Changes from report parliamentary committee draft to plenary report

RemovedThis amendment adds an explicit reference to vehicles of categories N2 and N3, as monitoring the payload or mass of light-duty vehicles would be disproportionate and unnecessary for the aims of this Regulation.

RemovedArticle 4 – paragraph 6 – point d: (d) SOCE and SOCR monitors of the traction battery and SOH monitors of tailpipe emission control systems;

RemovedAnalysis based on UN Global Technical Regulation (GTR) No. 22 has concluded that State of Health (SOH) monitors may not be the most efficient parameter for assessing the condition of electric vehicle batteries. As a result, it is proposed to use State of Certified Energy (SOCE) and State of Certified Range (SOCR) instead, as they align with UN GTR No. 22.

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

Change 25

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

Change 26

RemovedThe mandatory requirement for over-the-air (OTA) transmission of data should be re-evaluated, as there are viable alternatives available for managing fleet data, as outlined in Commission Implementing Regulation (EU) 2021/392.

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

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

Change 27

RemovedArticle 4 – paragraph 8: 8. The manufacturer shall take measures to prevent the possibility of exploiting vulnerabilities referred to in paragraph 7 to the fullest extent possible based on the best available knowledge at the time of type approval.

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

RemovedThe second sentence in this paragraph acknowledges that it is challenging to completely prevent the possibility of tampering, which makes it impractical to expect manufacturers to design vehicles based on potential tampering methods or future data transmission standards that are currently unknown. Hence, it is not reasonable to hold manufacturers accountable for events that may occur during the vehicle's lifespan and are beyond their control.

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

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

Article 4 – paragraph 10: deleted

Change 28

RemovedTo improve legal clarity, Articles 14-17 should incorporate all provisions related to secondary legislation.

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

Change 29

RemovedThe term "may" in relation to manufacturers' compliance with Euro 7+ standards suggests that compliance is optional. However, compliance with these standards may be essential to access certain territories due to city access requirements, effectively making Euro 7+ the de-facto standard. To ensure consistency, the requirement for HDV vehicles to comply with Euro 7+ should be mandatory. Furthermore, assigning 10 percentage points for PEV in the first step at 5 years may not be appropriate for accounting for the physical aging of a vehicle, and achieving a 90% reduction for particulate matter number may be unfeasible under the required Real Driving Emissions (RDE) conditions.

Article 5 – paragraph 2: deleted

Change 30

RemovedIn line with the deletion of paragraph 1. The specified requirements could potentially be used by local authorities to restrict entry into certain low emission zones, allowing only a limited number of vehicles to enter. Moreover, the proposed classifications are not feasible for heavy-duty vehicles and would not serve any useful purpose in categorizing them. A different approach should be considered for classifying such vehicles.

Article 5 – paragraph 3: deleted

Change 31

RemovedThis applies to all modern emission control systems and does not require a specific designation route, even as an option.

AddedArticle 5 – paragraph 4: deleted

RemovedArticle 5 – paragraph 4: 4. Manufacturers may designate vehicles of category M1 and N1 as “Euro 7G vehicle” where those vehicles are equipped with internal combustion engines with geofencing technologies.

RemovedGeo-fencing can ensure access to restricted areas for hybrid vehicles (e.g. low emission zones), but only if it is implemented consistently across EU cities—a patchwork approach cannot be applied under the internal market. Therefore, a clear definition of geo-fencing technology is necessary if it is to be included as an option, and existing OEM technologies should not be excluded from this option. Moreover, given that Euro 7G requirements apply only to hybrid cars with location determination, these requirements are not relevant for heavy-duty vehicles.

RemovedArticle 5 – paragraph 4 a (new): 4a. Manufacturers shall have the option to designate vehicles as "Euro 7 NF vehicles" if they are powered by CO2-neutral fuels, as defined in Article 3. This applies to vehicles that run solely on CO2-neutral fuels or a blend of conventional and CO2-neutral fuels, throughout their lifetime. If a vehicle exclusively uses CO2-neutral fuels, the CO2 emissions will be deemed as zero for the purposes of Regulation (EU) 2023/851 and the pending Regulation on CO2 emission standards for heavy duty vehicles.

RemovedProvides consistency with Regulation (EU) 2023/851.

