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AMENDMENTS

* Consultation procedure

The Committee on Industry, Research and Energy calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to take into account the following amendments:

*** Consent procedure

***I Ordinary legislative procedure (first reading)

***II Ordinary legislative procedure (second reading)

***III Ordinary legislative procedure (third reading)

(The type of procedure depends on the legal basis proposed by the draft act.)

Amendments to a draft act

Amendments by Parliament set out in two columns

Deletions are indicated in bold italics in the left-hand column. Replacements are indicated in bold italics in both columns. New text is indicated in bold italics in the right-hand column.

The first and second lines of the header of each amendment identify the relevant part of the draft act under consideration. If an amendment pertains to an existing act that the draft act is seeking to amend, the amendment heading includes a third line identifying the existing act and a fourth line identifying the provision in that act that Parliament wishes to amend.

Amendments by Parliament in the form of a consolidated text

New text is highlighted in bold italics. Deletions are indicated using either the ▌symbol or strikeout. Replacements are indicated by highlighting the new text in bold italics and by deleting or striking out the text that has been replaced.

By way of exception, purely technical changes made by the drafting departments in preparing the final text are not highlighted.

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

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

(COM(2022)0586 – C90375/2022 – 2022/0365(COD))

(Ordinary legislative procedure: first reading)

– having regard to the Commission proposal to Parliament and the Council (COM(2022)0586),

– having regard to Article 294(2) and Article 114 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C90375/2022),

– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

– having regard to the opinion of the European Economic and Social Committee of xxx[1],

– having regard to the opinion of the Committee of the Regions of xxx[2],

– having regard to Rules 59 of its Rules of Procedure,

– having regard to the opinion of the Committee on Industry, Research and Energy, the Committee on the Internal Market and Consumer Protection and the Committee on Transport and Tourism,

– having regard to the report of the Committee on the Environment, Public Health and Food Safety (A90000/2023)

1. Adopts its position at first reading hereinafter set out;

2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;

3. Instructs its President to forward its position to the Council, the Commission and the national parliaments;

Amendment 1

(4) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) are currently set out in two Regulations that apply to emission type-approval for light-duty and heavy-duty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European Parliament and of the Council (‘Euro 6’)44 and Regulation (EC) No 595/2009 of the European Parliament and of the Council (‘Euro VI’)45 . The reason for having two Regulations was that the emissions of heavy-duty vehicles were checked based on engine testing, while for light-duty vehicles the basis was whole vehicle testing. Since then, methodologies have been developed that allow testing of both light- and heavy-duty vehicles on the road. It is therefore no longer necessary to base type-approval on engine testing.

(4) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) are currently set out in two Regulations that apply to emission type-approval for light-duty and heavy-duty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European Parliament and of the Council (‘Euro 6’)44 and Regulation (EC) No 595/2009 of the European Parliament and of the Council (‘Euro VI’)45 . The reason for having two Regulations was that the emissions of heavy-duty vehicles were checked based on engine and vehicle testing, while for light-duty vehicles the basis was whole vehicle testing.

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45 Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1).

45 Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy-dutyheavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1).

Or. en

Justification

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Amendment 2

Amendment

(4a) The EU General Safety Regulation ((EU) 2019/2144) establishes the necessary type approval requirements for newly manufactured tyres C1, C2,C2 and C3 tyres.are Itset outlinesin the General Safety Regulation ((EU) 2019/2144). Consequently, this Regulation complements those technical requirements that– servewhich asremain the basis for new tyre type approval,approval including- additionalwith requirementstyre forabrasion tyrerequirements. abrasion.The Currently,test themethod UNto Worldmeasure Forumtyre forabrasion Harmonizationas ofwell Vehicleas Regulationstyre (WP29)abrasion islimits developingare abeing testdeveloped methodin tothe measureUN. tyreIn abrasion,order alongto withadopt thesuch correspondingtest definitionsmethod, relevant definitions, and limits.tyre Toabrasion adoptlimits, this testRegulation method,will have to be supplemented by secondary legislation along with manufacturers'the manufacturers’ obligations and a relevant timeline for implementation,implementation as well as a transitional period for tyres producedmanufactured after a certain date, this Regulationdate needsaccording to beArticle supplemented11 byparagraph delegated3a acts.(new).

Or. en

Justification

It is important to establish a connection between the type approval requirements for newly manufactured C1, C2, and C3 tyres set by the General Safety Regulation ((EU) 2019/2144) and the provisions regarding tyre abrasion in this Regulation.

It is necessary to link Euro 7 with the General Safety Regulation.

Amendment 3

Proposal for a regulation

Recital 5

Text proposed by the Commission

Amendment

(5) Incorporating the requirements laid down in Regulation (EC) No 715/2007 and Regulation (EC) No 595/2009 into a single Regulation should ensure internal coherence of the system of emission type-approvals for both light and heavy-duty vehicles, while allowing for different emission limits for such vehicles.

(5) Incorporating the requirements laid down in Regulation (EC) No 715/2007 and Regulation (EC) No 595/2009 into a single Regulation should ensure internal coherence of the system of emission type-approvals for both light and heavy-duty vehicles, while allowing for different emission limits and testing parameters for such vehicles.

Or. en

Amendment 4

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

(7) It is also necessary to reduce complexity, administrative and implementation costs for manufacturers and authorities and to ensure effective and efficient implementation of the Euro emission standards. Simplification is achieved by eliminating different application dates for the limits and tests which existed under Euro 6 and Euro VI, by eliminating multiple and complex emission tests where such tests are not needed, by referring to standards under existing UN Regulations where applicable, and by ensuring a streamlined and consistent set of procedures and tests for the various phases of the emission type-approval.

(7) It is also necessary to reduce complexity, administrative and implementation costs for manufacturers and authorities and to ensure effective and efficient implementation of the Euro emission standards. The process of simplification involves removing various application dates for limits and tests found in Euro 6 and Euro VI, eliminating excessive and convoluted emission tests, referencing relevant standards from existing UN Regulations where applicable, and establishing a streamlined and standardized set of procedures and tests for all phases of emission type-approval. To this end, it is imperative that this regulatory act upholds the mobility rights of EU citizens, while ensuring freedom of choice in purchasing their preferred vehicle or engine. It is also essential to keep the prices of private and commercial vehicles affordable for citizens and businesses, to maintain industrial competitiveness and innovation, and to support job creation and skill development in the sector. To achieve these goals, the EU should offer dedicated financial resources and programs as the industry transitions towards carbon neutrality.

Or. en

Amendment 5

Proposal for a regulation

Recital 7 a (new)

Text proposed by the Commission

Amendment

(7a) While Euro 7 standards are focused on setting stricter emission standards for vehicles running on a conventional internal combustion engine, it is also necessary to underline the importance of prioritising industrial investment in the development and adoption of CO2 neutral and zero-emission vehicles. By focusing resources on these technologies, the EU can accelerate the transition towards a more sustainable transportation sector and improve air quality, particularly in urban areas, where traffic congestion and pollution can have adverse effects on public health. This approach involves directing financial support, research and development efforts, and regulatory incentives towards fostering advancements in CO2 neutral and zero-emission vehicle technology.

Or. en

Amendment 6

Proposal for a regulation

Recital 7 b (new)

Text proposed by the Commission

Amendment

(7b) The rising cost of living is the most pressing worry for 93% of European citizens according to the results of the European Parliament’s Autumn 2022 Eurobarometer1a. It is therefore vitally important to ensure affordable new vehicle prices for consumers and businesses as they provide essential mobility, and often represent the primary mode of transportation due to limited public transportation options, particularly in suburban and rural areas. In this context, the Commission's estimates of additional direct costs for vehicle categories appear incomplete, as they neglect to account for the indirect costs to consumers and the increased manufacturing expenditure associated with battery-electric vehicles, particularly battery durability. According to industry analysis, the actual average incremental direct costs of Euro 7, primarily driven by equipment and investment expenditures, significantly exceed the figures presented in the impact assessment. These higher estimates range from €2,000 per passenger car/light-duty vehicle to €12,000 per heavy-duty vehicle, representing a four to tenfold increase compared to the Commission's projections1b.

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1a https://europa.eu/eurobarometer/surveys/detail/2932

1b Frontier Economics, Regulatory costs of Euro 7 – findings from an industrial survey, 23 May 2023.

Or. en

Amendment 7

Proposal for a regulation

Recital 7 c (new)

Text proposed by the Commission

Amendment

(7c) The Commission's impact assessment also overlooks the high indirect costs to consumers resulting from increased fuel consumption, especially for heavy-duty vehicles. These unaccounted outgoings could exceed the total costs reported in the Commission evaluation. Experts in the industry note that meeting the proposed Euro 7 requirements may lead to higher fuel consumption, including additional fuel required to warm up the catalytic converter during cold starts. This results in substantial additional indirect costs for consumers and logistics companies. For example, a heavy-duty vehicle with a mileage of around 1 million kilometres and a fuel consumption rate of 25 litres per 100 kilometres, with diesel priced at €2 per litre, would incur an extra cost of €17,500 over its lifetime due to a 3.5%-point fuel increase. Similarly, the fuel cost increase for passenger cars and light commercial vehicles under Euro 7 would amount to approximately €700 per vehicle1a. Moreover, the impact assessment fails to account for other factors that could escalate costs for consumers, such as new requirements related to reducing tyre abrasion emissions, higher charges associated with battery-electric vehicles, and potential limitations in entry-level vehicle choices for consumers.

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1a Frontier Economics, Regulatory costs of Euro 7 – findings from an industrial survey, 23 May 2023.

Or. en

Amendment 8

Proposal for a regulation

Recital 8

(8) In order to ensure that the emissions for both light and heavy duty vehicles are limited in real life, testing vehicles in real conditions of use with a minimum set of restrictions, boundaries and other driving requirements and not only in the laboratory is required.

(8) In order to ensure that the exhaust emissions for both light and heavy-dutyheavy duty vehicles are limited in real life, testing vehicles acrossin real conditions of use over a statistically representative,representative non-biased set of restrictions, boundaries and other driving requirements and not only in the laboratory is required.

Or. en

Justification

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Amendment 94

Proposal for a regulation

Justification

The impact assessment for this Regulation lacks evidence to support the elimination of conformity factors for heavy-duty vehicles. Instead, it relies on approximations and assumptions about potential progress. It is important to note that conformity factors in Euro VI have a context. During in-service conformity (ISC) testing with PEMS, the actual test cycle is not run, and the PEMS equipment used is simplified compared to what is used in a test cell. This is why a conformity factor was introduced, determined to be 1.5, that accounts for the difference between the semi-transient test cycle and the WNTE (World-Wide Not To Exceed) requirement.

There is no evidence for this in the background material for Euro 7, only assumptions for future improvements.

Amendment 105

Proposal for a regulation

(11) There are now technologies available and used widely worldwide that limit evaporative emissions of volatile organic compounds during the use, parking and refuelling of a vehicle with petrol fuel. It is therefore appropriate to set the emission limits for such volatile organic compounds at a lower level and introduce emission limits for the refuelling phase.

(11) There are now technologies available and used widely worldwide that limit evaporative emissions of volatile organic compounds during the use, parking and refuelling of a vehicle with petrol fuel. It is therefore appropriate to set the emission limits for such volatile organic compounds at a lower level for new vehicles and Member States may adoptvia other measuresmeans at the national level to ensure that Stage II refuelling controls at petrolfilling stations, inas accordancereferred withto Commissionin Directive 2014/99/EU, maintain theirremain efficacyefficient inat controlling refuelling of all petrol-runvehicles vehicles.filling with petrol.

