Changes from report parliamentary committee draft to plenary report

Change 16

ChangedArticle 3 – paragraph 2 – point 37:39: (37)(39) ‘on-board diagnosticfuel system’and energy consumption monitoring device’ or ‘OBD’‘OBFCM device’ means inany thesoftware contextor ofhardware thisthat Regulation,senses aand systemuses on-boardvehicle, theengine, vehiclefuel thator canelectric detectenergy malfunctionsand inpayload/mass theparameters monitoredto emissiondetermine, controlstore systems,in identifythe vehicle the probablefuel causeand ofenergy theconsumption malfunctiondata usingand faultother codesparameters storedrelevant infor determining the computerfuel memory,or energy consumption and illuminateenergy efficiency of the Malfunctionvehicle Indicatoras (MI)well toas alertfor the vehiclepurpose operator;of roadworthiness controls;

Change 17

RemovedUsing the definition of OBD and OBD information provided in UN Regulation 154 (UN R154) will prevent high costs. Requiring OTA transfer of OBD, OBFCM, or OBM data would entail considerable expenses for software development, hardware modification, and data processing and transmission capabilities in the vehicle. The costs of vehicle/back-end changes and cellular OTA data transfer would be disproportionate and difficult to justify, as the frequency and size of the data remain unknown. Instead, data can be obtained via the wired OBD interface established at a minimal additional cost during roadworthiness tests or by authorized dealers/repairers. This approach is consistent with what is already in place for OBFCM under Commission Implementing Regulation (EU) 2021/392.

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

RemovedArticle 3 – paragraph 2 – point 37 a (new): (37a) ‘vehicle on-board diagnostic (OBD) information’ means the information generated by a system that is on-board a vehicle or that is connected to an engine, and that is capable of detecting a malfunction, and, where applicable, is capable of signalling its occurrence by means of an alert system, it can also identify the probable cause of the malfunction by means of information stored in a computer memory, and is capable of communicating that information optionally off-board;

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

RemovedThe purpose of this amendment is to ensure that OBD, OBFCM or OBM data can be collected and reported in a technology neutral and cost-effective way, allowing the manufacturer to rely on the state-of-the-art protocols and take into account specific regional needs (such as lack of network coverage or national connectivity requirement in third countries that the follow the EU Type approval framework) in line with the pending horizontal EU Data Act.

RemovedArticle 3 – paragraph 2 – point 38: (38) ‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is capable of monitoring emissions while taking into account the tolerance of OBM measurements and delivering information via the OBD port and, optionally, over the air;

RemovedThe purpose of this amendment is to ensure that OBD, OBFCM or OBM data can be collected and reported in a technology neutral and cost-effective way, allowing the manufacturer to rely on the state-of-the-art protocols and take into account specific regional needs (such as lack of network coverage or national connectivity requirement in third countries that the follow the EU Type approval framework) in line with the pending horizontal EU Data Act.

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

RemovedArticle 3 – paragraph 2 – point 40: (40) ‘defeat device’ means a design component that allows a vehicle to appear compliant during testing but not during normal driving conditions, or manipulates data related to sensors, fuel/energy consumption, electric range, or battery durability, resulting in the vehicle not meeting regulatory requirements when driven outside of testing conditions;

RemovedArticle 3 – paragraph 2 – point 42: (42) ‘real driving emissions’ or ‘RDE’ means the emissions of a vehicle under normal driving conditions and maximum one of the extended conditions at the same time as specified in Tables 1 and 2 of Annex III and Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011;

RemovedIn order to avoid any confusion regarding the proposed Regulation, it is essential to make it clear that it is not feasible to have a mix of several extended conditions at the same time. In addition, it is also necessary to include references to the specific test conditions applicable to light duty and heavy-duty vehicles.

