Text · Amendment list
On the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC
Full title
On the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC
Document ENVI-AM-789913 · COM(2025)0995 – C100355/2025 – 2025/0420(COD)
- Kind
- Amendment list ENVI-AM-789913
- Date
- 10 July 2026
- Committee
- Committee on the Environment, Climate and Food Safety
- Dossier
- 2025-0420
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- Official page PDF Word
- Reference
- COM(2025)0995 – C100355/2025 – 2025/0420(COD)
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| Present text |
| Amendment |
| (-a) new. In part A, the following point 6 a is added: |
| 6a. Annual EU fleet-wide for 2031 to 2034 |
| The annual EU fleet-wide CO₂ target for each calendar year t in the period 2031 to 2034 shall be calculated by linear interpolation between the 2030 EU fleet-wide target and the 2035 EU fleet-wide target as follows: |
| Target(t) = Target(2030) + [ Target(2035) – Target(2030) ] × (t – 2030) / (2035 – 2030) where Target(2030) and Target(2035) are the EU fleet-wide targets applicable in 2030 and 2035 respectively as set out in points 6.1.2 and 6.1.3 of this Annex. |
| This formula applies separately to passenger cars (Part A) and light commercial vehicles (Part B). |
| Present text |
| 6.1.3 EU fleet-wide target for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021 · (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2035 is as defined in Article 1(5a), point (a). |
| Amendment |
| 6.1.3 EU fleet-wide target for 2035 to 2036 EU fleet-wide target2035 = EU fleet-wide target2021 · (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2035 is as defined in Article 1(5a), point (a). |
| Present text |
| Amendment |
| 6.1.3 a (new) EU fleet-wide target for 2037 onwards EU fleet-wide target2037 = EU fleet-wide target2021 · (1 – reduction factor 2037) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2037 is as defined in Article 1(5a), point (c). |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Present text |
| Specific emissions targets for 2025 to 2029: Specific emissions target = specific emissions reference target · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer’s fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017 (1), ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula: Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years; x is 25 % in the years 2025 to 2029. (1) The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year. |
| Amendment |
| Specific emissions targets for 2025 to 2034: Specific emissions target = specific emissions reference target · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ZLEV factor is (1 + y – x), unless this sum is lower than 1,0 in which case the ZLEV factor shall be set to 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer’s fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2024 (1), ZLEV specific shall, until and including 2034, be calculated in accordance with the following formula: Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years; x is 15 % in the years 2025 to 2029 and 35% in the years 2030 to 2034. (1) The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2024 is calculated as the total number of new zero- and low-emission vehicles registered in 2024 divided by the total number of new passenger cars registered in the same year. |
The current benchmark values should be better aligned with actual market conditions in the electric vehicle sector. To ensure regulatory effectiveness and investment certainty, the mechanism should be extended beyond 2029, and the minimum thresholds recalibrated to reflect realistic market developments.
| Present text |
| Specific emissions targets for 2025 to 2029: Specific emissions target = specific emissions reference target · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer’s fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017 (1), ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula: Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years; x is 25 % in the years 2025 to 2029. (1) The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low-emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year. |
| Amendment |
| Specific emissions targets for 2025 to 2034: Specific emissions target = specific emissions reference target · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ZLEV factor is (1 + y – x), unless this sum is lower than 1,0 in which case the ZLEV factor shall be set to 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer’s fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60 % of the Union average in the year 2024 (1), ZLEV specific shall, until and including 2034, be calculated in accordance with the following formula: Where the share of zero- and low-emission vehicles in a Member State’s fleet of new passenger cars registered in a year between 2025 and 2028 exceeds 5 %, that Member State shall not be eligible for the application of the multiplier of 1,85 in the subsequent years; x is 15 % in the years 2025 to 2029 and 35% in the years 2030 to 2034. (1) The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2024 is calculated as the total number of new zero- and low-emission vehicles registered in 2024 divided by the total number of new passenger cars registered in the same year. |
Current benchmark values need to be aligned with the reality of the EV market. To achieve this, the mechanism itself should be continued beyond 2029, and its minimum thresholds should be adjusted.
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon steel [kgCO2/t materials] * quantity of low carbon materials made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission |
| Low carbon steel credits |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low carbon materials credits |
| Low-carbon material credits = GHGsavingslow-carbon steel [kgCO2/t material] * quantity of low carbon material made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Fossil fuel-free steel credits = GHGsavingfossil fuel-free steel [kgCO2/t steel] * quantity of fossil fuel-free steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Fossil fuel-free steel credits = GHGsavingfossil fuel-free steel [kgCO2/t steel] * quantity of fossil fuel-free steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
Aligned with the change to credits only applying to fossil fuel-free steel, as amended in Article 5b.
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon material credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon material made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in passenger cars by the manufacturer in the calendar year [t] / (newcars * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline material – average CO2 emission intensity of the low-carbon material made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in passenger cars [kg CO2 / t materials] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingsfossil fuel-free steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the fossil fuel-free steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
Aligned with the change to credits only applying to fossil fuel-free steel, as amended in Article 5b.