Or. en

Justification

While it may be feasible to establish more stringentlower evaporative emission limits for new gasoline-powered vehicles, it is crucial topetrol carefullyvehicles assessmay whetherbe thecapable, associateddo costs outweighjustify the benefits of reducing volatile organic compound (VOC) emissions. This consideration becomes particularly relevant given the anticipatedin phasingVOC outreduction offor vehicles with internal combustion engines in the near future. Moreover,that certainwill Membersoon Statesbe alreadyphased-out. enforceSimilarly, Stage II vaporat recoveryfilling systemstations requirementsis atalready petrolin stations,place whichacross involvethe EU with efficiency monitoring torequired achievein comparablesome efficiencymembers levelsstates asensuring Onboardan Refuelingefficiency Vaporsimilar Recoveryto (ORVR),that acrossdelivered theby entireORVR vehiclebut fleetfor all vehicles in the EU.fleet.

Amendment 116

Proposal for a regulation

(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 developed in the UN WP29 common GRBP/GRPE Task Force on Tyre Abrasion with the view of ensuring consistency in the definition of tyre abrasion limits. Additionally,In addition, the report should comprehensivelyinclude, evaluateto the impactextent ofpossible, thean tyreimpact abrasionassessment rateon limitstyre andabrasion requirements, which willfilling addressthe deficienciesgaps identified in the impact assessmentthis ofRegulation’s thisimpact Regulation.assessment.

Or. en

Justification

The CommissionEuro acknowledges7 inImpact theAssessment impactclarify assessmenthow thatit therecould arenot stilldeal technologicalwith limitationstyre inabrasion settingdue regulatoryto limitsthe andlack testingof modalitiestechnical forsupporting tyreelements abrasion.(footnote For136, thatpage reason,29 itof the European Commission’s Impact Assessment for Euro 7). It is recommended to conductthat a furtherprecise customizedimpact assessment,assessment whichis shouldcarried includeout, with the inclusion of a an evaluation of the EU'sEuropean tyre testing capacity toin testterms of tyre abrasion.

Amendment 127

Proposal for a regulation

Recital 14 a (new)

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 .

(14a) OBM, OBFCM or SOH devices use data generated by the vehicle to monitor its compliance with this Regulation. This same data must be shared according to the Data Act to the vehicle users and their service providers so that the vehicle users can benefit from advice and recommendations on how to limit the vehicle’s emissions, its energy consumption and extend its battery-life through improved use of the vehicle.

(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 range (SOCR) or state of energy (SOCE) 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 .

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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

Or. en

Justification

An update is necessary for technical accuracy as the term "state-of-health" is not included in UN Global Technical Regulation No.22.

EURO 7 represents the opportunity to guarantee access to data generated by the vehicle regarding its emissions, energy consumption, battery state of health to third parties for all vehicles equipped with OBM, OBFCM or SOH devices. Only access to the input data of these devices can guarantee innovative service offers to users and contribute to the development of more sustainable technologies.

Amendment 138

Proposal for a regulation

(15) Tampering of vehicles to remove or deactivate parts of the pollution control systems is a well-known problem. Such practice leads to uncontrolled emissions and should be prevented. Tampering of the odometer, leads to false mileage and hampers the proper in-service control of a vehicle. It is therefore of the utmost importance to guarantee the highest possible security protection of those systems, complete with security certificates and appropriate anti-tampering protection to ensure that neither pollution control systems nor the vehicle odometer can be tampered with.

(15) Tampering of vehicles to remove or deactivate parts of the pollution control systems is a well-known problem. Such practice leads to uncontrolled emissions and should be prevented through action to deterprevent the advertising, sale and installation of tampering devices. Tampering of the odometer, leads to false mileage and hampers the proper in-service control of a vehicle, therefore allso Member States should follow the example of other Member States and introduce vehicle mileage recording when a vehicle is serviced or during aat periodic technical inspection. Accordingly, itIt is therefore important that new vehicles are designed with appropriate security protection of those systems.

Or. en

Justification

Enforcing a high level of security protection throughout a vehicle's lifespan from production would prove to be a significant challenge due to the continued availability of tampering services across the EU. To address this issue, it is necessary to prohibit the advertising, sale, and installation of tampering devices or services at both the EU and Member State levels. In fact, some Member States have already implemented effective measures such as official vehicle mileage recording during service intervals or the Periodical Technical Inspection (PTI) process to prevent vehicle tampering and improve security. These measures have proven to be successful in reducing the incidence of vehicle tampering.

Guaranteeing high security protection over the vehicle's lifetime, as this regulation requires, is very demanding. Indeed, vehicle tampering services remain still widely available throughout the EU and for this reason, installation of tampering devices needs to be prohibited both at national and European level.

Amendment 149

Proposal for a regulation

(16) Sensors installed on vehicles are already used today to detect anomalies on emissions and trigger related repairs through the on-board diagnostic (OBD) system. The OBD system currently in use, however, does not detect accurately or timely the malfunctions and neither does it sufficiently and timely force repairs. As a result, it is possible that vehicles emit much more than they are allowed to do. The sensors used up to now for OBD can also be used to monitor and control the emission behaviour of the vehicles on a continuous basis via an on-board monitoring (OBM) system. The OBM will also warn the user to perform repairs of the engine or the pollution control systems when these are needed. It is therefore appropriate to require that such a system is installed and to regulate its technical requirements.

(16) Sensors and other sophisticatedcomplex strategiessystems installed on vehicles are already used today to enhance their functionality in order to detect anomalies on exhaust emissions, store datainformation and trigger the need for related repairs through the on-board diagnostic (OBD) system and the dashboard Malfunctionmalfunction Indicatorindicator (MI). It is possible that vehicles emit much more than they are allowed to do depending on how promptlylong drivers or operators addresstake theto warningfollow signalledthe byindication theof MI.the InOBD someMI. cases,Some sensors that haveused beenup ordinarilyto usednow for OBD can also servebe theused purposeto ofmonitor monitoringand control the exhaust emission behaviour of vehicles,the therebyvehicles enhancingand themay efficiencyhelp andimprove the functionality of OBD.

Or. en

Justification

The Commission proposal portrays the on-board diagnostic (OBD) system in an unfavourable light, implying that it has inherent drawbacks. However, this characterization is unwarranted, as some sensors, while not controlling emissions behaviour, can still monitor emissions behaviour to a certain extent.

Amendment 15

Proposal for a regulation

Recital 17

Text proposed by the Commission

Amendment

(17) Manufacturers may opt to produce vehicles which comply with lower emission limits or with better battery durability than what is required in this Regulation, or which include advanced options including geofencing and adaptive controls. Consumers and national authorities should be able to identify such vehicles through appropriate documentation. An environmental vehicle passport (EVP) should therefore be made available.

deleted

Or. en

Justification

Although manufacturers have the freedom to exceed regulatory requirements, it is important that this legislation does not inadvertently introduce measures that exceed the requirements of this Regulation, resulting in a higher level of overall ambition.

The two systems OBD and OBMs are currently fit to measure exhaust emissions. Moreover, some sensors do not control emissions behaviour, but they can monitor emission behaviour within certain constraints.

Amendment 1610

Proposal for a regulation

(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) InThe orderCommission toshould alignmake witha theproposal provisionsfor ofregistering Regulationafter (EU)2035 2023/851,new itvehicles isrunning recommendedexclusively thaton theCO2 Commissionneutral proposefuels and vehicles running on a measureblend forof registeringconventional newand vehiclesCO2-Neutral thatFuels, exclusivelyin runconformity onwith CO2the neutralUnion fuelslaw afteron 2035,type approval of vehicles, outside the scope of the CO2 fleet standardsemission performance standards, and in complianceconformity with Union law and the Union's climate neutrality objective. Consequently,Therefore, this Regulation will need to be amended to include the possibility to type approve such vehicles.

Or. en

Amendment 17

Justification

Alignment with the text of the existing Regulation on light-duty vehicles. The registration after 2035 should be foreseen for all road transport. Moreover, to facilitate the full decarbonization of transport and as a transitional measure, CO2-neutral fuels should be initially blended with conventional fuels.

Amendment 11

Proposal for a regulation

(19) Emissions from vehicles sold by small volume manufacturers constitute an insignificant part of emissions in the Union. Some flexibility may therefore be allowed in some of the requirements for such manufacturers. Small volume manufacturers should therefore be able to substitute certain tests during type-approval with declarations of compliance, while ultra-small volume manufacturers should be allowed to use laboratory tests based on random real-driving cycles.

(19) Emissions from vehicles sold by small volume manufacturers have aconstitute negligiblean impactinsignificant onpart overallof emissions in the Union. ForFlexibility thatshould reason,therefore itbe isallowed appropriatefor tosuch providemanufacturers flexibilityin forrelation suchto manufacturers,what givenis thealso compliancedemanded requirementsthrough alsothe mandatedCO2 underregulations Regulation[insert (EU)OJ 2023/851,reference] by deferringdelaying the application of Euro 7 standards until 2035.

Or. en

Justification

To ensure coherence with Regulation (EU) 2023/851 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition.

In order to align with cars/van CO2 regulation.

Amendment 1812

Proposal for a regulation

(21) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to obligations of manufacturers as part of type-approval and procedures, test and methodologies to be applied for declaration of conformity, conformity of production check, in-service conformity-check and environmental vehicle passport (EVP); options and designations of vehicles; requirements, tests, methods and corrective measures related to durability of vehicles, systems, components and separate technical units, as well as registration and communication capabilities of OBM systems, including for the purpose of periodic technical inspections and roadworthiness checks; requirements and information to be provided by manufacturers of multistage vehicles as well as procedures to determine the CO2 value for these multistage vehicles; technical elements, administrative and documentation requirements for emission type-approval, checks and inspections and market surveillance checks, as well as reporting obligations, in-service conformity and conformity of production checks; methods and tests to (i) measure exhaust emissions in the lab and on the road, including random and worst-case RDE test cycles, the use of portable emissions measurement systems for verifying real driving emissions, and idle emissions, (ii) determine the CO2 emissions, fuel and energy consumption, the electric range and engine power of a motor vehicle, (iii) provide specifications for gear shift indicator (GSI) (iv) determine the impact of O3, O4 trailers on the CO2 , fuel and energy consumption, electric range and engine power of a motor vehicle, (iv) measure crankcase emissions, evaporative emissions, brake emissions, (v) evaluate compliance with minimum performance requirements of battery durability, (vi) assess the in-service conformity of engines and vehicles; compliance thresholds and performance requirements, as well as (vii) test and methods to ensure performance of sensors (OBD and OBM); (viii) methods to ensure and assess security measures; specification and characteristics of driver warning systems and inducement methods and to assess their correct operation; (ix) methods to assess the correct operation, effectiveness, regeneration and durability of original and replacement pollution control systems; (x) methods to ensure and assess security measures including vulnerability analysis and tampering protection; (xi) methods to assess the correct functioning of types approved under specific EURO7 designations; (xii) criteria for emission type-approvals for small and ultra-small volume manufacturers; (xiii) checks and test procedures for multistage vehicles; (xiv) performance requirements for test equipment; (xv) specification of reference fuels; and (xvi) methods for assessing the absence of defeat devices and defeat strategies; (xvii) to measure tyre abrasion, as well as (xviii) EVP format, data and method of communication of the EVP data. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council50 .

