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Andrea Wechsler, Angelika Niebler, Jens Gieseke

Proposal for a regulation

Annex I – paragraph 1 – point 6a (new)

Regulation (EU) 2024/1257

Annex V – Table 8

Or. en

Justification

Modern heavy-duty engines require crankcase ventilation to regulate pressure and protect components, yet current type-approval provisions for verifying these emissions are overly simplistic, lacking conformity of production mandates and presenting substantial practical complications for authorities conducting in-service compliance or market surveillance testing on customer vehicles.

Amendment 364

Alexandr Vondra, Ondřej Krutílek, Beatice Timgren, Stefano Cavedagna, Claudiu-Richard Târziu, Laurence Trochu, Aurelijus Veryga, Adrian-George Axinia, Denis Nesci, Daniele Polato

Proposal for a regulation

Annex I a (new) – paragraph I

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

The parameter dnec = 2200 km for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) in determining the fractional Utility Factor (UF) ensures consistent and legally certain application of the WLTP methodology for charge-depleting range assessment. This amendment provides a uniform regulatory approach for manufacturers required to comply with Euro 6e-bis-FCM before the mandatory transition to Euro 7 under Article 21 of EU 2024/1257, including M2 and N2 vehicle categories and small-volume manufacturers.

Amendment 365

Antonín Staněk, Ondřej Knotek, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout, Jana Nagyová, Matthieu Valet, Valérie Deloge, Klára Dostálová, Viktória Ferenc

Proposal for a regulation

Annex I a (new) – paragraph 1

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

Setting the parameter dnec at 2,200 km for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) ensures that the Utility Factor (UF) is calculated in a consistent and legally certain way under the WLTP test procedure. This amendment aims to provide a harmonised regulatory approach for all manufacturers that must comply with Euro 6e-bis-FCM requirements before they transition to Euro 7, as set out in Article 21 of EU 2024/1257. This is particularly relevant for M2 and N2 vehicle categories and small-volume manufacturers.

Amendment 366

Kateřina Konečná

Proposal for a regulation

Annex I a (new) – paragraph 1

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

The parameter dnec = 2200 km for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) for the determination of the fractional Utility Factor (UF) ensures a consistent and legally certain application of the WLTP methodology for charge-depleting range assessment.This amendment is intended to ensure regulatory consistency and uniform approach for all manufacturers required to comply with Euro 6e-bis-FCM before mandatory transition to Euro 7 according to Article 21 of EU 2024/1257 (i.e. vehicles of categories M2 & N2, small volume manufacturers)

Amendment 367

Elisabeth Dieringer, Rachel Blom, Virginie Joron, Roman Haider, Vilis Krištopans

Proposal for a regulation

Annex I a (new) – paragraph 1

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

Under Regulation (EU) 2023/443 a revised utility factor applies from 1 January 2027, lowering the assumed electric-driving share of plug-in hybrids from about 54% to 36%. Plug-in hybrid technology has progressed substantially in electric range, so the 2027 parameters no longer reflect state-of-the-art vehicles. Freezing the 2025/2026 reference distances (dneb/dnec = 2 200 km) keeps official figures realistic and supports continued investment in this technology during the transition and beyond 2035.

Amendment 368

Jan-Christoph Oetjen, Andreas Glück

Proposal for a regulation

Annex I a (new) – paragraph 1

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

Freezing the Utility Factor avoids premature adjustments based on still-evolving real-world evidence. It allows time for more robust data collection and assessment methodologies, including on-board fuel consumption monitoring, as well as further charging infrastructure deployment. It therefore preserves the climate contribution and industrial role of PHEVs during the transition to zero-emission mobility

Amendment 369

Christian Doleschal, Engin Eroglu, Markus Ferber, Norbert Lins, Oliver Schenk, Andreas Schwab, Zala Tomašič, Marion Walsmann, Adina Vălean, Andrea Wechsler, Angelika Niebler,Massimiliano Salini, Jens Gieseke

Proposal for a regulation

Annex I a (new) – paragraph 1

Commission Regulation (EU) 2017/1151

Annex XXI – Table A8-Appendix 5/1

Or. en

Justification

In order to determine the range in electric mode of hybrid vehicles with external recharging systems (plug in hybrid vehicles) Utility Factors (UF) apply. According to Regulation (EU) 2023/443 a new UF should apply as from 1st January 2027. Given the ongoing progress of the plug-in hybrid technology and its value to the European supply chain, related jobs and technological knowledge we believe that a further tightening of the UF would prematurely end investments into a technology which has so much more potential for Europe. In order to promote this technology and allow industry to continue to invest in it, it is proposed to freeze the current UF.