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon materials | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in passenger cars [kg CO2 / t materials] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon materials | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in passenger cars [kg CO2 / t materials] in the calendar year |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon material | is the CO2 emission intensity of the baseline material – average CO2 emission intensity of the low-carbon material made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingsfossil fuel-free steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the fossil free steel made in the EU used by a manufacturer in passenger cars [kg CO2 / t steel] in the calendar year |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km] Manufacturers declaring an alternative average lifetime mileage in accordance with Article 10(10), shall refer to that value. |
Lifetime mileage assumptions should be aligned with other relevant legislation, notably the Euro 7 framework used for technical measurements and reporting obligations under the Corporate Sustainability Reporting Directive (CSRD). For alternative lifetime mileage values, consistency with Article 10(10) should also be ensured.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km]. Manufacturers declaring an alternative average lifetime mileage in accordance with Article 10(10), shall refer to that value. |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD. For alternative lifetime mileage, regulatory consistency with Article 10(10) is needed.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km]. Manufacturers declaring an alternative average lifetime mileage in accordance with Article 10(10), shall refer to that value. |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD. Coherence with the justifications provided for new Paragraph 10 of Article 10.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km]. Manufacturers declaring an alternative average lifetime mileage in accordance with Article 10(10), shall refer to that value. |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
| Text proposed by the Commission | |
| fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Fuel credits | is the sum for all of the eligible fuels referred to in Article 5a(2) of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| deleted |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running exclusively on eligible fuels) |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ]. Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running Exclusively on Eligible Fuels). |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| Amendment | |
| In Part A, point 7.2, table 2, a new row 1 a is inserted as follows: | |
| QfuelVEEF | Is the quantity of eligible fuels attributed, for each calendar year, to newly registered VEEFs of each manufacturer, aggregated at Union level. That quantity shall be determined on the basis of the number of newly registered VEEF vehicles and their type-approval fuel consumption values as specified in the Certificate of Conformity (CoC). Fuel quantities attributed to VEEF shall be excluded from the quantity of fuels used for the calculation of the fuel credit mechanism. |
| Text proposed by the Commission | |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| fuelsharecars | is the total quantity of fuels used by passenger cars, as a proportion of the total quantity of fuels used in road transport in the Union, as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Fuelsharecars | is the total quantity of fuels used by passenger cars, as a proportion of the total quantity of fuels used in road transport in the Union, as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| newcars | is the number of new passenger cars registered |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| newcars | is the number of new passenger cars registered |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km] |
Lifetime mileage assumptions should be aligned with other relevant legislation, notably the Euro 7 framework used for technical measurements, as well as reporting obligations under the Corporate Sustainability Reporting Directive (CSRD).
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of passenger cars, which is set at 240 000 [km] |
| Amendment | |
| deleted |
| Text proposed by the Commission |
| For the parameters Qfuel, GHGsavings, fuelsharecars and newcars, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. |
| Amendment |
| deleted |
| Present text |
| 6.1.3 EU fleet-wide target for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021 · (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2035 is as defined in Article 1(5a), point (b). |
| Amendment |
| 6.1.3 EU fleet-wide target for 2035 to 2036 EU fleet-wide target2035 = EU fleet-wide target2021 · (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2035 is as defined in Article 1(5a), point (b). |
| Present text |
| Amendment |
| In Part B, point 6.1.3, a second paragraph is added as follows: EU fleet-wide target for 2037 onwards EU fleet-wide target 2037 = EU fleet-wide target 2021 · (1 – reduction factor 2037) where: EU fleet-wide target 2021 is as defined in point 6.0; reduction factor 2037 is as defined in Article 1(5a), point (c). |
| Present text |
| Specific emissions targets for 2025 to 2029 Specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ø targets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: x is 17 % in the years 2025 to 2029. |
| Amendment |
| Specific emissions targets for 2025 to 2034 Specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; ø targets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer registered in 2024, of all the specific emissions reference targets determined in accordance with point 6.2.1 but for which TM and TM0 are calculated on the basis of the test mass of the vehicles registered in 2024; ZLEV factor is (1 + y – x), unless this sum is lower than 1,0 in which case the ZLEV factor shall be set to 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: x is 8% in the years 2025 to 2029 and 25% in the years 2030 to 2034. |
Currently, valid benchmark values effectively eliminate the possibility of using the flexibility due to low market uptake of electrified vehicles and therefore need to be aligned with the market realities. For vans, without an adjustment of the parameters, there appears to be no possibility of making use of this flexibility in the near future. The text concerning the change to the phi factor (linked to the EU average) has been revised in line with the European Commission proposal.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Present Text |
| Specific emissions targets for 2025 to 2029 Specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; |
| Amendment |
| Specific emissions targets for 2025 to 2034 Specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factor where: specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1; |
The current benchmark values no longer reflect market realities and, given the low uptake of electrified vehicles, effectively prevent use of the flexibility mechanism. This is particularly acute for vans, where the existing parameters make access to the mechanism unrealistic in the foreseeable future.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Present Text |
| ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: x is 17 % in the years 2025 to 2029. |
| Amendment |
| ZLEV factor is (1 + y – x), unless this sum is lower than 1,0 in which case the ZLEV factor shall be set to 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: x is 8% in the years 2025 to 2029 and 25% in the years 2030 to 2034. |
The current benchmark values no longer reflect market realities and, given the low uptake of electrified vehicles, significantly limit access to the flexibility mechanism, particularly for vans. The provisions on the phi factor linked to the EU average have therefore been aligned with the Commission proposal.
| Present text |
| x = 17 % in the years 2025 to 2029. |
| Amendment |
| x = 8 % in the years 2025 to 2029. |
This amendment adjusts the ZLEV benchmark for light commercial vehicles to better reflect current market realities and the slower market ramp-up of zero- and low-emission vehicles in this segment. Compared to passenger cars, the transition towards battery-electric light commercial vehicles is more complex due to operational requirements, payload needs, long-distance operations and high utilization rates.