(21) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission in relation to obligations of manufacturers as part of type-approval and procedures, test and methodologies to be applied for declaration of conformity, conformity of production check, and in-service conformity-check; options and designations of vehicles; requirements, tests, methods and corrective measures related to durability of vehicles, systems, components and separate technical units, as well as registration and communication capabilities of OBM systems, including for the purpose of periodic technical inspections and roadworthiness checks; requirements and information to be provided by manufacturers of multistage vehicles as well as procedures to determine the CO2 value for these multistage vehicles; technical elements, administrative and documentation requirements for emission type-approval, checks and inspections and market surveillance checks, as well as reporting obligations, in-service conformity and conformity of production checks; methods and tests to (i) measure exhaust emissions in the lab and on the road, the use of portable emissions measurement systems for verifying real driving emissions, (ii) determine the CO2 emissions, fuel and energy consumption, the electric range and engine power of a motor vehicle, (iii) provide specifications for gear shift indicator (GSI) (iv) determine the impact of O3, O4 trailers on the CO2 , fuel and energy consumption, electric range and engine power of a motor vehicle, (iv) measure crankcase emissions, evaporative emissions andemissions, brake emissions in conformity with the UN WP29,emissions, (v) evaluate compliance with minimum performance requirements of battery durability in conformity with the UN WP29,durability, (vi) assess the in-service conformity of engines and vehicles; compliance thresholds and performance requirements, as well as (vii) test and methods to ensure the monitoring performance of sensors (OBD and OBM); (viii) methods to ensure and assess security measures; specification and characteristics of driver warning systems and inducement methods and to assess their correct operation; (ix) methods to assess the correct operation, effectiveness, regeneration and durability of original and replacement pollution control systems; (x) methods to ensure and assess security measures including vulnerability analysis and tampering protection; (xi) methods to assess the correct functioning of types approved under specific EURO7 designations; (xii) criteria for emission type-approvals for small and ultra-small volume manufacturers; (xiii) checks and test procedures for multistage vehicles; (xiv) performance requirements for test equipment; (xv) specification of reference fuels; and (xvi) methods for assessing the absence of defeat devices and defeat strategies; (xvii) to measure tyre abrasion in conformity with UN WP29,abrasion, as well as (xviii) measures to clarify the application of tests which manufacturers, Member States, third parties/Commission should exercise for initial type approval, conformity of production, in-service conformity and market surveillance. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council50.Council50 .

__________________

Justification

There is no need to refer to the Environmental Vehicle Passport (EVP) since the requisite vehicle information is already provided. It is also important to note that idle emissions for heavy-duty vehicles do not accurately reflect the actual driving conditions and vehicle usage, and therefore, their relevance in the context of type-approval and testing procedures is inadequate for the purposes of this Regulation.

Given that such vehicle information is already provided, EVP is not relevant. Also, OBD/OBM is restricted to a monitoring function. Idle emissions for HDV is irrelevant.

Amendment 1913

Proposal for a regulation

(22) In order to amend or supplement, as appropriate, non-essential elements of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of test conditions based on data collected when testing Euro 7 vehicles, brakes or tyres; test requirements, in particular taking into account technical progress and data collected when testing Euro 7 vehicles; introducing vehicle options and designations based on innovative technologies for manufacturers but also setting out brake particle emission limits and abrasion limits for tyre types as well as minimum performance requirements of batteries and durability multipliers based on data collected when testing Euro 7 vehicles and setting out definitions and special rules for small volume manufacturers for vehicles of categories M2, M3, N2, N3, It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making51 . In particular, in order to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

(22) In order to amend or supplement, as appropriate, non-essential elements of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of test conditions based on data collected when testing Euro 7 vehicles, brakes or tyres; the application of test requirements, in particular taking into account technical progress and data collected when testing Euro 7 vehicles,vehicles; butintroducing onlyvehicle tooptions reduceand proceduraldesignations complexity;based on innovative technologies for manufacturers but also setting out brake particle emission limits and abrasion limits for tyre types,types in accordance with the test method and limits developed in the UN WP29, as well as minimum performance requirements of batteries.batteries and durability multipliers based on data collected when testing Euro 7 vehicles and setting out definitions and special rules for small volume manufacturers for vehicles of categories M2, M3, N2, N3, It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making51 . In particular, in order to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

__________________

Justification

This Regulation must give due consideration to the test method established by the UN World Forum for Harmonization of Vehicle Regulations (WP29).

It is necessary to highlight the importance of taking into account the test method developed by the UN.

Amendment 2014

Proposal for a regulation

(25) It is important to grant Member States, national type-approval authorities and economic operators enough time to prepare for the application of the new rules introduced by this Regulation. The date of application should therefore be deferred. While for light duty vehicles the date of application should be as soon as technically possible, for heavy duty vehicles and trailers the date of application may be further delayed by two years, since the transition to zero-emission vehicles will be longer for heavy duty vehicles.

(25) It is important to grant Member States, national type-approval authorities and economic operators enough time to prepare for the application of the new rules introduced by this Regulation. The date of application should therefore be deferred. While for light duty vehicles the date of application for new types should be 36 months from the adoptiondeferred ofuntil all corresponding implementing and delegated acts enacted in accordance with this Regulation, for heavy-duty vehicles and trailers the date of application for new types should be 48 months from the adoption of all correspondingrespective implementing and delegated acts enactedhave inbeen accordancesubsequently withdelivered thisand Regulation,adopted sinceby the transition to zeroCommission and low-emission vehicles will be a major technologicalby challengegranting requiringthree additionalyears lead time from then for heavy-dutynew vehicles.types.

Or. en

Justification

Legal certainty is essential for manufacturers as it allows them to plan and make investments for the future, such as developing new technologies or expanding production facilities, with confidence that their actions will comply with the law. For that reason, this Regulation should include a lead time in the basic act following the completion of all corresponding secondary legislation.

Amendment 21

Proposal for a regulation

Article 1 – paragraph 1

Text proposed by the Commission

Amendment

1. This Regulation establishes common technical requirements and administrative provisions for the emission type-approval and market surveillance of motor vehicles, systems, components and separate technical units, with regard to their CO2 and pollutant emissions, fuel and energy consumption and battery durability.

1. This Regulation establishes common technical requirements and administrative provisions for the emission type-approval and market surveillance of motor vehicles, systems, components and separate technical units, with regard to their CO2 and pollutant emissions, fuel and electric energy consumption and battery durability.

Or. en

Amendment 22

Proposal for a regulation

Article 1 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. For the purposes of emission type-approval and market surveillance of newly manufactured tyres, the technical requirements and administrative provisions laid down in this Regulation must be taken into account in conjunction with the tyre technical requirements and administrative provisions of the General Safety Regulation (EU) 2019/2144.

Or. en

Justification

Given that the General Safety Regulation ((EU) 2019/2144) sets type approval requirements for newly manufactured tyres C1, C2, and C3, it is necessary to add a reference and connect it with the tyre abrasion provisions in this Regulation.

Amendment 23

Proposal for a regulation

Article 1 – paragraph 2

Text proposed by the Commission

Amendment

2. This Regulation lays down rules for the initial emission type approval, conformity of production, in-service conformity, market surveillance, the durability of pollution control systems and traction batteries, on-board monitoring systems, security provisions to limit tampering and cybersecurity measures, and the accurate determination of CO2 emissions, electric range, fuel and energy consumption and energy efficiency.

2. This Regulation, in addition, lays down rules for the initial emission type approval, conformity of production, in-service conformity, market surveillance, the durability of pollution control systems and traction batteries, on-board monitoring systems, security provisions to limit tampering and cybersecurity measures, and the accurate determination of CO2 emissions, electric range, fuel and electric energy consumption and energy efficiency.

Or. en

Amendment 24

Proposal for a regulation

Article 3 – paragraph 2 – point 1

Text proposed by the Commission

Amendment

(1) ‘emission type-approval’ means an EU type-approval complying with the administrative provisions and technical requirements of this Regulation in regards to their CO2 and pollutant emissions, fuel and energy consumption and battery durability;

(1) ‘emission type-approval’ means an EU type-approval complying with the administrative provisions and technical requirements of this Regulation in regards to their CO2 and pollutant emissions, fuel and electric energy consumption and battery durability;

Or. en

Amendment 25

Proposal for a regulation

Article 3 – paragraph 2 – point 2

Text proposed by the Commission

Amendment

(2) ‘initial emission type approval’ or ‘IETA’ means the first phase of an emission type approval procedure before the emission type approval certificate is granted by the authorities and vehicles are put into production;

(2) ‘initial emission type approval’ or ‘IETA’ means the first phase of an emission type approval procedure before the emission type approval certificate is granted by the authorities and vehicles, separate technical units or components are put into production;

Or. en

Amendment 26

Proposal for a regulation

Article 3 – paragraph 2 – point 4

Text proposed by the Commission

Amendment

(4) ‘in-service conformity’ or ‘ISC’ means the activities carried out on vehicles in circulation with the purpose of verifying the durability requirements set out in this Regulation;

(4) ‘in-service conformity’ or ‘ISC’ means the activities carried out on vehicles separate technical units or components in circulation with the purpose of verifying the durability requirements set out in this Regulation;

Or. en

Amendment 27

Proposal for a regulation

Article 3 – paragraph 2 – point 5

Text proposed by the Commission

Amendment

(5) ‘engine’ means the propulsion source of a vehicle;

(5) ‘engine’ means the propulsion source of an internal combustion engine vehicle (ICEV);

Or. en

Amendment 28

Proposal for a regulation

Article 3 – paragraph 2 – point 7

Text proposed by the Commission

Amendment

(7) ‘exhaust emissions’ means the emission from the tailpipe of the motor vehicle or engine of all of the following: CO2, gaseous, solid, liquid compounds and crankcase emissions;

(7) ‘exhaust emissions’ means the emission from the tailpipe of the motor vehicle or engine of all of the following: CO2, gaseous, solid, compounds and crankcase emissions;

Or. en

Justification

Exhaust emissions ordinarily refer to the gases and particulate matter released into the atmosphere from the tailpipe of a vehicle. These emissions can include carbon monoxide, nitrogen oxides, particulate matter, and other pollutants, but they are not liquids.

Establishing a lead time will give more legal certainty for manufacturers.

Amendment 2915

Proposal for a regulation

Article 3 – paragraph 2 – point 9

Text proposed by the Commission

Amendment

(9) ‘CO2 emissions’ or ‘CO2’ means the emission of carbon dioxide from the tailpipe of the motor vehicle or engine;

(9) ‘CO2 emissions’ or ‘CO2’ means the emission of carbon dioxide from the tailpipe;

Or. en

Amendment 30

Proposal for a regulation

Article 31 – paragraph 21 – pointsubparagraph 101 a (new)

Text proposed by the Commission

Amendment

(10) ‘nitrogen oxides’ or ‘NOx’ means the sum of the oxides of nitrogen emitted from the tailpipe;

Technical requirements and administrative provisions established by this regulation for the emission type-approval and market surveillance of newly manufactured tyres, are to be considered together with the tyre technical requirements and administrative provisions of the General Safety Regulation (EU) 2019/2144.

(10) ‘nitrogen oxides’ or ‘NOx’ means the sum of NO and NO2 emitted from the tailpipe;

Or. en

Justification

Technical correction.

It is necessary to link Euro 7 with the General Safety Regulation.

Amendment 3116

Proposal for a regulation

(11) ‘particulate matter’ or ‘PM’ means any material emitted from the tailpipe or the brakes and collected on a filter media;

(11) ‘particulate matter’ or ‘PM’ means any material emitted from the tailpipe or the brakes and collected on a filter media in accordanceaccording withto the procedure prescribeddescribed in this Regulation;

Or. en

Justification

To ensure legal consistency, it is essential to makeconsistency a specific reference to the testing methodologytest describedprocedure in this Regulation.Regulation is made.

Amendment 3217

Proposal for a regulation

(14) ‘particle number above 10 nm’ or ‘PN10’ means the total number of solid particles emitted from the tailpipe or the brakes that have a diameter larger or equal than 10 nm;

(14) ‘10 nm particle’particle number’ or ‘PN10’ means the total number of solid particles emitted from the tailpipe or the brakes,brakes measured according to the provisionsprocedure ofdescribed in this Regulation,Regulation with a nominal cut-off size at 10 nm;

Or. en

Justification

This amendment align with international regulations and standards, as the existing definition is inadequate and does not consider the "cut-off" concept specified in UN Global Technical Regulation (GTR) No. 22.