RemovedArticle 3 – paragraph 2 – point 44: (44) ‘tampering’ means the inactivation, or modification of the engine or electric motor, vehicle pollution control device and system, propulsion system, traction battery, odometer, OBFCM or OBD/OBM, including any software or other logical control elements of those systems and their data for personal benefit and having an effect on the emissions of the vehicle. This excludes those actions addressed by UN Regulation No. 155 (UN R155) or other relevant UN regulatory frameworks;

RemovedModifications that do not impact vehicle emissions and are unlikely to be intentionally made for personal gain should not be subject to monitoring requirements as per this definition.

RemovedArticle 3 – paragraph 2 – point 57 a (new): (57a) ‘CO2 neutral fuel’ means a renewable and/or synthetic fuels as defined in Directive (EU) 2018/2001, which include biofuels, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO), or Recycled Carbon Fuel (RCF). Such fuels have net-zero CO2 emissions during use (e(u)), indicating that the CO2 equivalent of the carbon contained in the fuel's chemical composition is biogenic in origin or has been prevented from being released into the atmosphere. Any other renewable and/or synthetic fuels that satisfy the above conditions and the sustainability criteria of Directive (EU) 2018/2001 and associated delegated acts may also fulfil this definition.

RemovedCO2-neutral fuels are defined as fuels, including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), that emit only biogenic CO2 or recycled CO2 when burned, resulting in circular CO2 emissions and a net-zero impact on the climate. This definition is already in line with the REDII, indicating that all fuels listed in the directive should be considered as CO2-neutral fuels.

RemovedArticle 3 – paragraph 2 – point 57 b (new): (57b) ‘Carbon Correction Factor (CCF)’ means a factor which applies a correction to the CO2 tailpipe emissions of vehicles for compliance assessment, to reflect the GHG emission intensity and the share of CO2 neutral fuels;

RemovedIt is not accurate to classify all liquid and gaseous fuels as 100% fossil fuels, as an increasing proportion of sustainable fuels is being added due to regulations such as the Renewable Energy Directive. In order to better evaluate the impact of CO2 neutral fuels on greenhouse gas emissions, a Carbon Correction Factor should be introduced. This would provide a more realistic measurement of CO2 emissions from fuel and help support a more comprehensive climate policy for the European mobility sector.

RemovedArticle 3 – paragraph 2 – point 62: (62) ‘power-to-mass-ratio’ means the ratio of rated power to the technically permissible maximum laden mass as defined in Annex XII of Commission Implementing Regulation (EU) 2021/535;

RemovedUnder Real Driving Emissions (RDE) testing, the relevant mass is the vehicle’s maximum mass rather than its mass in running order.

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

Change 18

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

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

RemovedGiven that the definition refers to Plug-in Electric Vehicles (PEVs) separately it clearly intends to also cover Off-Vehicle Charging Hybrid Electric Vehicles (PHEVs). These are not zero emission vehicles, but rather vehicles with a zero-emission mode.

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

Change 19

ChangedArticle 3 – paragraph 2 – point 69:67: (69)(67) ‘(in-vehicle)-battery‘zero-emission durability’range’ means the durabilitymaximum ofdistance a zero-emission vehicle or a vehicle in zero-emission mode can travel until the traction battery measuredor infuel termstank of itsa Statenon ofICEV Certifiedis Energydepleted, andwhich itsfor StatePEVs ofcorresponds Certifiedto Range;the electric range;

Change 20

RemovedAmendment to align and ensure consistency with UN Global Technical Regulation No.22.

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

RemovedArticle 3 – paragraph 2 – point 70: (70) ‘state of Certified Energy’ or ‘SOCE’ and state of Certified Range’ or ‘SOCR’ means the measured or estimated state of a specific performance metric of a vehicle (range) or traction battery (energy) at a specific point in its lifetime, expressed as a percentage of the performance that was determined when certified or new;

RemovedAmendment to align and ensure consistency with UN Global Technical Regulation No.22.

RemovedArticle 3 – paragraph 2 – point 70 a (new): (70a) ‘state of health’ or ‘SOH’ means the measured or estimated state of a tailpipe emissions control system at a specific point in its lifetime, expressed as a percentage of the performance that was determined when certified or new;

RemovedAmendment to align and ensure consistency with UN Global Technical Regulation No.22.

