Changes from report parliamentary committee draft to plenary report

Change 66

RemovedTo provide coherence with the timeframes indicated in Article 10.

AddedAnnex I – Table 4 – Title: Euro 7 brake particle emission limits in standard driving cycle for internal combustion engine vehicles applying until 31/12/2034

RemovedArticle 20 – paragraph 3: It shall apply as from 1 July 2035 for M1, N1 vehicles and components and separate technical units, constructed by small volume manufacturers and vehicles categorized following Regulation (EU) 2018/858, Part A, 5.2 as SB.

RemovedFor consistency with Regulation (EU) 2023/851. In addition, this proposal should account for armored vehicles, which are heavier due to their anti-bullet armor plating—these vehicles are important for protecting people and goods, and are already categorized as special purpose vehicles (Code SB) under Regulation (EU) 2018/858. Although only a small number of these vehicles are registered each year, they should, as with small volume manufacturers, be excluded from the scope of this Regulation.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedHeavier vans, classified as N1 vehicles with a power-to-mass ratio less than 44 kW/t, are often subject to unfair treatment because they are mistakenly perceived as being equivalent to small passenger cars. Moreover, these N1 category vehicles are often used for utility rather than mobility purposes, as recognized in the Euro 6 standards and therefore, the emission limits should be adjusted accordingly, with the reintroduction of specific limits for N1 class III.

RemovedWith a focus on reducing emissions from heavy-duty vehicles, the ACEA Euro 7 proposal, published in 2021, provides a good basis for establishing limit values for M2, M3, N2 and N3 vehicles. Its primary aim is to decrease the levels of main pollutants by 50%.It aims to decrease the main pollutants by 50% and recognizes the new PN10 test procedure, which increases the severity by 30-40%. A key feature of the proposal is the retention of stricter test bed limits but with the inclusion of a conformity factor (of 1.5) for transposing the engine test limits to an on-road in-service conformity procedure for the entire vehicle.

RemovedVehicle weight does not affect evaporative emissions, regardless of vehicle category. Evaporative emissions are mostly linked to vehicle size when padding is present, but light commercial vehicles with steel load spaces do not emit such pollutants. Therefore, to ensure technological neutrality and regulatory simplicity, the same rules should apply to both M1 and N1 vehicles.

RemovedImplementing new controls for refuelling emissions (ORVR) for a technology that is being phased out seems illogical, considering that Stage II at petrol stations fulfils the same purpose and addresses refuelling emissions for all petrol vehicles, not just newly manufactured ones.

RemovedOne set point after 8 years and 160 000 km is sufficient as defined also at UNECE level.

RemovedOne set point after 8 years and 160 000 km is sufficient as defined also at UNECE level.

RemovedFurther clarification is needed regarding the conditions under which the 1.6 factor is applied. It is also crucial to explicitly mandate the use of RDE UN GTR Appendix 11 normalization, especially for infrequent driving scenarios.

RemovedFurther clarification is needed regarding the conditions under which the 1.6 factor is applied.

RemovedFurther clarification is needed regarding the conditions under which the 1.6 factor is applied. It is also crucial to explicitly mandate the use of RDE UN GTR Appendix 11 normalization, especially for infrequent driving scenarios. The term "any" should be re-evaluated to exclude atypical and infrequent driving situations that do not accurately represent real-world driving conditions and render compliance with emission limits unattainable. Moreover, manufacturers should not be allowed to exploit low mileage testing to obtain a 1.6 factor during the type approval process. The criteria for type approval should be obligatory, while still allowing for testing with low mileage to shorten vehicle run-in time.

RemovedThe term "any" should be re-evaluated to exclude atypical and infrequent driving situations that do not accurately represent real-world driving conditions and render compliance with emission limits unattainable

RemovedManufacturers should not be allowed to exploit low mileage testing to obtain a 1.6 factor during the type approval process. The criteria for type approval should be obligatory, while still allowing for testing with low mileage to shorten vehicle run-in time.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedThe limits cannot be separated from the test procedures, and the proposed shift in the Euro 7 heavy duty vehicle approval system is a significant change for the European sector. Currently, the engine-based approval system is in place, which verifies compliance by evaluating the engine installed in vehicles. This system is well established in the UNECE, and more than 60 contracting parties adhere to it, including North America, which, despite not applying UNECE Regulations, follows the engine approach for heavy duty vehicles due to its suitability for engines and work-performing vehicles.

RemovedConducting evaporative emissions testing on a vehicle at 38°C using a fuel intended for winter use in Arctic regions would be highly misleading and not reflective of real-world conditions.

RemovedWhile the majority of vehicles are likely to reach mileage thresholds within eight years, certain vehicle applications with low annual mileage may take over thirty years to reach maximum extended lifetime mileage values. Therefore, requiring manufacturers to ensure compliance for such an extended period would be disproportionate. Introducing a time limit for the additional lifetime, as done for the main lifetime, offers a reasonable solution.

RemovedWhile the majority of vehicles are likely to reach mileage thresholds within eight years, certain vehicle applications with low annual mileage may take over thirty years to reach maximum extended lifetime mileage values. Therefore, requiring manufacturers to ensure compliance for such an extended period would be disproportionate. Introducing a time limit for the additional lifetime, as done for the main lifetime, offers a reasonable solution.

RemovedThis approach would reduce the testing and administrative burden on both vehicle manufacturer and approval authority. The amendment complements the proposed modification for Table 5 within this annex.

RemovedThe amendment eliminates the need for redundant testing of an engine system that has already been certified as a Standard Technical Unit (STU) in different vehicle types, thereby reducing duplication.

RemovedThe amendment eliminates the need for redundant testing of an engine system that has already been certified as a Standard Technical Unit (STU) in different vehicle types, thereby reducing duplication.

RemovedAmendment to align with amendment proposed to Annex V – table 5.