In line with the UN Global Technical Regulation (UN GTR).

Amendment 3318

Proposal for a regulation

Justification

This amendment rectifies an incorrect acronym used in the Commission's proposal.

NMHC misspelled.

Amendment 3419

Proposal for a regulation

Article 3 – paragraph 2 – point 24

Text proposed by the Commission

Amendment

(24) ‘vehicle energy consumption calculation tool’ or ‘VECTO’ means a simulation tool used for determining CO2 emissions, fuel consumption, electric energy consumption and the electric range from heavy duty vehicles; ‘energy consumption’ means the consumption of electric energy from each and all propulsion sources within a vehicle;

(24) ‘vehicle energy consumption calculation tool’ or ‘VECTO’ means a simulation tool used for determining CO2 emissions, fuel consumption, electric energy consumption and the electric range from heavy-duty vehicles;

Or. en

Justification

This amendment addresses a formatting error that was identified in the Commission proposal.

Amendment 35

Proposal for a regulation

Article 3 – paragraph 2 – point 24 a (new)

Text proposed by the Commission

Amendment

(24a) ‘energy consumption’ means the consumption of electric energy from each and all propulsion sources within a vehicle;

Or. en

Justification

This amendment addresses a formatting error that was identified in the Commission proposal.

Amendment 36

Proposal for a regulation

Justification

AllTyre-related thedefinitions provisionsrelevant for tyre abrasion requirements will be outlinedincluded in secondarythe legislation,relevant inDelegated lineAct withwhich thewill internationalrefer definitionsto establishedinternational bydefinitions theset commonat taskUN. forceAll onother Tyretyre-related Abrasiondefinitions underare theto UNbe Worldfound Forumin forthe HarmonizationGeneral ofSafety VehicleRegulation Regulations(EU) (WP29).2019/2144.

Amendment 3720

Proposal for a regulation

(34) ‘original pollution control systems’ means a pollution control system or an assembly of such systems covered by the type-approval granted for the vehicle concerned;

(34) ‘original pollution control systems’ means a pollution control system or an assembly of such systems covered by the type-approval granted for the vehicle concerned and installedfitted onwithin the vehicle at the timedate of its initialfirst registration;

Or. en

Justification

This clarification is necessary as it is possible to replace the original system with a different device, and third-party systems may also be used to ensure compliance.

Amendment 38

Proposal for a regulation

Article 3 – paragraph 2 – point 36

Text proposed by the Commission

Amendment

(36) ‘adaptive control function’ means a system that adjusts engine, pollution control systems or other vehicle parameters with the purpose to improve fuel or energy consumption and the effectiveness of the pollution control system based on the expected usage of the vehicle;

deleted

Or. en

Justification

This definition is unnecessary as modern emission control systems are already covered under existing type-approval requirements.

Clarification on the wording.

Amendment 3921

Proposal for a regulation

(37) ‘on-board diagnostic system’ or ‘OBD’ means a system that can generate vehicle on-board diagnostic (OBD) information, as defined in Article 3, point 49, of Regulation (EU) 2018/858 and is capable of communicating that information via the OBD port and over the air;

(37) ‘on-board diagnostic"On-Board system’Diagnostic or(OBD) ‘OBD’system" meansmeans, in the context of this Regulation, a system on-board the vehicle thatwhich canhas detectthe capability of detecting malfunctions inof the monitored emission control systems, identifyidentifying the probablelikely causearea of thea malfunction usingby means of fault codes stored in the computer memory, and illuminateillumination of the Malfunction Indicator (MI) to alertnotify the vehicleoperator operator;of the vehicle.

Or. en

Justification

Using 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.

Amendment 40

Proposal for a regulation

Article 3 – paragraph 2 – point 37 a (new)

Text proposed by the Commission

Amendment

(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;

Or. en

Justification

The 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.

Alignment of this definition with the one already contained in the UN Regulation 154 (UN R154).

Amendment 4122

Proposal for a regulation

(38) ‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is capable of detecting either emission exceedances or when a vehicle is in zero emission mode if applicable, and capable of indicating the occurrence of such exceedances by means of information stored in the vehicle, and of communicating that information via the OBD port and over the air;

(38) ‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is capable of monitoring emissions while taking into accountunder the toleranceconsideration of OBM measurementsmeasurement tolerances and deliveringproviding information via the OBD port and, optionally,and over the air;

Or. en

Justification

The 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.

There is no method to measure emission exceedances, and they are not quantifiable either. Therefore, OBM should only be used for monitoring purposes.

Amendment 4223

Proposal for a regulation

Article 3 – paragraph 2 – point 39

Text proposed by the Commission

Amendment

(39) ‘on-board fuel and 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;

(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;

Or. en

Amendment 43

Proposal for a regulation

Article 3 – paragraph 2 – point 40

Text proposed by the Commission

Amendment

(40) ‘defeat device’ means any software or hardware that senses temperature, vehicle speed, engine speed , transmission gear, manifold vacuum or any other parameter to activate, modulate, delay or deactivate the operation of any part of the pollution control system, with the purpose of reducing the effectiveness of the pollution control system when the vehicle is driven;

(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;

Or. en

Amendment 44

Proposal for a regulation

(42) ‘real driving emissions’ or ‘RDE’ means the emissions of a vehicle under normal driving conditions and extended conditions as specified in Tables 1 and 2 of Annex III;

(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 TablesTable 1 and 2 of Annex III and Article 4 of Regulation (EC)(EU) 595/2009 and Annex II of Regulation (EU) 582/2011;

Or. en

Justification

In 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.

Amendment 45

Proposal for a regulation

Article 3 – paragraph 2 – point 44

Text proposed by the Commission

Amendment

(44) ‘tampering’ means the inactivation, or modification by the economic operators or independent operators, of the engine, 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;

(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;

Or. en

Justification

Modifications 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.

Amendment 46

Proposal for a regulation

Article 3 – paragraph 2 – point 57 a (new)

Text proposed by the Commission

Amendment

(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.

Or. en

Justification

CO2-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.

In order to avoid misinterpretation of this Regulation proposal is important to clarify that a combination of different extended conditions at the same time is not possible.

Amendment 4724

Proposal for a regulation

Article 3 – paragraph 2 – point 57 b (new)61

Text proposed by the Commission

Amendment

(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;

(61) ‘wheel power’ means the power measured at the wheels of a vehicle and used for its propulsion;

(61) ‘wheel power’ means the power determined according to this Regulation, to be delivered at the wheels of a vehicle and used for its propulsion;

Or. en

Justification

It 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.

Measurement as per this Regulation, but is not clear how can wheel power be measured during an RDE test.

Amendment 4825

Proposal for a regulation

(62) ‘power-to-mass-ratio’ means the ratio of rated power to the mass in running order;

(62) ‘power-to-mass-ratio’ means the ratio of rated power to the technically permissible maximum laden mass as defined in Annex XIIII of Commission Implementing Regulation (EU) 2021/535;

Or. en

Justification

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

Amendment 49

Proposal for a regulation

Article 3 – paragraph 2 – point 63

Text proposed by the Commission

Amendment

(63) ‘rated power’ or ‘Prated’ means the maximum net power of the engine or motor in kW;

(63) ‘rated power’ or ‘Prated’ means the maximum net power of the engine or electric motor in kW;

Or. en

Amendment 50

Proposal for a regulation

Article 3 – paragraph 2 – point 67

Text proposed by the Commission

Amendment

(67) ‘zero-emission range’ means the maximum distance a zero-emission vehicle can travel until the traction battery or fuel tank is depleted, which for PEVs corresponds to the electric range;

(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;

Or. en

Justification

Given 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.

Amendment 51

Proposal for a regulation

Article 3 – paragraph 2 – point 69

Text proposed by the Commission

Amendment

(69) ‘battery durability’ means the durability of a traction battery measured in terms of its State of Health;

(69) ‘(in-vehicle)-battery durability’ means the durability of a traction battery measured in terms of its State of Certified Energy and its State of Certified Range;

Or. en

Justification

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

The relevant mass is the vehicle's maximum mass.

Amendment 5226

Proposal for a regulation

Article 3 – paragraph 2 – point 7071

Text proposed by the Commission

Amendment

(70) ‘state of health’ or ‘SOH’ means the measured or estimated state of a specific performance metric of a vehicle or traction battery at a specific point in its lifetime, expressed as a percentage of the performance that was determined when certified or new;

(71) ‘environmental vehicle passport’ or ‘EVP’ means a record on paper and digital form containing information on the environmental performance of a vehicle at the moment of registration, including the level of pollutant emission limits, CO2 emissions, fuel consumption, energy consumption, electric range and engine power, and battery durability and other related values;

(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;

deleted

Or. en

Justification

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

Information on vehicle environmental performance are already mandated via other EU regulations and present in certificates like Certification of Conformity (CoC)

Amendment 5327

Proposal for a regulation

Article 3 – paragraph 2 – point 70 a (new)77

Text proposed by the Commission

Amendment

(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;

(77) "snow tyre" means a tyre whose tread pattern, tread compound or structure is primarily designed to achieve in snow conditions a performance better than that of a normal tyre with regard to its ability to initiate or maintain vehicle motion;

deleted

Or. en

Justification

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

Tyre-related definitions relevant for tyre abrasion requirements will be included in the relevant Delegated Act which will refer to international definitions set at UN. All other tyre-related definitions are to be found in the General Safety Regulation (EU) 2019/2144.

Amendment 5428

Proposal for a regulation

Article 3 – paragraph 2 – point 7178

Text proposed by the Commission

Amendment

(71) ‘environmental vehicle passport’ or ‘EVP’ means a record on paper and digital form containing information on the environmental performance of a vehicle at the moment of registration, including the level of pollutant emission limits, CO2 emissions, fuel consumption, energy consumption, electric range and engine power, and battery durability and other related values;

(78) "special use tyre" means a tyre intended for mixed use both on- and off-road or for other special duty. These tyres are primarily designed to initiate and maintain the vehicle in motion in off-road conditions.

deleted

Justification

Details 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).

Tyre-related definitions relevant for tyre abrasion requirements will be included in the relevant Delegated Act which will refer to international definitions set at UN. All other tyre-related definitions are to be found in the General Safety Regulation (EU) 2019/2144.

Amendment 5529

Proposal for a regulation

Article 3 – paragraph 2 – point 72

Text proposed by the Commission

Amendment

(72) ‘excess emissions driver warning system’ means a system designed, constructed and installed in a vehicle to provide information to the user about excess emissions and enforce repairs;

(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;

Or. en

Amendment 56

Proposal for a regulation

Article 3 – paragraph 2 – point 7778 a (new)

Text proposed by the Commission

Amendment

(77) "snow tyre" means a tyre whose tread pattern, tread compound or structure is primarily designed to achieve in snow conditions a performance better than that of a normal tyre with regard to its ability to initiate or maintain vehicle motion;

(78a) “CO2 Neutral Fuel” means a renewable and/or synthetic fuel as defined by Directive 2018/2001 including biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use (e(u)) can be taken to be net zero, meaning that the CO2 equivalent of the carbon incorporated in the chemical composition of the fuel in use e(u) is of biogenic origin, or has been avoided being emitted as CO2 into the atmosphere or has avoided its existing fate. Other renewable and/or synthetic fuels not listed in Directive 2018/2001 can fulfil this definition provided that they meet the above conditions and the sustainability criteria of said Directive and associated delegated acts.

deleted

Or. en

Justification

Definitions 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.