RemovedArticle 3 – paragraph 2 – point 71: deleted

RemovedDetails regarding a vehicle's environmental performance are already required in other EU legislation and can be found in documents such as the Certification of Conformity (CoC).

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

Article 3 – paragraph 2 – point 77: deleted

Change 21

RemovedDefinitions pertaining to tyre abrasion requirements will be included in the secondary legislation used to align this Regulation with those established by the common GRBP/GRPE Task Force on Tyre Abrasion conducted under the auspices of the UN WP29.

Article 3 – paragraph 2 – point 78: deleted

Change 22

RemovedDefinitions pertaining to tyre abrasion requirements will be included in the secondary legislation used to align this Regulation with those established by the common GRBP/GRPE Task Force on Tyre Abrasion conducted under the auspices of the UN WP29.

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

Change 23

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

Change 24

RemovedThis Regulation is aimed at limiting emissions from brakes, it does not however apply to brakes as a system component. Therefore, this Article should refer to brake emission systems, namely the devices installed in vehicles to minimize the amount of pollution generated by braking.

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

RemovedArticle 4 – paragraph 2: 2. Manufacturers shall design, construct and assemble vehicles to comply with this Regulation, including complying with the emission limits set out in Annex I while operating under the conditions set out in Annex III, Article 4 of Regulation (EU) 595/2009 and Annex II of Regulation 582/2011 and respecting for the lifetime of the vehicle as set out in table 1 of Annex IV. These vehicles shall be designated as “Euro 7” vehicles.

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

RemovedEnforcement of emission limits must be tied to the conditions and lifetime requirements outlined in the Annexes, which are applicable to light duty or heavy-duty vehicles.

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

RemovedArticle 4 – paragraph 3 – subparagraph 1: When verifying compliance with the exhaust emission limits, where the testing is performed in maximum one of the extended driving conditions at the same time, the emissions shall be divided by the extended driving divider set out in Annex III, Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011.

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

RemovedIt is not possible to have a simultaneous application of various expanded conditions, and it is necessary to specify the particular requirements for both light duty and heavy-duty vehicles.

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

RemovedArticle 4 – paragraph 3 – subparagraph 2: The emissions during regeneration of pollution control systems shall be included as a weighted average based on the frequency and duration of the regeneration events. The compliance verification tests shall not include, or take into consideration, biased driving.

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

RemovedArticle 4 – paragraph 4: 4. Manufacturers shall design and construct systems, components or separate technical units, including, presently, only engines, electric motors, traction batteries, brake systems and replacement pollution control systems to comply with this Regulation, including complying with the emission limits set out in Annex I and the conditions specified in Annex III, Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011.

RemovedAfter the establishment of appropriate test procedures and limits for tyre abrasion rates via secondary legislation, the range of components and technical units covered by this article can be expanded to encompass tyres. Moreover, the obligations of manufacturers regarding limits and conditions should be explicitly stated in conjunction with one another, and specifically for light duty and heavy-duty vehicles.

RemovedArticle 4 – paragraph 6 – point a: (a) OBD systems that can detect malfunctioning systems which are known to lead to exhaust emission exceedances in order to facilitate repairs;

RemovedEven though a malfunction has the potential to cause an "emission exceedance", it does not necessarily mean that it will always result in one. In addition, it is important to note that OBD systems are only adapted to measure exhaust emissions.

RemovedArticle 4 – paragraph 6 – point b: (b) OBM systems capable of monitoring exhaust emissions within the tolerance range of OBM measurements;

RemovedEmission exceedances cannot be accurately measured, and there is currently no established procedure for assessing them therefore, OBM systems should only be utilized for monitoring functions. In addition, it is important to note that OBM systems are adapted to only measure exhaust emissions.

RemovedArticle 4 – paragraph 6 – point c: (c) OBFCM device to monitor their real-world fuel and electric energy consumption and, for N2 and N3 category vehicles, other relevant parameters such as payload/mass which are needed to determine their real-world fuel and energy efficiency;