This is particularly relevant for vehicle categories such as camper vans, construction and utility vehicles and express delivery vehicles, which are frequently deployed flexibly and across borders throughout Europe. A more proportionate benchmark therefore contributes to a realistic and technology-open transition pathway for the light commercial vehicle sector while preserving the effectiveness and credibility of the ZLEV incentive mechanism under the Regulation.
| Text proposed by the Commission | |
| øtargets | is the average, weighted on the number of new light commercial vehicles of each individual manufacturer registered in 2028, of all the specific emissions reference targets determined in accordance with point 6.2.2 but for which TM and TM0 are calculated on the basis of the test mass of the vehicles registered in 2028; |
| Amendment | |
| øtargets | Øtargets for the calendar years 2028 to 2034: For each calendar year between 2028 and 2034, the target of each manufacturer shall be the specific emissions reference target determined in accordance with point 6.2.1, with TM and TM0 calculated on the basis of the test mass of the vehicles registered in that year. No averaging across vehicles or years shall be applied. Annual average specific emissions of CO₂ shall be calculated as the average of the annual emissions weighted by the number of newly registered vehicles of the manufacturer in that calendar year. |
Multi-year averaging would significantly reduce e-van deployment, undermining both climate ambition and European industrial competitiveness. Annual targets ensure predictable, enforceable obligations for all manufacturers while preventing loopholes that delay electrification.
| Present text | |
| Amendment | |
| (ca) in Part B, point 6.3.2, a second subparagraph is inserted as follows: | |
| ZLEV factor | is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; |
| Where: | |
| y | is the share of zero- and low-emission vehicles in the manufacturer’s fleet of new light commercial vehicles calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehicles registered in the relevant calendar year: ZLEVspecific = 1 – (specific emission CO2/80) |
| x | is 20 % in the years 2030 to 2034. |
Aligned with the change to credits only applying to fossil fuel-free steel, as amended in Article 5b. This amendment reintroduces the second ZLEV benchmark period for light commercial vehicles for the years 2030 to 2034. The ZLEV benchmark constitutes an important incentive mechanism under the Regulation to support the market uptake of zero- and low-emission passenger cars and light commercial vehicles, while encouraging manufacturers to accelerate the deployment of such vehicles across the European market.
Compared to passenger cars, the market ramp-up of zero- and low-emission light commercial vehicles is progressing more slowly, as the transition in this segment is more complex due to operational requirements, payload needs and high utilization rates. Reintroducing the second benchmark period in a proportionate manner therefore contributes to maintaining an effective incentive framework beyond 2030 and provides manufacturers with continued incentives to place more zero- and low-emission light commercial vehicles on the market. The amendment builds on the benchmark mechanism originally established in Regulation (EU) 2019/631 and subsequently removed by Regulation (EU) 2023/851, while adapting it to current market realities through a more proportionate benchmark level.
| Text proposed by the Commission | |
| øtargets | is the average, weighted on the number of new light commercial vehicles of each individual manufacturer registered in 2033, of all the specific emissions reference targets determined in accordance with point 6.2.3 but for which TM and TM0 are calculated on the basis of the test mass of the vehicles registered in 2033; |
| Amendment | |
| øtargets | Annual average specific emissions of CO2 shall be calculated as the average of the annual emissions weighted by the number of newly registered vehicles of the manufacturer in that calendar year.” |
Multi-year averaging would significantly reduce e-van deployment, undermining both climate ambition and European industrial competitiveness. Annual targets ensure predictable, enforceable obligations for all manufacturers while preventing loopholes that delay electrification.
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon materials made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
The proposal should not be limited to low-carbon steel alone, but should also encompass other strategically important advanced materials, including aluminium. Expanding the scope in this way would strengthen competition, reduce costs, enhance supply chain resilience, and accelerate decarbonisation across Europe’s industrial value chains.
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Fossil fuel-free steel credits = GHGsavingfossil fuel-free steel [kgCO2/t steel] * quantity of fossil fuel-free steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t materials] * quantity of low carbon materials made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon material credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon material made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Low-carbon materials credits = GHGsavingslow-carbon materials [kgCO2/t steel] * quantity of low carbon materials made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Text proposed by the Commission |
| Low-carbon steel credits = GHGsavingslow-carbon steel [kgCO2/t steel] * quantity of low carbon steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
| Amendment |
| Fossil fuel-free steel credits = GHGsavingfossil fuel-free steel [kgCO2/t steel] * quantity of fossil fuel-free steel made in the EU used in light commercial vehicles by the manufacturer in the calendar year [t] / (newvans * mileage) Taking into account all the rules defined in Article 5b |
Aligned with the change to credits only applying to fossil fuel-free steel, as amended in Article 5b.
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingsfossil fuel-free steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the fossil fuel-free steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t materials] in the calendar year |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon materials | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t materials] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingsfossil fuel-free steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the fossil fuel-free steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
Aligned with the change to credits only applying to fossil fuel-free steel, as amended in Article 5b.