The meaning of 'CO2-neutral fuels' is the fuels that, at the time they are burning, release only biogenic CO2 (so called biofuels) or recycled CO2 (so called synthetic fuels); vehicles using only CO2 neutral fuels emits circular CO2 and has net-zero impact on climate. The principle that the emission for the fuel in use shall be taken to be zero is already contained in the REDII, implying that all the fuels listed there should be considered as CO2 neutral fuels.

Amendment 5730

Proposal for a regulation

Article 3 – paragraph 2 – point 78 b (new)

Text proposed by the Commission

Amendment

(78) "special use tyre" means a tyre intended for mixed use both on- and off-road or for other special duty. These tyres are primarily designed to initiate and maintain the vehicle in motion in off-road conditions.

(78b) 'Carbon Correction Factor (CFF)' means a factor which applies GHG correction to the tailpipe emissions of the heavy-duty vehicles for compliance assessment, to reflect the carbon intensity and share of carbon-neutral fuels, including biofuels produced from feedstock listed in RED Annex IX, Renewable Fuels of Non-Biological Origin - RFNBO and Recycled Carbon Fuel - RCF.

deleted

Or. en

Justification

Definitions 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.

A definition of CFF is still missing in any EU legislation.

Amendment 5831

Proposal for a regulation

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. Manufacturers shall ensure that the new components or separate technical units, including engines, traction batteries, brake systems 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

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. FromAs from the specific application dates described inof this Regulation, manufacturers shall ensure that the new components or separate technical units, including engines, traction batteries, brake emission systems 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.Regulation

Or. en

Justification

This 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.

This Regulation does not applies to brakes as a system component but limits emission from brakes.

Amendment 5932

Proposal for a regulation

2. Manufacturers shall design, construct and assemble vehicles to comply with this Regulation, including complying with the emission limits set out in Annex I and respecting the values declared in the certificate of conformity and in the type-approval documentation for the lifetime of the vehicle as set out in table 1 of Annex IV. These vehicles shall be designated as “Euro 7” vehicles.

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,III and Article 4 of Regulation (EU) 595/2009 and Annex II of Regulation 582/2011 and respecting the type-approval documentation for the lifetime of the vehicle as set out in table 1 of Annex IV. These vehicles shall be designated as “Euro 7” vehicles.

Or. en

Justification

EnforcementCompliance ofwith emission limits mustshould be tiedlinked to the conditions and lifetime requirements outlinedas described in the Annexes, which are applicable to light dutyAnnexes orof heavy-dutythis vehicles.proposal.

Amendment 6033

Proposal for a regulation

When verifying compliance with the exhaust emission limits, where the testing is performed in extended driving conditions, the emissions shall be divided by the extended driving divider set out in Annex III.

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,condition, the emissions shall be divided by the extended driving divider set out in Annex III,III and Article 4 of Regulation (EC)(EU) 595/2009 and Annex II of Regulation (EU) 582/2011.

Or. en

Justification

It 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.

Combination of different extended conditions at the same time is not possible.

Amendment 6134

Proposal for a regulation

Article 4 – paragraph 3 – subparagraph 2

Text proposed by the Commission

Amendment

The emissions during regeneration of pollution control systems will be included as a weighted average based on the frequency and duration of the regeneration events.

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.

Or. en

Amendment 62

Proposal for a regulation

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.

4. Manufacturers shall design and construct systems, components or separate technical units, including, presently,currently only engines, electricincluding motors,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 and the conditions specifiedset out in Annex III,III and Article 4 of Regulation (EC)(EU) 595/2009 and Annex II of Regulation (EU) 582/2011.

Or. en

Justification

After 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.

Limits and conditions shall be mentioned together.

Amendment 6335

Proposal for a regulation

(a) OBD systems capable of detecting malfunctioning systems which lead to emission exceedances in order to facilitate repairs;

(a) OBD systems thatcapable canof detectdetecting malfunctioning systems which are known to lead to exhaust emission exceedances in order to facilitate repairs;

Or. en

Justification

Even 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.

Malfunction may never lead to a case of "emission exceedance".

Amendment 6436

Proposal for a regulation

(b) OBM systems capable of detecting emissions above the emission limits due to malfunctions, increased degradation or other situations that increase emissions;

(b) OBM systems capable of monitoring exhaust emissions within the tolerance rangecapability of OBM measurements;measurement tolerances;

Or. en

Justification

Amendment 37

Emission 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.

Amendment 65

Proposal for a regulation

(c) OBFCM device to monitor their real-world fuel and energy consumption and other relevant parameters such as payload/mass which are needed to determine their real-world fuel and energy efficiency;

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

Or. en

Justification

This 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.

Amendment 66

Proposal for a regulation

Article 4 – paragraph 6 – point d

Text proposed by the Commission

Amendment

(d) SOH monitors of the traction battery and emission systems;

(d) SOCE and SOCR monitors of the traction battery and SOH monitors of tailpipe emission control systems;

Or. en

Justification

Analysis 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.

Amendment 67

Proposal for a regulation

Article 4 – paragraph 6 – point e

Text proposed by the Commission

Amendment

(e) excess emissions driver warning systems;

(e) excess exhaust emissions driver warning systems;

Or. en

Amendment 6838

Proposal for a regulation

(g) devices communicating vehicle generated data used for compliance with this regulation and OBFCM data, for the purpose of periodic roadworthiness tests and technical roadside inspection over the air, and for the purposes of communicating with recharging infrastructure and stationary power systems capable of supporting smart and bidirectional charging functionalities.

(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 inspection over the air, optionally, 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 vehiclevehicle’s usage, reducelimit the vehicle’s energy consumptionconsumption, andits emissions,emissions or to extend the lifespanlife of its battery duringin use.

Or. en

Justification

The 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.

Euro 7 can be an opportunity to guarantee access to data generated by the vehicle about emissions, energy consumption and battery state of health.

Amendment 6939

Proposal for a regulation

Article 4 – paragraph 7 – point e a (new)

Text proposed by the Commission

Amendment

(ea) electric motor and related control units,

Or. en

Amendment 70

Proposal for a regulation

8. The manufacturer shall prevent the possibility of exploiting vulnerabilities referred to in paragraph 7. When such a vulnerability is found, the manufacturer shall remove the vulnerability, by software update or any other appropriate means.

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.

Or. en

Justification

The 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.

Amendment 71

Proposal for a regulation

Article 4 – paragraph 10

Text proposed by the Commission

Amendment

10. The Commission shall adopt, by means of implementing acts, detailed rules on the procedures, tests and methodologies to verify compliance with the requirements laid down in paragraphs 1 to 9. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

deleted

Justification

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

Vulnerability prevention cannot be guaranteed for life. It is disproportionate to request that the manufacturer creates current models based on hypothetical future developments in tampering techniques. Therefore, manufacturers should not be held liable for what occurs in the future outside their control over the full lifetime of the vehicle.

Amendment 7240

Proposal for a regulation

Justification

The 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.

These requirements could be used by local authorities to restrict access in certain zones only to few vehicles.

Amendment 7341

Proposal for a regulation

Or. en

Justification

Amendment 42

In 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.

Amendment 74

Proposal for a regulation

Article 5 – paragraph 3

Text proposed by the Commission

Amendment

3. Manufacturers may designate vehicles as “Euro 7A vehicle” where those vehicles are equipped with adaptive control functions. The use of adaptive control functions shall be demonstrated to the type-approval authorities during type-approval and verified during the lifetime of the vehicle as set out in table 1, Annex IV.

deleted

Or. en

Justification

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

Amendment 75

Proposal for a regulation

4. Manufacturers may designate vehicles as “Euro 7G vehicle” where those vehicles are equipped with internal combustion engines with geofencing technologies. The manufacturer shall install a driver warning system on those vehicles to inform the user when the traction batteries are nearly empty and to stop the vehicle if not charged within 5 km from the first warning while on zero-emission mode. The application of such geofencing technologies may be verified during the lifetime of the vehicle.

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. The manufacturer shall install a driver warning system on those vehicles to inform the user when the traction batteries are nearly empty and to stop the vehicle if not charged within 5 km from the first warning while on zero-emission mode. The application of such geofencing technologies may be verified during the lifetime of the vehicle.

Or. en

Justification

Geo-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.

These requirements are not applicable for heavy-duty vehicles.

Amendment 7643

Proposal for a regulation

Amendment

4a. Manufacturers shall have the option tomay designate vehicles as "Euro 7 NF vehicles"vehicle" ifwhere theythose vehicles are powered by CO2-neutralCO2-Neutral fuels,Fuels, as defined in Article 3. This appliesarticle to3 vehiclesparagraph that78a runof solelythis onregulation, CO2-neutraleither fuelsexclusively or as 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)CO2-Neutral 2023/851Fuels, andover the pending Regulation on CO2 emission standards for heavy dutyvehicle vehicles.lifetime.

In the case of exclusive use of CO2-Neutral Fuels, the CO2 emissions are considered zero for the purpose of regulation [CO2 emission standards for cars and vans] and regulation [CO2 emission standards for heavy-duty vehicles].

In the case of use of a blend of conventional and CO2-Neutral Fuels, the CO2 emissions for the purpose of regulation [CO2 emission standards for cars and vans] and regulation [CO2 emission standards for heavy-duty vehicles] are regulated through the Carbon Correction Factor, as defined in article 3 paragraph 78b of this regulation.

Or. en

Justification

Provides consistency with Regulation (EU) 2023/851.

Consistent with recital 9a of the Regulation on CO2 emissions performance standards for light duty vehicles.

Amendment 7744

Proposal for a regulation

5. Manufacturers may construct vehicles combining two or more of the characteristics referred to in paragraphs 1, 2 or 3 and designate them using a combination of symbols and letters such as “Euro 7+A”, “Euro 7+G”, “Euro 7+AG” or “Euro 7AG” vehicles.

deleted

5. Manufacturers may construct vehicles of category M1 and N1 combining two or more of the characteristics referred to in paragraphs 1, 2 or 3 and designate them using a combination of symbols and letters such as “Euro 7+A”, “Euro 7+G”, “Euro 7+AG” or “Euro 7AG” vehicles.

Or. en

Justification

Geo-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.

These requirements are not applicable for heavy-duty vehicles.

Amendment 7845

Proposal for a regulation

6. At the manufacturer’s request, for N2 vehicles between 3.5 and 4.0 tonnes maximum mass originating from an N1 vehicle type, the type-approval authority may grant an emission type-approval for N1 vehicle type. Such vehicles shall be designated as “Euro 7ext vehicle”.

6. At the manufacturer’s request, for vehicles of category N2 and M2 withvehicles aup maximumto massand ofincluding 5.0 tonnes ormaximum less,mass, the type-approval authority may grant an emission type-approval for N1 vehicle type. Such vehicles shall be designated as “Euro 7ext vehicle”.

Or. en

Justification

To 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.

Amendment 79

Proposal for a regulation

Article 5 – paragraph 7

Text proposed by the Commission

Amendment

7. The Commission shall adopt, by means of implementing acts, detailed rules on the procedures, tests and methodologies to verify compliance with the requirements laid down in paragraphs 1 to 6. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

deleted

Or. en

Justification

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

The extension up to 5 tonnes would ensure consistency with the CO2 regulation's classification of vehicles and would simplify the product development and type approval costs for manufacturers.

Amendment 8046

Proposal for a regulation

Justification

This 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.

These requirements are in conflict with the ones of "In-Service Verification (ISV)", developed with respect to CO2 emissions standard regulations.

Amendment 8147

Proposal for a regulation

3. Manufacturers shall ensure that OBFCM, OBD and OBM devices and anti-tampering measures installed in these vehicles comply with the provisions of this Regulation as long as the vehicle is in use.

