Text · Opinion parliamentary committee draft
On the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009
Full title
On the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009
Document IMCO-PA-746967 · COM(2022)0586 – C90375/2022 – 2022/0365(COD)
- Kind
- Opinion parliamentary committee draft IMCO-PA-746967
- Date
- 3 May 2023
- Committee
- Committee on the Internal Market and Consumer Protection
- Rapporteur
- Antonius Manders
- Dossier
- 2022-0365
More facts (2)
- Formats
- Official page PDF Word
- Reference
- COM(2022)0586 – C90375/2022 – 2022/0365(COD)
In short
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AI: In short Written by AI from the official text — check the source · deepseek-flash · 26 Sept 2026
The Committee on the Internal Market and Consumer Protection proposes amendments to the Commission's proposed Euro 7 regulation on type-approval of motor vehicles as regards emissions and battery durability. The amendments add full life-cycle emissions to the scope, require a testing framework for driving conditions, and set new application dates. They also require the Commission to report on technical progress and full life-cycle emissions every three years and to propose rules for vehicles running primarily on CO2 neutral fuels after 2035.
Position. The committee proposes to amend the Commission's proposal by adding full life-cycle emissions to the scope, requiring a testing framework, setting new application dates, and asking the Commission to report and propose rules for CO2 neutral fuel vehicles after 2035.
Key points
- The committee calls on the Committee on the Environment, Public Health and Food Safety to take its amendments into account.
- A new recital says technical requirements should support internal market competitiveness and strategic autonomy, and that full life-cycle emissions should be assessed as part of non-exhaust emissions.
- Recital 6 adds that technological progress should be reflected in Union legislation by setting realistic emissions targets for 2035 onwards and repealing Regulation (EU) 2023/851.
- Recital 12 says the Commission should prepare a report on tyre abrasion by the end of 2024 and propose tyre abrasion limits in line with the UN World Forum for Harmonisation of Vehicle Regulations (WP29).
- Recital 14 adds that traction battery vehicles should be durable, affordable, have a common charger and smart charging functions, and that the Commission should assess the impact of charging infrastructure on CO2 emissions.
- Recital 18 changes the condition for a Commission proposal on registering after 2035 new light-duty vehicles running primarily on CO2 neutral fuels outside CO2 fleet standards.
- Article 3(2)(30) redefines 'non-exhaust emissions' to include brake emissions and full life-cycle emissions.
- Article 14(4) adds methods to determine full life-cycle emissions and requires implementing acts to lay down a testing framework for driving conditions.
- A new Article 19a requires the Commission to report every three years on technical progress and full life-cycle emissions, and to propose by six years after application a legislative proposal for registering after 2035 new vehicles running primarily on CO2 neutral fuels.
- Article 20(2) sets application dates: 36 months after entry into force for N1 vehicles, 60 months for N2 and N3 vehicles and O3, O4 trailers, and 48 months for M1, M2 and M3 vehicles.
- Article 20(3) changes the application date for M1 and N1 vehicles constructed by small volume manufacturers from 1 July 2030 to 1 July 2035.
Who is affected
- Manufacturers of M1, M2, M3, N1, N2 and N3 vehicles and O3, O4 trailers, who face new application dates.
- Small volume manufacturers of M1 and N1 vehicles, for whom the application date changes to 1 July 2035.
- Buyers of second hand electric vehicles, who benefit from battery state-of-health monitors and durability requirements.
- The Commission, which must prepare reports and a legislative proposal.
Figures and deadlines
- By 2050, non-exhaust emissions are expected to constitute up to 90% of all particles emitted by road transport.
- The Commission should prepare a report on tyre abrasion by the end of 2024.
- Emission limits were adopted in 2007 for light-duty vehicles and in 2009 for heavy-duty vehicles.
- The Commission shall present a report by 3 years after the date of application of this Regulation and every three years thereafter.
- The Commission shall present by 6 years after the date of application of this Regulation a legislative proposal for registering after 2035 new vehicles running primarily on CO2 neutral fuels.