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon materials | is the CO2 emission intensity of the baseline materials – average CO2 emission intensity of the low-carbon materials made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t materials] in the calendar year |
| Text proposed by the Commission | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline steel – average CO2 emission intensity of the low-carbon steel made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Amendment | |
| GHGsavingslow-carbon steel | is the CO2 emission intensity of the baseline material – average CO2 emission intensity of the low-carbon material made in the EU used by a manufacturer in light commercial vehicles [kg CO2 / t steel] in the calendar year |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
The lifetime mileage assumptions should be aligned with those used under other relevant legislation, in particular the Euro 7 framework.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
| Text proposed by the Commission | |
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| deleted |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
| Text proposed by the Commission | |
| fuel credits | is the sum, for all of the eligible fuels referred to in Article 5a(2), of: Taking into account all the rules defined in Article 5a |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| Qfuel | deleted |
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ]. Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running Exclusively on Eligible Fuels). |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] |
| Amendment | |
| Qfuel | is, for each fuel, the energy quantity put on the Union market for the road transport sector, as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [MJ] Such energy quantity shall be reduced by the amount of energy quantity of the same eligible fuel consumed, in the relevant year, by VEEF (Vehicles running exclusively on eligible fuels). |
Silvia Sardone, Mathilde Androuët, MarieLuce BrasierClain, Jorge Buxadé Villalba, Susanna Ceccardi, Viktória Ferenc, Antonín Staněk, Ondřej Knotek
| Text proposed by the Commission | |
| Amendment | |
| QfuelVEEF | is the quantity of eligible fuels attributed, for each calendar year, to newly registered VEEFs of each manufacturer, aggregated at Union level. That quantity shall be determined on the basis of the number of newly registered VEEF vehicles and their type-approval fuel consumption values as specified in the Certificate of Conformity (CoC). Fuel quantities attributed to VEEF shall be excluded from the quantity of fuels used for the calculation of the fuel credit mechanism |
| Text proposed by the Commission | |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| GHGsavings | is, for each fuel, the difference between the fossil fuel comparator and the greenhouse gas emission intensity of the fuel as reported in the Union Database established pursuant to Article 31a of Directive (EU) 2018/2001 [g CO2e/MJ] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| Fossil fuel comparator | is as defined in point 19 of Part C of Annex 5 to Directive (EU) 2018/2001 for biofuels, in point 19 of Part B of Annex 6 to that Directive for biogas, and in point 2 of part A of the Annex to Commission Delegated Regulation (EU) 2023/1185 for renewable fuels of non-biological origin |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| fuelsharevans | is the total quantity of fuels used by light commercial vehicles, as a proportion of the total quantity of fuels used in road transport in the Union as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| fuelsharevans | is the total quantity of fuels used by light commercial vehicles, as a proportion of the total quantity of fuels used in road transport in the Union as published in the Union greenhouse-gas inventory, in accordance with Article 26 of Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action (the ‘Governance Regulation’) |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| newvans | is the number of new light commercial vehicles registered |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| newvans | is the number of new light commercial vehicles registered |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| deleted |
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
The lifetime mileage should be consistent with other pieces of legislation, namely Euro7 calculations used for other technical measurements and other reporting obligations such as CSRD.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
The lifetime mileage assumptions should be aligned with those used under other relevant legislation, in particular the Euro 7 framework.
| Text proposed by the Commission | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 300 000 [km] |
| Amendment | |
| mileage | is the average lifetime mileage of light commercial vehicles, which is set at 200 000 [km] |
| Text proposed by the Commission |
| For the parameters Qfuel, GHGsavings, fuelsharevans and newvans, the data to be used are those for the calendar year two years prior to the target year or, where that data is not available, for the most recent calendar year for which data is available. “ |
| Amendment |
| deleted |
| Present Text |
| 2a. In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO2 value for petrol; |
| Amendment |
| 2a. In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO2 value for ethanol (E85); |
Current rules require bi-fuel (LPG/CNG) M category vehicles to report CO₂ emissions measured on alternative fuel, while forcing flex-fuel (E85) vehicles to report the petrol value. This inconsistency lacks technical justification and systematically overstates flex-fuel emissions by roughly 5%, unfairly penalizing manufacturers. Allowing flex-fuel vehicles to report emissions based on E85 ensures technological neutrality, regulatory consistency, and an accurate reflection of real-world CO₂ performance.
| Present Text |
| 2a. In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO2 value for petrol; |
| Amendment |
| 2a. In the case of bi-fuelled vehicles running on petrol and liquefied petroleum gas (LPG) or on petrol and compressed natural gas (CNG), the certificates of conformity of which include specific emissions of CO2 values for both types of fuels, Member States shall report the value for LPG or CNG as the case may be. In the case of flex-fuel vehicles using petrol and ethanol (E85) fuel, Member States shall report the specific emissions of CO2 value for ethanol (E85); |
Current rules require bi-fuel (LPG/CNG) N category vehicles to report CO₂ emissions measured on alternative fuel, while forcing flex-fuel (E85) vehicles to report the petrol value. This inconsistency lacks technical justification and systematically overstates flex-fuel emissions by roughly 5%, unfairly penalizing manufacturers. Allowing flex-fuel vehicles to report emissions based on E85 ensures technological neutrality, regulatory consistency, and an accurate reflection of real-world CO₂ performance.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 25 | 1 to 25 |
| C | 26 to 50 | 26 to 50 |
| D | 51 to 75 | 51 to 100 |
| E | 76 to 100 | 101 to 150 |
| F | 101 to 125 | 151 to 200 |
| G | 126 and higher | 201 and higher |
| Amendment | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 50 | 1 to 75 |
| C | 51 to 85 | 76 to 140 |
| D | 86 to 110 | 141 to 175 |
| E | 111 to 125 | 176 to 205 |
| F | 126 to 140 | 206 to 235 |
| G | 141 and higher | 236 and higher |
The Commission’s proposal would concentrate most vehicles within only two CO2 classes (A and E), limiting the label’s usefulness for consumers and oversimplifying differences in vehicle performance. Revising the class structure to achieve a more balanced distribution across intermediate classes would better reflect CO2 and efficiency improvements across different vehicle technologies and powertrains.