3. Manufacturers shall ensure the designthat andthe functionality of OBFCM, OBD and OBM devices and anti-tampering measures installed in these vehicles remain unalteredunchanged as long as the vehicle is in use.

Or. en

Justification

Ensuring 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.

Manufacturers cannot guarantee for-life compliance.

Amendment 8248

Proposal for a regulation

Article 6 – paragraph 4

Text proposed by the Commission

Amendment

4. The requirements referred to in points 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.

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.

Or. en

Amendment 83

Proposal for a regulation

Justification

The level of detail provideddetails inof this paragraph creates a conflict, asconflicts therewith arethe currentlyabsence noof requirements outlined for OBM in the basicon act.On-Board TheseMonitoring requirementsthat will only be fully defined at a later stageonly byvia meansdelegated ofact aand delegatedthat act,the whichco-legislators cannot currently be evaluatedassess byin thethis co-legislators.phase.

Amendment 8449

Proposal for a regulation

Or. en

Justification

Amendment 50

Limits 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.

Amendment 85

Proposal for a regulation

(b) communicating the data of the 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 ;

(b) communicating the data of the exhaust emission behaviour of the vehicle,communicating, via the OBD port and, optionally,and 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;;

__________________

Or. en

Justification

Amendment 51

Limits 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.

Amendment 86

Proposal for a regulation

Or. en

Justification

Amendment 52

Limits 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.

Amendment 87

Proposal for a regulation

7. The OBFCM devices installed by the manufacturer in these vehicles shall be capable of communicating the vehicle data they record via the OBD port and over the air.

7. The OBFCM devices installed by the manufacturer in these vehicles shall be capable of communicating all legally requiredappropriate relevantand necessary vehicle data they record, optionally,record via the OBD port and over the air.air including but not limited to the provision of third-party services to the vehicle user.

Or. en

Justification

It 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.

Not all data can be transmitted, eg. personal location under GDPR.

Amendment 8853

Proposal for a regulation

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 immediately 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.

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 withshall thebe specifiedinstructed proceduresaccording into the corresponding implementingprocess and delegatedtimescales acts,of implemementing legislation 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.

Or. en

Amendment 89

Proposal for a regulation

Article 6 – paragraph 9

Text proposed by the Commission

Amendment

9. The Commission shall adopt, by means of implementing acts, detailed rules on requirements, tests, methods and corrective measures related to the obligations referred to in paragraphs 1 to 8. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

deleted

Or. en

Justification

Amendment 54

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

Amendment 90

Proposal for a regulation

Justification

TheThere obligationshould tonot issuebe a request for declaration of conformity for adaptive controls and geofencing cannot be enforced untilunless the corresponding requirements are adoptedactually inknown, theand relevantas secondarywe legislation.see this is unclear.

Amendment 9155

Proposal for a regulation

Justification

European legislation already mandates the inclusionInformation ofon vehicle environmental performance information and is included, for instance, in the Certification of Conformity (CoC). All necessary informationare isalready cataloguedmandated invia theother EU transparency list, according to Commission Regulation (EU) 2018/1832, so thatregulations forand marketpresent surveillancein testingcertificates thatlike informationCertification isof readilyConformity accessible.(CoC).

Amendment 9256

Proposal for a regulation

Amendment

5. The Commission shall adopt implementing acts laying down the testing and compliance verifications as well as procedures, related to emission type-approval, conformity of production, in-service conformity, declaration of conformity and EVP under paragraphs 1to1 to 4. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

deleted

5. The Commission shall adopt implementing acts laying down the testing and compliance verifications as well as procedures, related to emission type-approval, conformity of production, in-service conformity, declaration of conformity and EVP under paragraphs 1 to 3. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

Or. en

Justification

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

Request for delegated and implementing acts by EU Commission should be all addressed in one article only.

Amendment 9357

Proposal for a regulation

Article 7a

Specific provisionsprovision relating to vehicle tyretyres abrasion

The1. Tyre classification and definitions of tyres for the purposepurposes of type approval basedabrasion onemission abrasiontype emissionsapproval shall align withfollow the uniform provisions establisheddeveloped in UNthe WP29UN forconcerning the approval of tyres regarding tyre abrasion emissions type approval. These provisions should be incorporated into this Regulation via a delegated act in accordance with Article 16. Any derogationregard to these requirements should be established by the definitions pertainingTyre toAbrasion tyreemissions abrasionType requirementsApproval and be included in the delegated act that aligns this Regulation with the definitions established in UN WP29 and incorporated into this Regulation bythrough meansan ofimplementing delegatedact actsas inper accordancearticle with14 Articleparagraph 16.3.

2. Any derogation to these requirements should be developed in the UN and included in this Regulation by delegated act as per Article 15.

Or. en

Amendment 9458

Proposal for a regulation

Justification

There is a drafting error in theArticle reference4(4) topoint "Article(b) 4(4)is pointan (b),"error whichand should refer instead to "ArticleArticle 4(6) point (b)." In addition, it is recommended that ultra-small volume manufacturers, in addition to small(b). volumeIndeed manufacturers,SVMs alsoshould be exempted from OBM requirements.OBM.

Amendment 9559

Proposal for a regulation

Article 8 – paragraph 2

Text proposed by the Commission

Amendment

2. Ultra-small volume manufacturers shall comply with the emission limits set out in Annex I in laboratory tests based on random real-driving cycles for in-service conformity and market surveillance purposes.

2. Ultra-small volume manufacturers shall comply with the emission limits set out in Annex I in laboratory tests based on real-driving cycles for in-service conformity and market surveillance purposes.

Or. en

Amendment 96

Proposal for a regulation

Justification

Multi-stage manufacturersA havemulti-stage nomanufacturer controlcannot overaffect pollutant emissions since it isbecause the responsibility offirst-stage themanufacturer, initialwho manufactureris whoin obtainscharge theof engine type approvalapproval, tomust ensure that the engine system, including the exhaust after-treatmentafter treatment system, is properlyand stays installed andin maintained.the Moreover,correct themanner. EuroHeavy-duty VIvehicles methodare alreadyefficiently conductstested effectivein on-road testingconditions foras heavy-dutyper vehicles.the Euro VI method.

Amendment 9760

Proposal for a regulation

Justification

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

Request for delegated and implementing acts by EU Commission should be all addressed in one article only.

Amendment 9861

Proposal for a regulation

Article 10 – paragraph 1

Text proposed by the Commission

Amendment

1. National approval authorities shall put in place measures to grant emission type-approvals to vehicle types, components and separate technical units and to perform tests, checks and inspections for verifying whether the manufacturers comply with the requirements for conformity of production and in-service conformity in accordance with Annex V.

1. National approval authorities shall put in place measures to grant emission type-approvals to vehicle types, systems, components and separate technical units and to perform tests, checks and inspections for verifying whether the manufacturers comply with the requirements for conformity of production and in-service conformity in accordance with Annex V.

Or. en

Amendment 99

Proposal for a regulation

3. With effect from … [OP please insert the date = the date of entry into force of this Regulation], where a manufacturer so requests, the national approval authorities shall not refuse to grant EU emission type-approval or national emission type-approval for a new type of vehicle or engine, or prohibit the registration, sale or entry into service of a new vehicle complying with this regulation.

3. With effect from the date of entry into force of allthe implementing andor delegated acts adopted in accordance with this Regulation applicable to the relevant vehicle category,category where a manufacturer so requests, the national approval authorities shall not refuse to grant EU emission type-approval or national emission type-approval for a new type of vehicle or engine, or prohibit the registration, sale or entry into service of a new vehicle complying with this regulation.

Or. en

Justification

Amendment aligns with the changes introduced under Article 10.

Amendment 100

Proposal for a regulation

Article 10 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. With effect from 36 months after the entry into force of all implementing or delegated acts relevant to the vehicle category in question, and according to the specific provisions for systems, components, and separate technical units, national approval authorities shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability, in the case of new types of M1, N1 vehicles, refuse to grant EU emission type-approval or national emission type-approval which do not comply with this Regulation.

Or. en

Justification

Amendment 62

The proposed timeline by the Commission cannot be implemented by both original equipment manufacturers (OEMs) and national authorities due to insufficient lead time for development and certification processes. Manufacturers can only commence mass production development and certification once all implementing and delegated acts are known and in effect. Additionally, to alleviate the burden on the industry and type approval authorities, it is essential to differentiate between new vehicle types and all vehicle registrations.

Amendment 101

Proposal for a regulation

4. With effect from 1 July 2025, national authorities shall, in the case of new M1, N1 vehicles which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption or battery durability, prohibit the registration, sale or entry into service of such vehicles.

4. With the effect from 4836 months after the entry into force of allthe corresponding implementing orand delegated acts relevantand according to the vehicle category inrelevant question,timeline and according to the specific provisions for systems, components, and separate technical units, national authorities shall, in the case of new M1, N1 vehicles which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability, prohibit the registration, sale or entry into service of such vehicles.

Or. en

Justification

The proposed timeline by the Commission cannot be implemented by both original equipment manufacturers (OEMs) and national authorities due to insufficient lead time for development and certification processes. Manufacturers can only commence mass production development and certification once all implementing and delegated acts are known and in effect. Additionally, to alleviate the burden on the industry and type approval authorities, it is essential to differentiate between new vehicle types and all vehicle registrations.

Amendment 102

Proposal for a regulation

Article 10 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. With effect from 48 months after the entry into force of all implementing or delegated acts relevant to the vehicle category in question, and according to the specific provisions for systems, components, and separate technical units, national approval authorities shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability, in the case of new types of M2, M3, N2, N3 vehicles and new O3, O4 trailers, refuse to grant EU emission type-approval or national emission type-approval which do not comply with this Regulation.

Or. en

Justification

The proposed timeline by the Commission cannot be implemented by both original equipment manufacturers (OEMs) and nationaldoes authoritiesnot duetake tointo insufficientaccount leadthe time necessary for development and certification processes. Manufacturers can only commenceconduct mass production development and certification oncefrom the moment all implementing and delegated acts are known and in effect. Additionally, to alleviate the burden on the industry and type approval authorities, it is essential to differentiate between new vehicle types and all vehicle registrations.known.

Amendment 10363

Proposal for a regulation

5. With effect from 1 July 2027, national authorities shall, in the case of new M2, M3, N2, N3 vehicles and new O3, O4 trailers, which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.

5. With effect from 60 months after the entry into force of all implementing orthis delegatedRegulation actsand relevantaccording to the engine, vehicle or trailer category inrelevant question,timeline and according to the specific provisions for systems, components, and separate technical units, national authorities shall, in the case of new M2, M3, N2, N3 vehicles and new O3, O4 trailers, consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption or battery durability, refusein tothe grantcase EUof emissionnew type-approvalM2, orM3, nationalN2, type-approval,N3 withvehicles respectand new O3, O4 trailers, refuse to newgrant engineEU oremission vehicletype-approval or trailernational types,emission type-approval which do not comply with this RegulationRegulation.

Or. en

Justification

The proposed timeline by the Commission cannot be implemented by both original equipment manufacturers (OEMs) and nationaldoes authoritiesnot duetake tointo insufficientaccount leadthe time necessary for development and certification processes. Manufacturers can only commenceconduct mass production development and certification oncefrom the moment all implementing and delegated acts are known and in effect. Additionally, to alleviate the burden on the industry and type approval authorities, it is essential to differentiate between new vehicle types and all vehicle registrations.known.

Amendment 10464

Proposal for a regulation

6. With effect from 1 July 2030, national authorities shall, in the case of new M1, N1 vehicles constructed by small volume manufacturers which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.