- It shall apply 36 months after entry into force for N1 vehicles, 60 months for N2 and N3 vehicles and O3, O4 trailers, and 48 months for M1, M2 and M3 vehicles.
- It shall apply from 1 July 2035 for M1, N1 vehicles constructed by small volume manufacturers.
Text
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Jump to an amendment (11)
The Committee on the Internal Market and Consumer Protection calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to take the following into account:
| Text proposed by the Commission | Amendment |
|---|---|
| (2 a) The technical requirements set out in this Regulation should support the competitiveness of the internal market and strengthen the Union's strategic autonomy. In order to ensure technological progress, innovation and independence of Union industry, the full life-cycle emissions of vehicles should be assessed as part of the non-exhaust emissions. |
| Text proposed by the Commission | Amendment |
|---|---|
| (6) Furthermore, the current emission limits were adopted in 2007 for light-duty vehicles and for heavy-duty vehicles in 2009. Both emission limits were adopted on the basis of the then available technology. Since then, technology has advanced and the level of emissions achieved with a combination of current technologies is much lower than that achieved more than 15 years ago. That technological progress should be reflected in emission limits based on state-of-the-art existing technology and knowledge of pollution controls and for all relevant pollutants. | (6) Furthermore, the current emission limits were adopted in 2007 for light-duty vehicles and for heavy-duty vehicles in 2009. Both emission limits were adopted on the basis of the then available technology. Since then, technology has advanced and the level of emissions achieved with a combination of current technologies is much lower than that achieved more than 15 years ago. That technological progress should be reflected in emission limits based on state-of-the-art existing technology and knowledge of pollution controls and for all relevant pollutants. That technological progress should also be reflected in Union legislation, by setting realistic and reasonable emissions targets for 2035 onwards, by repealing Regulation (EU) 2023/851. |
| Text proposed by the Commission | Amendment |
|---|---|
| (12) Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non-exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non-exhaust emissions should therefore be measured and limited. The Commission should prepare a report on tyre abrasion by the end of 2024 to review the measurement methods and state-of-the-art in order to propose tyre abrasion limits. | (12) Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non-exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non-exhaust emissions should therefore be measured and limited. The Commission should prepare a report on tyre abrasion by the end of 2024 to review the measurement methods and state-of-the-art in order to propose tyre abrasion limits, in line with the UN World Forum for Harmonisation of Vehicle Regulations (WP29). |
| Text proposed by the Commission | Amendment |
|---|---|
| (14) Vehicles with traction batteries, including plugin hybrids and battery electric vehicles, contribute to the decarbonisation of the road transport sector. In order to gain and increase consumer trust in such vehicles, they should be performant and durable. It is therefore important to require that traction batteries retain a good part of their initial capacity after many years of use. That is of particular importance to buyers of second hand electric vehicles to ensure that the vehicle will continue to perform as expected. Monitors of the battery state-of-health should therefore be required for all vehicles that use traction batteries. In addition minimum performance requirements for battery durability of passenger cars should be introduced, taking into account the UN Global Technical Regulation 2247 . | (14) Vehicles with traction batteries, including plugin hybrids and battery electric vehicles, contribute to the decarbonisation of the road transport sector. In order to gain and increase consumer trust in such vehicles, they should be performant, durable, affordable, have a common charger and smart charging functions such as vehicle-to-grid, vehicle-to-load, vehicle-to-vehicle and vehicle-to-powerbank and vehicle-to-building charging, including underbody charging. It is therefore important to require that traction batteries retain a good part of their initial capacity after many years of use. That is of particular importance to buyers of second hand electric vehicles to ensure that the vehicle will continue to perform as expected. Monitors of the battery state-of-health should therefore be required for all vehicles that use traction batteries. In addition, minimum performance requirements for battery durability of passenger cars should be introduced, taking into account the UN Global Technical Regulation 2247. The infrastructure for vehicles with traction batteries should be equipped to support those vehicles, such as battery charging stations, rapid charging stations and battery exchange stations. The Commission should assess the impact of developing such infrastructure for vehicles with traction batteries on the CO2 emissions in the Union. |