Article 5 – paragraph 5: deleted

Change 32

RemovedGeo-fencing can ensure access to restricted areas for hybrid vehicles (e.g. low-emission zones), but only if it is implemented consistently across EU cities—a patchwork approach cannot be applied under the internal market. Therefore, a clear definition of geo-fencing technology is necessary if it is to be included as an option, and existing OEM technologies should not be excluded from this option. In addition, these requirements are not applicable for heavy-duty vehicles.

AddedArticle 5 – paragraph 6: deleted

RemovedArticle 5 – paragraph 6: 6. At the manufacturer’s request, for vehicles of category N2 and M2 with a maximum mass of 5.0 tonnes or less, the type-approval authority may grant an emission type-approval for N1 vehicle type. Such vehicles shall be designated as “Euro 7ext vehicle”.

RemovedTo simplify manufacturing processes and reduce high compliance costs, it is recommended that the exemption for N2 and M2 vehicles be extended to a maximum weight of 5.0 tonnes. The rationale behind this proposal is that these vehicle types often share the same platform as M1 and N1 vehicles. This weight limit aligns with VECTO, the second amendment to Regulation (EU) 2017/2400, which establishes certification standards for measuring CO2 emissions in medium lorries, heavy lorries, and heavy buses.

Article 5 – paragraph 7: deleted

Change 33

RemovedTo improve legal clarity, Articles 14-17 should incorporate all provisions related to secondary legislation.

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

RemovedArticle 6 – paragraph 2: deleted

RemovedThis requirement is contrary to the concept of CO2 in-service verification, currently being developed by the Commission under the requirements of Regulation (EU) 2023/851 and should therefore be removed.

RemovedArticle 6 – paragraph 3: 3. Manufacturers shall ensure the design and functionality of OBFCM, OBD and OBM devices and anti-tampering measures installed in these vehicles remain unaltered as long as the vehicle is in use.

RemovedEnsuring compliance with regulations throughout the entire lifespan of a vehicle is challenging and not practically feasible for manufacturers, as they would effectively need to account for, among other things, varied conditions and usage, the effects of time/usage as well as ownership and responsibility.

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

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

Change 34

RemovedThe level of detail provided in this paragraph creates a conflict, as there are currently no requirements outlined for OBM in the basic act. These requirements will only be fully defined at a later stage by means of a delegated act, which cannot currently be evaluated by the co-legislators.

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

RemovedArticle 6 – paragraph 6 – point a: deleted

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

RemovedLimits that are expressed in mg/km do not have a time duration associated with them and moreover, the OBM cannot initiate a repair. Therefore, the mandatory requirement for over-the-air (OTA) transmission of data should be re-assessed, as there are already viable alternatives available for managing fleet data, as outlined in Commission Implementing Regulation (EU) 2021/392.

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

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

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

RemovedLimits that are expressed in mg/km do not have a time duration associated with them and moreover, the OBM cannot initiate a repair. Therefore, the mandatory requirement for over-the-air (OTA) transmission of data should be re-assessed, as there are already viable alternatives available for managing fleet data, as outlined in Commission Implementing Regulation (EU) 2021/392.

RemovedArticle 6 – paragraph 6 – point c: deleted

RemovedLimits that are expressed in mg/km do not have a time duration associated with them, and the OBM cannot initiate a repair. Given this, the mandatory requirement for Over-The-Air (OTA) transmission of data should be reconsidered. This is because there are alternative methods available for effectively managing fleet data, which are outlined in Commission Implementing Regulation (EU) 2021/392.

RemovedArticle 6 – paragraph 7: 7. The OBFCM devices installed by the manufacturer in these vehicles shall be capable of communicating all legally required relevant vehicle data they record, optionally, via the OBD port and over the air.

RemovedIt is important to mention that certain types of data, including personal location data, cannot be transmitted due to the EU General Data Protection Regulation (EU) 2016/679 (GDPR). Additionally, the transmission of large volumes of vehicle data at a frequency that is currently unknown poses potential security concerns and remains an unresolved issue.

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

Article 6 – paragraph 9: deleted

Change 35

RemovedTo improve legal clarity, Articles 14—17 should incorporate all provisions related to secondary legislation.

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

Change 36

RemovedThe obligation to issue a declaration of conformity for adaptive controls and geofencing cannot be enforced until the corresponding requirements are adopted in the relevant secondary legislation.

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

RemovedArticle 7 – paragraph 4: deleted