6. With effect from 1 July 2035, national authorities shall, in the case of new M1, N1 vehicles constructed by small volume manufacturers and vehicles categorized following Regulation (EU) 2018/858, Part A, 5.2 as SB which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.

Or. en

Justification

The first amendment here provides consistency by aligning with the exemption given to small volume manufacturers in Regulation (EU) 2023/851. Furthermore, this proposal needs to 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. As only a small number of these vehicles are registered each year, they should, along with small volume producers, be excluded from the scope of Euro 7 for a period of time to ensure compliance with the already demanding EU6/VI regulations. When the specified timeframe is over, these vehicles are fully expected to be ready for electrification.

Considering the recital No.19 that clearly states how emissions from vehicles sold by small volume manufacturers constitutes an insignificant part of emissions in the Union, validating the negligible environmental role of those companies, the Euro 7 proposal should be consistent with the small volume manufacturer derogation present in the car and van CO2 regulation by postponing the entry into force date to 1 July 2035.

Amendment 10565

Proposal for a regulation

Article 10 – paragraph 7

Text proposed by the Commission

Amendment

7. With effect from 1 July 2031, national authorities shall, in the case of new M2, M3, N2, N3 vehicles constructed by small volume manufacturers, which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.

7. With effect from 1 July 2035, national authorities shall, in the case of new M2, M3, N2, N3 vehicles constructed by small volume manufacturers, which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and electric energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.

Or. en

Amendment 106

Proposal for a regulation

8. The Commission shall adopt implementing acts laying down the administrative and technical elements required for performing tests, checks and inspections for the purposes of verifying compliance with paragraph 1, as well as the technical elements required for market surveillance checks under paragraph 2. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2).

deleted

8. The Commission shall adopt implementing acts laying down the administrative and technical elements required for performing tests, checks and inspections for the purposes of verifying compliance with paragraph 1, as well as the technical elements required for market surveillance checks under paragraph 2. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2) and shall enter into force at least 3 years before the applicable dates in Article 10 (4) and (5).

Or. en

Justification

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

Consistency with respect to the application dates in paragraph 4 and 5 of Article 10.

Amendment 10766

Proposal for a regulation

1. With effect from 1 July 2025, the sale or installation of a system, component or separate technical unit intended to be fitted on an M1, N1 vehicle approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not of type approved in compliance with this Regulation.

1. With effect from 36 months after the entry into force of all implementing or delegated acts relevant to the vehicle category in question, and according to the specific provisions for systems,corresponding components,implementing and separate technicaldelegated units,acts, the sale or installation of a system, component or separate technical unit intended to be fitted on an M1, N1 vehicle approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not of type approved in compliance with this Regulation.

Or. en

Amendment 10867

Proposal for a regulation

2. With effect from 1 July 2027, the sale or installation of a system, component or separate technical unit intended to be fitted on an M2, M3, N2, N3 vehicle approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not type approved in compliance with this Regulation.

2. With effect from 4860 months after the entry into force of all implementing or delegated acts relevant to the engine, vehicle or trailer category in question, and according to the specific provisions for systems,corresponding components,implementing and separate technicaldelegated units,acts, the sale or installation of a system, component or separate technical unit intended to be fitted on an M2, M3, N2, N3 vehicle and O3, O4 trailers approved under this Regulation, shall be prohibited if the system, component and separate technical unit is not type approved in compliance with this Regulation.

Or. en

Amendment 109

Proposal for a regulation

Article 11 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. With effect from 24 months after adoption of the delegated act on the approval of C1 tyres as regards abrasion emissions aligning with the limits established in UN WP29, national authorities shall refuse, to grant component/separate technical unit type approval in respect of new types of tyre that do not comply with this Regulation and its implementing and delegated acts. With effect from 36 months after adoption of the delegated act on the approval of C1 tyres as regards abrasion emissions aligning with those established in UN WP29, national authorities shall refuse to grant type approval or national EC type approval in respect of new C1 tyres which do not comply with this Regulation and its implementing and delegated acts. C1 tyres that were manufactured prior to the dates set out in this paragraph and which do not comply with the requirements of this Regulation may be sold for a period not exceeding 24 months from those dates. The UN will subsequently develop an appropriate test method and limits for tyre abrasion performance to be applied to C2 and C3 tyres, which shall be incorporated into this Regulation by means of delegated acts in accordance with Article 16.

Or. en

Amendment 110

Proposal for a regulation

Article 12 – paragraph 2

Text proposed by the Commission

Amendment

2. National authorities shall, during in-service conformity or market surveillance checks, verify whether manufacturers of vehicles have correctly installed excess emissions driver warning systems, low-reagent driver warning systems and whether vehicles can be tampered.

2. National authorities shall, during in-service conformity or market surveillance checks, verify whether manufacturers of vehicles have correctly installed excess exhaust emissions driver warning systems, verify the quality of the reagent, low-reagent driver warning systems and whether vehicles can be tampered.

Or. en

Justification

This legislation should make clear that excess emissions driver warning systems apply only to exhaust emissions. Moreover, ensuring the compliance of vehicles with the durability requirements for their systems and components is crucial, and the verification of the quality of the reagent plays a significant role in achieving this. Quality requirements for reagents are already established and can be found in standards such as ISO 22241.

Consistently to the proposed amendment to Article 10 (5).

Amendment 11168

Proposal for a regulation

Article 14 – paragraph 2

Text proposed by the Commission

Amendment

2. Tests to prove compliance with the requirements of Article 4 shall be applied by manufacturers and national authorities as specified in Annex V. Tests to prove compliance with the requirements of Article 4 may be applied by the Commission and third parties also as specified in Annex V.

2. Tests to prove compliance with the requirements of this Regulation shall be applied by manufacturers and national authorities as specified in Annex V. Tests to prove compliance with the requirements of this Regulation may be applied by the Commission and third parties also as specified in Annex V.

Or. en

Amendment 112

Proposal for a regulation

Article 1411 – paragraph 3 – introductorya part(new)

Text proposed by the Commission

Amendment

3. The Commission shall adopt implementing acts for all the phases of emission type-approval, including conformity of production, in-service conformity and market surveillance, addressing procedures and tests for emission type-approval, testing methodologies, administrative provisions, amending and extending emission type-approvals, data access, documentation requirements and templates for all of the following:

3a. With effect from the date [2 years after the publication of the delegated act concerning the approval of C1 tyres with regard to abrasion emissions aligning with the limits established in UN WP29 Regulation], national authorities shall refuse, on grounds relating to the areas of C1 tyres covered by Article 7 a new (Specific provisions relating to vehicle tyres abrasion), to grant component/separate technical unit EC type approval in respect of new types of tyre which do not comply with this Regulation and its implementing measures. With effect from the date of [4 years after the publication of delegated act concerning the approval of C1 tyres with regard to abrasion emissions aligning with the established in UN WP29 Regulation], national authorities shall refuse, on grounds relating to the areas of tyres covered by Article 7 a new (Specific provisions relating to tyres abrasion emissions), to grant type-approval or national EC type approval in respect of newly manufactured C1 tyres which do not comply with this Regulation and its implementing measures. C1 tyres that were manufactured prior to the dates set out in paragraph 3a and which do not comply with the requirements of Annex I may be sold for a period not exceeding 30 months from those dates. The UN will expand an appropriate test method and limits for tyre abrasion performance to C2 and C3 tyres.

3. For a period of 18 months following the publication of this Regulation in the Official Journal of the European Union and after a comprehensive consultation process, the Commission shall adopt implementing acts for all the phases of emission type-approval, including conformity of production, in-service conformity and market surveillance, addressing procedures and tests for emission type-approval, testing methodologies, administrative provisions, amending and extending emission type-approvals, data access, documentation requirements and templates for all of the following:

Or. en

Amendment 11369

Proposal for a regulation

Article 14 – paragraph 3 – point df

Text proposed by the Commission

Amendment

(d) OBM/OBD systems;

(f) replacement pollution control systems types and their parts;

(d) OBM/OBD monitoring systems;

(f) replacement pollution control systems types and their parts specifically for the different vehicle categories that also take into account other on-vehicle systems that contribute to vehicle braking and braking of trailers;

Or. en

Justification

The OBD/OBM is designed solely for monitoring purposes and is not intended to perform any other function, including controlling or manipulating vehicle systems.

Brake tests and methods shall include the positive impact that non-wheel braking systems on vehicles perform.

Amendment 11470

Proposal for a regulation

(g) brake system types and their replacement parts;

(g) brake system types and their replacement parts in respect to particle emissionsspecifically for allthe diffent vehicle categories,categories whilethat takingalso take into account other on-vehicle systems that contribute to thevehicle braking of bothand vehiclesbraking andof trailers;

Or. en

Justification

The brake testing procedures and methods should also take into consideration non-wheel braking systems that have been installed on vehicles.

Amendment 115

Proposal for a regulation

Article 14 – paragraph 3 – point h

Text proposed by the Commission

Amendment

(h) tyre types in respect to tyre abrasion;

(h) tyre types in respect to tyre abrasion as specified by the common GRBP/GRPE Task Force on Tyre Abrasion conducted under the auspices of the UN WP29;

Or. en

Amendment 116

Proposal for a regulation

Article 14 – paragraph 3 – point j

Text proposed by the Commission

Amendment

(j) CO2, fuel and energy consumption, electric range and engine power determination for M1, N1 vehicles, provisions for OBFCM;

(j) CO2, fuel and electric energy consumption, electric range and engine power determination for M1, N1 vehicles, provisions for OBFCM;

Or. en

Amendment 11771

Proposal for a regulation

Article 14 – paragraph 3 – point kg a (new)

Text proposed by the Commission

Amendment

(k) CO2, fuel and energy consumption, zero-emission range, electric range and engine power determination for M2, M3, N2, N3 vehicles, energy efficiency of O3, O4 trailers, provisions for OBFCM.

(ga) brake system types and their replacement parts for older cars to be retrofitted to significantly reduce the brake emissions;

(k) CO2, fuel and electric energy consumption, zero-emission range, electric range and power determination for M2, M3, N2, N3 vehicles, energy efficiency of O3, O4 trailers, provisions for OBFCM.

Or. en

Amendment 11872

Proposal for a regulation

Article 14 – paragraph 4 – subparagraph 13 – introductorypoint parth

Text proposed by the Commission

Amendment

The Commission shall be empowered to adopt implementing acts for all phases of the emission type-approval, including in-service conformity, conformity of production and market surveillance, to lay down the following:

(h) tyre types in respect to tyre abrasion;

For a period of 18 months following the publication of this Regulation in the Official Journal of the European Union and after a comprehensive consultation process, the Commission shall be empowered to adopt implementing acts for all phases of the emission type-approval, including in-service conformity, conformity of production and market surveillance, to lay down the following:

(h) tyre types in respect to tyre abrasion as defined by the pertinent UN WP29 Regulation;

Or. en

Justification

Amendment 73

To ensure that the objectives of this Regulation are achieved, it is crucial to establish a deadline by which the Commission must propose all necessary implementing and delegated acts to ensure legal and investor certainty. This deadline should then be linked to the lead time required for implementation. The rules, procedures, and modalities outlined in secondary legislation play a critical role in achieving the goals of this Regulation, making it essential to establish a firm timeline for their proposal and adoption.

Amendment 119

Proposal for a regulation

(a) the methods to measure exhaust emissions in the lab and on the road, including random and worst-case RDE test cycles, the use of portable emissions measurement systems for verifying real driving emissions, and idle emissions;

(a) with regard tofor vehicles under the scope of Regulation (EC) 715/2007, the methods to measure exhaust emissions in the lab and during Real Driving Emissions (RDE) on the road, including safeguards to detect andmeasures preventagainst biased driving orand misuse during RDE testing, the use of portable emissions measurement systems for verifying real driving emissions and, for M1, N1 vehicleemissions, types,and idle emissions;

Or. en

Justification

It is important to clarify that this particular point applies only to light-duty vehicles. Additionally, the use of random or worst-case driving scenarios is not proportional, and Real Driving Emissions (RDE) testing should be limited to statistically significant driving events. This is essential for protecting against any instances of biased driving or misuse.