| Text proposed by the Commission | ||
| The CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the table below, on the basis of the value of parameter 5 (‘CO2 emissions’) as defined in Part 2 of this Annex. | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 25 | 1 to 25 |
| C | 26 to 50 | 26 to 50 |
| D | 51 to 75 | 51 to 100 |
| E | 76 to 100 | 101 to 150 |
| F | 101 to 125 | 151 to 200 |
| G | 126 and higher | 201 and higher |
| Amendment | ||
| The CO2 emissions class shall be determined according to the ‘A’ to ‘G’ scale specified in the table below, on the basis of the value of parameter 5 (‘CO2 emissions’) as defined in Part 3 of this Annex. Where the relevant data are available, the CO₂ emissions class shall be established in accordance with the ‘A’ to ‘G’ scale set out in the table, using the value of parameter 13a (‘OBFCM data’) as defined in Part 3 of this Annex. For new vehicle models placed on the market for which no relevant data for parameter 13a are yet available, distributors shall, when displaying the label, determine the CO₂ emissions class by applying a conversion factor to the value of parameter 5 (‘CO₂ emissions’), as defined in Part 3 of this Annex. That conversion factor shall correspond to the ratio between the manufacturer’s brand-average OBFCM CO₂ emissions and the manufacturer’s brand-average WLTP CO₂ emissions for the relevant powertrain. For used vehicles type-approved under the NEDC testing procedure pursuant to Commission Regulation (EC) No 692/2008, distributors shall, when displaying the label, determine the CO₂ emissions class by multiplying the value of parameter 5 (‘CO₂ emissions’), as defined in Part 3 of this Annex, by a factor of 1.20, in order to ensure comparability with vehicles type-approved under the WLTP testing procedure. | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 0 | 0 |
| C | 1 to 25 | 1 to 25 |
| D | 26 to 50 | 26 to 50 |
| E | 51 to 75 | 51 to 100 |
| F | 76 to 100 | 101 to 150 |
| G | 101 and higher | 151 and higher |
| To determine if a vehicle belongs to the CO2 emissions class A or B, the following methodology should apply: energy efficiency (kWh/km) * battery capacity (kWh) The CO2 emissions class ‘A’ would be granted to cars with a total score ranging from 0 to 800. The CO2 emissions class ‘B’ would be granted to cars with a total score ranging from 801 and above. |
In the introductory text, the correction of the reference from Part 2 of this Annex to Part 2 is a technical adjustment to ensure that the scale is based on the information to be entered into the product database by the manufacturer (Part 3 of the Annex) rather than a reference to the content and formal of the label.
The text added below in the introductory text aims to provide consumers with more accurate information when purchasing a vehicle, including on the second-hand market, by making already available real-world data visible upfront. Displaying average data from vehicle models already on the road avoids relying on extreme values that may be influenced by individual driving behaviour, while still giving consumers a more accurate indication of how a vehicle performs in real-world conditions. The amendment also introduces a method for comparing the CO₂ emissions of vehicles approved under the old NEDC procedure with vehicles approved under the WLTP procedure, which is not addressed in the Commission proposal. Since WLTP values are generally considered to be around 20 to 30% higher than NEDC values, a conversion factor is necessary to ensure comparability across vehicles.
The changes to the emissions classes ensures that the label is more future-proof as the share of zero-emission vehicles continues to increase. The label should remain meaningful for consumers over time and should further incentivise the purchase of vehicles that are genuinely sustainable.
In the Commission proposal, the highest label categories (A-C) risk becoming too broad and insufficiently informative. In several Member States, such as France, new cars falling within the A, B or C categories already represent well over 80% of the market. As electrification accelerates, these risks weakening the label’s ability to distinguish between vehicles with substantially different energy performance. By reserving the top categories for vehicles with zero tailpipe emissions, this amendment ensures that the label continues to provide a clear market signal. It also prepares the ground for a future label that takes better account of energy efficiency of both passenger cars and light commercial vehicles.
Within the zero-tailpipe emission categories, further differentiation should be possible on the basis of energy efficiency, taking into account the battery size. This would help favour smaller, lighter and more efficient vehicles and would avoid treating all zero-emission vehicles as environmentally equivalent regardless of their energy use.
For the ranges of the CO₂ emission classes, the amendment takes into account the current spread of WLTP values for fossil-fuelled vehicles, which range from around 34g CO₂/km for plug-in hybrid cars to around 148g CO₂/km for diesel cars.
Reserving the highest categories for zero-tailpipe emission vehicles would therefore allow the C class to function as a buffer category for the best-performing plug-in hybrids and other lower-emitting vehicles during the transition.