| 47 United Nations Global Technical Regulation on In-vehicle Battery Durability for Electrified Vehicles, UN GTR 22 | 47 United Nations Global Technical Regulation on In-vehicle Battery Durability for Electrified Vehicles, UN GTR 22 |
| Text proposed by the Commission | Amendment |
|---|---|
| (18) In case the Commission makes a proposal for registering after 2035 new light-duty vehicles running exclusively on CO2 neutral fuels outside the scope of the CO2 fleet standards, and in conformity with Union law and the Union’s climate neutrality objective, this Regulation will need to be amended to include the possibility to type approve such vehicles. | (18) The Commission should make a proposal for registering after 2035 new light-duty vehicles running primarily on CO2 neutral fuels outside the scope of the CO2 fleet standards, and in conformity with Union law, this Regulation will need to be amended to include the possibility to type approve such vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| (30) ‘non-exhaust emissions’ means evaporative, tyre abrasion, and brake emissions; | (30) ‘non-exhaust emissions’ means evaporative, tyre abrasion, brake emissions, and full life-cycle emissions; |
| Text proposed by the Commission | Amendment |
|---|---|
| (b a) the methods to determine the full life-cycle emissions of a vehicle; |
| Text proposed by the Commission | Amendment |
|---|---|
| Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2). | Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2). Those implementing acts shall also lay down a testing framework determining the technical criteria for how the driving is to be performed for the purposes of tests. Only tests in these conditions are valid. |
| Text proposed by the Commission | Amendment |
|---|---|
| Article 19 a | |
| Review | |
| By [OP: Please insert the date = 3 years after the date of application of this Regulation] and every three years thereafter, the Commission shall present a report to the European Parliament and the Council on the technical progress and the full life-cycle emissions of vehicles. | |
| This report shall include an evaluation of the durability and desirability of Regulation (EU) 2023/851 and the CO2 emissions in the Union caused by the necessary development of the infrastructure for vehicles with traction batteries. | |
| The Commission shall present by [OP: Please insert the date = 6 years after the date of application of this Regulation] a legislative proposal for registering after 2035 new vehicles running primarily on CO2 neutral fuels. |
| Text proposed by the Commission | Amendment |
|---|---|
| It shall apply from 1 July 2025 for M1, N1 vehicles and components and separate technical units for those vehicles and from 1 July 2027 for M2, M3, N2, N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers. | It shall apply 36 months after entry into force of this Regulation for N1 vehicles and components and separate technical units for those vehicles, 60 months after entry into force of this Regulation for N2 and N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers and 48 months after entry into force of this Regulation for M1, M2 and M3 vehicles and components and separate technical units for those vehicles. |
| Text proposed by the Commission | Amendment |
|---|---|
| It shall apply from 1 July 2030 for M1, N1 vehicles constructed by small volume manufacturers. | It shall apply from 1 July 2035 for M1, N1 vehicles constructed by small volume manufacturers. |
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Sources & citation
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- Data source
- Licensed CC BY 4.0.
- Retrieved
- 26 September 2026
Cite as
European Parliament (2023). “DRAFT OPINION on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009”. Text, 3 May 2023. docId IMCO-PA-746967. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/IMCO-PA-746967 (retrieved 26 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/IMCO-PA-746967 (CC BY 4.0).
BibTeX
@misc{epw-text-imco-pa-746967,
author = {{European Parliament}},
title = {{DRAFT OPINION on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009}},
year = {2023},
date = {2023-05-03},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/IMCO-PA-746967}},
url = {https://news.eu-parl.st-solutions.dev/texts/IMCO-PA-746967},
urldate = {2026-09-26},
publisher = {EU Parl Watch Research},
note = {Text. docId IMCO-PA-746967. Data: EP Open Data API: document record (CC BY 4.0)}
}