Finally, average real-world emissions from cars on the road remain around 150g CO₂/km and 185g CO2/km for vans. Setting the threshold for the lowest category at above 100g CO₂/km for cans and 150g CO₂/km for vans would therefore strengthen the label’s ability to promote more efficient vehicles, support innovation, and help close the gap between official test values and real-world emissions.
| Text proposed by the Commission | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 25 | 1 to 25 |
| C | 26 to 50 | 26 to 50 |
| D | 51 to 75 | 51 to 100 |
| E | 76 to 100 | 101 to 150 |
| F | 101 to 125 | 151 to 200 |
| G | 126 and higher | 201 and higher |
| Amendment | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 50 | 1 to 75 |
| C | 51 to 85 | 76 to 140 |
| D | 86 to 110 | 141 to 175 |
| E | 111 to 125 | 176 to 205 |
| F | 126 to 140 | 206 to 235 |
| G | 141 and higher | 236 and higher |
Taking into account the real distribution of market technology volumes, the Commission’s proposal would result into clustering the bulk of this market in only two classes (A and E). From a customer perspective, its very ineffective because information given by this CO2 labelling is somehow a black/white sentence.
It is therefore proposed to reframe the classes in order to spread vehicles more widely over the various and intermediate classes of the labelling, better showcasing the respective CO₂ performance and continuous efforts put on efficiency in each type of powertrain and vehicle technologies.
| Text proposed by the Commission | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 25 | 1 to 25 |
| C | 26 to 50 | 26 to 50 |
| D | 51 to 75 | 51 to 100 |
| E | 76 to 100 | 101 to 150 |
| F | 101 to 125 | 151 to 200 |
| G | 126 and higher | 201 and higher |
| Amendment | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 0 | 1 to 25 |
| C | 1 to 25 | 26 to 50 |
| D | 26 to 50 | 51 to 100 |
| E | 51 to 75 | 101 to 150 |
| F | 76 to 100 | 151 to 200 |
| G | 101 and higher | 201 and higher |
| To determine if a vehicle of category M1 belongs to class A or class B, the following methodology shall apply: Class ‘A’: E-performance of the vehicle is between 0 and 800 Class ‘B’: E-performance of the vehicle is 801 and above Where the e-performance of the vehicle is determined as follows: E-performance = energy efficiency (in kWh/km) * battery capacity (in kWh) |
As the market share of new zero-emission vehicles increases, a new distinction should be made between two level of performance of zero-emission vehicles.
| Text proposed by the Commission | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 1 to 25 | 1 to 25 |
| C | 26 to 50 | 26 to 50 |
| D | 51 to 75 | 51 to 100 |
| E | 76 to 100 | 101 to 150 |
| F | 101 to 125 | 151 to 200 |
| G | 126 and higher | 201 and higher |
| Amendment | ||
| CO2 emissions class | CO2 emissions in g/km for vehicle category M1 | CO2 emissions in g/km for vehicle category N1 |
| A | 0 | 0 |
| B | 0 | 1 to 25 |
| C | 1 to 25 | 26 to 50 |
| D | 26 to 50 | 51 to 100 |
| E | 51 to 75 | 101 to 150 |
| F | 76 to 100 | 151 to 200 |
| G | 101 and higher | 201 and higher |
| To determine if a vehicle belongs to the CO2 emissions class A or B, the following methodology should apply: energy efficiency (kWh/km) * total carbon footprint of the battery, steel and aluminum (kgCO2) according to Regulation (EU) 2023/1542 and Implementing Regulation (EU) 2023/1773 CO2 emissions class ‘A’ = 0 to 1000 CO2 emissions class ‘B’ = 1000 and above |
This amendment is aimed at making the label longer lasting as the share of electric vehicles keeps increasing. As such, the label should further incentivise the purchase of truly sustainable vehicles. Currently, new cars falling in the A, B, or C categories represent well over 80% of the cars in many countries.
By ensuring that the top categories are reserved for zero-tailpipe emissions, this proposal paves the way for a future label looking at energy efficiency and carbon footprint of cars. Differentiating these zero-tailpipe emissions based on energy-efficiency and carbon footprint of the main elements of the cars is a quick fix to favour smaller, more efficient vehicles. More on the methodology can be found here.
The average WLTP values of fossil-fuelled cars on the road vary from 34g CO2/km for plug-in hybrids to 148g CO2/km for diesel vehicles.
By reserving the top categories to cars with no tailpipe emissions, the C class would act as a buffer zone allowing for efficiency gains for the best-performing plug-in hybrids
Finally, the average real-world emissions show that emissions from cars on the road revolve around 150g CO2/km. Putting the CO2 emissions value at >100g CO2/km for the last class (“G”) would therefore promote more efficient vehicles and set up an ambitious limit to drive innovation to close the gap between official and real-world values.
| Text proposed by the Commission | |
| Information elements to be included: | |
| 8 | If applicable, for pure electric vehicle: electric range in km for OVC-HEV: equivalent all electric range in km |
| Amendment | |
| Information elements to be included: | |
| 8 | If applicable, for pure electric vehicle: · electric range at 23°C in km · electric range at -7°C in km; for OVC-HEV: equivalent all electric range at 23°C in km |
Consumers should be provided with transparent and comparable information on vehicle performance under different temperature conditions. Since electric vehicle range may vary significantly during winter operation, displaying both standard and low-temperature range values would improve consumer awareness, facilitate informed purchasing decisions and strengthen confidence in zero-emission mobility.
| Text proposed by the Commission | |
| Amendment | |
| 10a | The vehicle label must indicate, in addition to direct exhaust emissions, the estimated life-cycle emissions, the electricity mix for electric vehicles, battery capacity and condition, estimated battery replacement costs, and, for vehicles with an internal combustion engine, compatibility with renewable and synthetic fuels. The label must not favour or discriminate against any propulsion technology. |
Consumers need full information. A label that only shows exhaust values distorts the real carbon footprint. The life-cycle emissions, electricity mix and battery costs must be shown. The label must be neutral and usable for all technologies.
| Text proposed by the Commission | |
| Amendment | |
| 10 a | If applicable, for pure electric vehicle: electric range at -7°C in km for OVC-HEV: equivalent all electric range at -7°C in km |
Current EU vehicle labels display battery electric vehicle (BEV) range only at 23°C, failing to reflect cold-weather performance. The amendment proposes adding the range at –7°C. Since this low-temperature testing is already required under Euro 7, it creates no new testing burdens. Displaying this existing data enhances consumer transparency, while incentivizing the industry to improve battery efficiency and performance in colder conditions.
| Text proposed by the Commission |
| When entering information on a vehicle model into the product database, the manufacturer shall provide the information elements listed below. For points 5 to 10, the values to be entered for a given vehicle model shall correspond to the individual vehicles with the lowest and highest values within that vehicle model. |
| Amendment |
| When entering information on a vehicle model into the product database, the manufacturer shall provide the information elements listed below. For points 5 to 10, the values to be entered for a given vehicle model shall correspond to the individual vehicles with the lowest and highest values within that vehicle model. For point 13a and 13c, the value shall be updated yearly by manufacturers, following the provisions of Article 9 of Implementing Regulation (EU) 2021/392. For point 13c, the values shall be retrieved from OBFCM data of similar vehicle models already on the road. |
These amendments ensure consistency with the objective of providing consumers with accurate, comparable and practical information on the real-world performance of vehicles. By requiring manufacturers to enter and regularly update OBFCM-based data in the product database, distributors will be able to easily access reliable information on average real-world fuel or energy consumption and the resulting CO₂ emissions of the same vehicle models, or, where such data are not yet available, of similar vehicle models already on the road.
This will help close the gap between official type-approval values and real-world performance, allowing consumers to make better informed purchasing decisions. Including information on maximum charging power and the estimated time needed to charge the battery from 10% to 80% state of charge further improves the practical relevance of the database, particularly for zero-emission vehicles, by enabling consumers to compare vehicles not only on range and emissions, but also on everyday usability.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| 10 | Declared maximum for complete RDE trip: NOx in mg/km and Particles (number) |
| Amendment | |
| 10 | If applicable, declared maximum for complete RDE trip: NOx in mg/km and Particles (number) |
Several elements of the proposal require clarification or adjustment. As BEVs do not have an RDE value, the corresponding requirement is not applicable. Broader wording is also needed to accommodate additional fuel types such as E85, CNG and E20. In addition, including the end-of-production date offers limited consumer value and may create confusion regarding the registration of used vehicles. Finally, no harmonised methodology for lifecycle assessment (LCA) calculations has yet been established.
| Text proposed by the Commission | |
| 10 | Declared maximum for complete RDE trip: NOx in mg/km and Particles (number) |
| Amendment | |
| 10 | If applicable, declared maximum for complete RDE trip: NOx in mg/km and Particles (number) |
| Text proposed by the Commission | |
| Amendment | |
| 10a | Maximum charging power and estimation of time to charge the car battery from 10% to 80% state of charge |
Consumers should have clear and comparable information on the practical charging performance of zero-emission vehicles. Including the maximum charging power and an estimated charging time from 10% to 80% state of charge on the vehicle label would allow consumers to better understand how quickly a vehicle can be charged under efficient charging conditions. This information is directly relevant to everyday use, helps consumers compare vehicles beyond battery size and range, and supports more informed purchasing decisions.
| Text proposed by the Commission | |
| Amendment | |
| 10a | QR code giving access to all information affecting the purchase price or the operating costs of a vehicle in the Member State in which the vehicle is being sold, and being provided by Member States according to paragraph 2a of Article 15b. |
| Text proposed by the Commission | |
| Amendment | |
| 10a | The vehicle label must indicate, in addition to direct exhaust emissions, the estimated life-cycle emissions, the electricity mix for electric vehicles, battery capacity and condition, estimated battery replacement costs, and, for vehicles with an internal combustion engine, compatibility with renewable and synthetic fuels. The label must not favour or discriminate against any propulsion technology. |
Consumers need full information. A label that only shows exhaust values distorts the real carbon footprint. The life-cycle emissions, electricity mix and battery costs must be shown. The label must be neutral and usable for all technologies.
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| 12 | If applicable, Fuel |
| Amendment | |
| 12 | General information is required |
Several elements of the proposal require clarification or adjustment. As BEVs do not have an RDE value, the corresponding requirement is not applicable. Broader wording is also needed to accommodate additional fuel types such as E85, CNG and E20. In addition, including the end-of-production date offers limited consumer value and may create confusion regarding the registration of used vehicles. Finally, no harmonised methodology for lifecycle assessment (LCA) calculations has yet been established.
| Text proposed by the Commission | |
| 12 | If applicable, Fuel |
| Amendment | |
| 12 | If applicable, Fuel; general information required |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| 13 | Date of end of production of the vehicle model (once known) |
| Amendment | |
| 13 | deleted |
Several elements of the proposal require clarification or adjustment. As BEVs do not have an RDE value, the corresponding requirement is not applicable. Broader wording is also needed to accommodate additional fuel types such as E85, CNG and E20. In addition, including the end-of-production date offers limited consumer value and may create confusion regarding the registration of used vehicles. Finally, no harmonised methodology for lifecycle assessment (LCA) calculations has yet been established.
| Text proposed by the Commission | |
| 13 | Date of end of production of the vehicle model (once known) |
| Amendment | |
| 13 | deleted |
There is no benefit for the customer to know the end of production. Offering a new vehicle has no link to the end of production date. If anything, the last day of first registration of new vehicles would be an information that the customer could use but could also be confusing as customers might understand that it also applies for re-registration or new registration of a used car in other Member States.
| Text proposed by the Commission | |
| Amendment | |
| 13a | Average real-world fuel or energy consumption and resulting average real-world CO2 emissions in g CO2/km of similar vehicle models, retrieved from OBFCM data of similar vehicle models already on the road |
These amendments ensure consistency with the objective of providing consumers with accurate, comparable and practical information on the real-world performance of vehicles. By requiring manufacturers to enter and regularly update OBFCM-based data in the product database, distributors will be able to easily access reliable information on average real-world fuel or energy consumption and the resulting CO₂ emissions of the same vehicle models, or, where such data are not yet available, of similar vehicle models already on the road.
This will help close the gap between official type-approval values and real-world performance, allowing consumers to make better informed purchasing decisions. Including information on maximum charging power and the estimated time needed to charge the battery from 10% to 80% state of charge further improves the practical relevance of the database, particularly for zero-emission vehicles, by enabling consumers to compare vehicles not only on range and emissions, but also on everyday usability.
| Text proposed by the Commission | |
| Amendment | |
| 13a | ’Made in the EU ’ (yes/no), according to the criteria set out in paragraph 3 of Article 5. |
| Text proposed by the Commission | |
| Amendment | |
| 13b | Maximum charging power and estimation of time to charge the car battery from 10% to 80% state of charge |
These amendments ensure consistency with the objective of providing consumers with accurate, comparable and practical information on the real-world performance of vehicles. By requiring manufacturers to enter and regularly update OBFCM-based data in the product database, distributors will be able to easily access reliable information on average real-world fuel or energy consumption and the resulting CO₂ emissions of the same vehicle models, or, where such data are not yet available, of similar vehicle models already on the road.
This will help close the gap between official type-approval values and real-world performance, allowing consumers to make better informed purchasing decisions. Including information on maximum charging power and the estimated time needed to charge the battery from 10% to 80% state of charge further improves the practical relevance of the database, particularly for zero-emission vehicles, by enabling consumers to compare vehicles not only on range and emissions, but also on everyday usability.
| Text proposed by the Commission | |
| Amendment | |
| 13b | If applicable, maximum charging power and estimation of time to charge the car battery from 10% to 80% state of charge |
| Text proposed by the Commission | |
| Amendment | |
| 13c | Average real-world fuel or energy consumption and resulting average real-world CO2 emissions in g CO2/km of same vehicle models |
These amendments ensure consistency with the objective of providing consumers with accurate, comparable and practical information on the real-world performance of vehicles. By requiring manufacturers to enter and regularly update OBFCM-based data in the product database, distributors will be able to easily access reliable information on average real-world fuel or energy consumption and the resulting CO₂ emissions of the same vehicle models, or, where such data are not yet available, of similar vehicle models already on the road.
This will help close the gap between official type-approval values and real-world performance, allowing consumers to make better informed purchasing decisions. Including information on maximum charging power and the estimated time needed to charge the battery from 10% to 80% state of charge further improves the practical relevance of the database, particularly for zero-emission vehicles, by enabling consumers to compare vehicles not only on range and emissions, but also on everyday usability.
| Text proposed by the Commission | |
| Amendment | |
| 13 c | If applicable, capable of supporting bi-directional charging functionalities |
Alexandr Vondra, AdrianGeorge Axinia, Ondřej Krutílek, Sander Smit, ClaudiuRichard Târziu, Beatrice Timgren, Laurence Trochu, Aurelijus Veryga
| Text proposed by the Commission | |
| 14 | Life-cycle CO2 emissions of the vehicle, as calculated and reported according to the methodology mentioned in Article 7a(2), and once this methodology has been established |
| Amendment | |
| 14 | deleted |
Several elements of the proposal require clarification or adjustment. As BEVs do not have an RDE value, the corresponding requirement is not applicable. Broader wording is also needed to accommodate additional fuel types such as E85, CNG and E20. In addition, including the end-of-production date offers limited consumer value and may create confusion regarding the registration of used vehicles. Finally, no harmonised methodology for lifecycle assessment (LCA) calculations has yet been established.
| Text proposed by the Commission | |
| 14 | Life-cycle CO2 emissions of the vehicle, as calculated and reported according to the methodology mentioned in Article 7a(2), and once this methodology has been established |
| Amendment | |
| 14 | deleted |
| Text proposed by the Commission | |
| 15 | ’Made in the EU ’ (yes/no), according to the delegated act referred to in Article 15a paragraph 7 |
| Amendment | |
| 15 | deleted |
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- Licensed CC BY 4.0.
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- 25 September 2026
Cite as
European Parliament (2026). “AMENDMENTS 913 - 1036 - Draft report on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC”. Text, 10 July 2026. docId ENVI-AM-789913. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789913 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/ENVI-AM-789913 (CC BY 4.0).
BibTeX
@misc{epw-text-envi-am-789913,
author = {{European Parliament}},
title = {{AMENDMENTS 913 - 1036 - Draft report on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards CO2 emission performance standards for new light duty vehicles and vehicle labelling and repealing Directive 1999/94/EC}},
year = {2026},
date = {2026-07-10},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789913}},
url = {https://news.eu-parl.st-solutions.dev/texts/ENVI-AM-789913},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId ENVI-AM-789913. Data: EP Open Data API: document record (CC BY 4.0)}
}