Random or worst case driving is not proportional and RDE should relate to statistically relevant driving events.

Amendment 12074

Proposal for a regulation

Article 14 – paragraph 4 – subparagraph 1 – point ba a (new)

Text proposed by the Commission

Amendment

(ba) the methods to type-approve applicable hybrid technologies of category M2, M3, N2 and N3 vehicles;

(aa) for vehicles under the scope of Regulation (EC) 595/2009, to carry-over all laboratory and in-service conformity (ISC-PEMS) test procedures laid down in that Regulation and its subsequent amendments;

Or. en

Justification

The Euro 7 proposal does not include the necessary test methods for manufacturers to approve new hybrid heavy-duty vehicle engines and vehicles.

Link between the current well-functioning Euro VI lab and on-road test procedures into Euro 7.

Amendment 12175

Proposal for a regulation

(g) the methods to measure brake particle emissions, including methods for HDV, real driving brake particle emissions and regenerative braking;

(g) the methods to measure brake particle emissions on the basis of the completed UNECE GTR for M1 and N1 vehicles and to conductcarry out an expansive inter-laboratory test program to determine a referencethe pointbaseline for M1 and N1 vehicle brake wear emissions from which proportional brake wear limits can be evaluated,considered, a similar approach for heavy-duty vehiclesHDV when an appropriate test method has first been developed at UNECE level, and regenerative braking;

Or. en

Justification

It is essential to establish a baseline forThe brake wear emissions bytest completingmethod theneeds brakefirst wearto testbe methodcompleted and evaluating itsthen accuracyevaluated amongfor differentinter-lab laboratoriesaccuracy beforeto settingunderstand athe limitbaseline onof brake wear emissions. This will ensureemissions thatbefore thea limit is based on reliable andcan accuratebe data.considered.

Amendment 12276

Proposal for a regulation

(h) the methods to measure tyre abrasion in order to monitor tyre abrasion rates;

(h) the methods to measure tyre abrasion in order to monitor tyre abrasion rates as specified by the common GRBP/GRPE Task Force on Tyre Abrasionin conductedline underwith the auspices of therelevant UN WP29;WP29 Regulation;

Or. en

Amendment 123

Justification

The UN WP29 Task Force on Tyre Abrasion is currently dealing with the test method and the tyre abrasion rates, as it will be the foundation for the important regulation that will be integrated in Annex II of the General Safety Regulation.

Amendment 77

Proposal for a regulation

(j) OBFCM device, OBD and OBM systems, including compliance thresholds, performance requirements and tests, methods to ensure performance of sensors and over the air communication of data recorded by these devices and systems;

(j) OBFCM device, OBD and OBM systems, including, optionally,including over the air communication of data recorded by these devices and systems;

Or. en

Amendment 124

Proposal for a regulation

Article 14 – paragraph 4 – subparagraph 1 – point l

Text proposed by the Commission

Amendment

(l) the methods to assess the correct operation, effectiveness, regeneration and durability of original and replacement pollution control systems;

(l) the methods and requirements to assess the correct quality, operation, effectiveness, regeneration and durability of original and replacement pollution control systems, including reagents;

Or. en

Justification

Verification of reagent quality plays a significant role in ensuring compliance of vehicles with the durability requirements of their systems and components. Quality requirements for reagents are already established in standards such as ISO 22241, and their adherence is essential to achieve accurate and reliable measurement of exhaust emissions.

Amendment 125

Proposal for a regulation

Article 14 – paragraph 4 – subparagraph 1 – point p

Text proposed by the Commission

Amendment

(p) checks for compliance with the provisions of Article 9 (1) and test procedures for multistage vehicles;

deleted

Or. en

Justification

Amendment 78

Alignment with deletion amendments introduced in Article 9.

Amendment 126

Proposal for a regulation

Or. en

Justification

Amendment 79

This Article should facilitate an improvement in market fuels via updates to the Fuel Quality Directive 98/70/EC.

Amendment 127

Proposal for a regulation

(s) methods for establishing the absence of defeat devices and defeat strategies;

(s) methods for establishing the absence of defeat devices and defeat strategies and to carry-over into this Regulation the requirements laid out in Article 5(2) of Regulation (EC) 715/2007 and Article 5(11) of Regulation (EU) 2017/1151 applicable to the case of category M1 and N1 vehicles, and in UNECE Regulation No. 49,49 (8) Revision 6, Annex 10, paragraph 5.1.2 applicable to category M2, M3, N2 and N3 vehicles;

Or. en

Justification

Amendment 80

The current defeat device guidance published in OJ C68, 24.02.2023, p.1 must also be adopted in the Euro 7 secondary legislation, as it is crucial to ensure that the shortcomings found in the light duty emission Regulations of Euro 5/6 are not repeated in this Regulation.

Amendment 128

Proposal for a regulation

Justification

Corrects a drafting error in the Commission proposal as this duplicates point h.

Repetition of point h.

Amendment 12981

Proposal for a regulation

Article 14 – paragraph 4 – subparagraph 1 – point v a (new)

Text proposed by the Commission

Amendment

(va) clarification of the test obligations to manufacturers, type-approval authorities, third parties/Commission for initial type approval, conformity of production, in-service compliance and market surveillance;

Or. en

Justification

Given that Annex V is deleted in this draft report, the basic act needs to make clear that test requirements must be elaborated via secondary legislation.

Amendment 130

Proposal for a regulation

Amendment

(wa) for category M2, M3, N2 and N3 vehicles, to carry-over into this Regulation all laboratory and in-service conformity (ISC-PEMS) test procedures according to the footnotes and referenceslaid includeddown in Annex IRegulation Table(EC) 2595/2009 and Annex IIIits Tablesubsequent 2;amendments;

Or. en

Justification

Amendment 82

In alignment with previous amendments aimed at returning to the Euro VI test regime, the Commission must adopt an implementing act to that effect in accordance with Article 14.

Amendment 131

Proposal for a regulation

Article 1514 – paragraph 4 – subparagraph 1 – introductorypoint partw b (new)

Text proposed by the Commission

Amendment

1. The Commission shall be empowered to adopt delegated acts in accordance with Article 16 in order to take into account technical progress to amend the following:

(wb) the methods to type-approve applicable hybrid technologies of category M2, M3, N2 and N3 vehicles;

1. For a period of 36 months following the adoption of the applicable test conditions, test requirements and declaration, and after a comprehensive scrutiny process, the Commission shall be empowered to adopt delegated acts in accordance with Article 16 in order to take into account technical progress to amend the following:

Or. en

Amendment 13283

Proposal for a regulation

Article 15 – paragraph 2 – introductory part

Article 14 – paragraph 4 – subparagraph 1 – point w c (new)

Text proposed by the Commission

Amendment

2. The Commission shall be empowered to adopt delegated acts to supplement this Regulation in accordance with Article 16 in order to take into account technical progress by:

(wc) clarification of the test obligations to manufacturers, type-approval authorities, third parties for initial type approval, conformity of production, in-service compliance and market surveillance.

2. Following completion of the work on tyre abrasion in the common GRBP/GRPE Task Force on Tyre Abrasion conducted under the authority of the UN WP29, the Commission shall be empowered to adopt delegated acts, no later than 18 months following the date of receipt of the UN WP29 limits, including a comprehensive scrutiny process, to supplement this Regulation in accordance with Article 16 in order to take into account technical progress by:

Or. en

Justification

Amendment 84

To ensure that the objectives of this Regulation are achieved, it is crucial to establish a deadline by which the Commission must propose all necessary implementing and delegated acts to ensure regulatory certainty. This deadline should then, in turn, be linked to the lead time required for implementation. The rules, procedures, and modalities outlined in secondary legislation play a fundamental role in achieving the goals of this Regulation, making it essential to establish a firm timeline for their proposal and final adoption.

Amendment 133

Proposal for a regulation

(a) setting out brake particle emission limits in Annex I referring to the work performed in the UN World Forum for Harmonisation of Vehicle Regulations (WP29);

(a) setting out brake particle emission limits in Annex I following completion of the work in the Task Force on Brake Emissions conducted under the authority of the UN WP29;

deleted

Or. en

Amendment 13485

Proposal for a regulation

(b) setting out abrasion limits for tyre types in Annex I referring to the work performed in the UN World Forum for Harmonisation of Vehicle Regulations (WP29);

(b) setting out abrasion limits for tyre types in Annex I following completion of the work on tyre abrasion in the common GRBP/GRPE Task Force on Tyre Abrasion conducted under the authorityensuring ofsynchronization thewith UN WP29;WP29 Regulation;

Or. en

Amendment 135

Proposal for a regulation

Article 15 – paragraph 2 – point c

Text proposed by the Commission

Amendment

(c) setting out the minimum performance requirements of batteries laid down in Annex II, referring to the work performed in the UN World Forum for Harmonisation of Vehicle Regulations (WP29);

(c) setting out the minimum performance requirements of batteries laid down in Annex II, by reference to the work performed and the decisions taken in the UN WP29;

Or. en

Justification

Amendment 86

As per Article 15(1), the Parliament and Council should not give delegated power to the Commission to change essential elements that the co-legislators must agree in the basic act. As for battery durability, the provisions agreed upon in UNECE should be incorporated into this Regulation without any changes.

Amendment 136

Proposal for a regulation

(d) setting out durability multipliers in Annex IV based on data collected when testing Euro 7 M2, M3, N2, N3 vehicles and a report on the durability of heavy duty vehicles submitted to the European Parliament and Council;

(d) setting out durability multipliers in Annex IV based on data collected when testing Euro 7 M2, M3, N2, N3 vehicles and the conclusions of a report on the durability of heavy-duty vehicles submitted to the European Parliament and Council;

deleted

Or. en

Amendment 137

Proposal for a regulation

Article 18 – paragraph 2

Text proposed by the Commission

Amendment

2. By 1 September 2031, on the basis of the information supplied in accordance with paragraph 1, the Commission shall submit to the European Parliament and to the Council an evaluation report on the application of this Regulation.

2. No later than 60 months after the entry into force of all implementing and delegated acts adopted in accordance with this Regulation, on the basis of the information supplied in accordance with paragraph 1, the Commission shall submit to the European Parliament and to the Council an evaluation report on the application of this Regulation.

Or. en

Amendment 13887

Proposal for a regulation

Article 1815 – paragraph 2 a– (new)point e

Text proposed by the Commission

Amendment

2a. No later than 36 months after the entry into force of all implementing and delegated acts adopted in accordance with this Regulation, the Commission shall submit to the European Parliament and to the Council a report assessing the durability of heavy-duty vehicles.

(e) setting out definitions and special rules for small volume manufacturers for vehicle categories M2, M3, N2, N3 under Article 3 and Article 8 of this Regulation.

deleted

Or. en

Amendment 13988

Proposal for a regulation

Regulation (EC) 715/2007 is repealed with effect from 1 July 2025.

Regulation (EC) 715/2007 is repealed with effect from 1 July 2035.2035 in accordance with the date specified in Article 10(6).

Or. en

Justification

This Regulation should be consistent with the small volume manufacturer derogation present in Regulation (EU) 2023/851 by postponing the entry into force date to 1 July 2035, particularly given that Recital 19 of the Commission proposal acknowledges that the vehicle emissions from small volume manufacturers have a negligible impact on the environment within the EU.

Small volume manufacturers should still comply with (EC) 715/2007 before the EURO 7 entry into force date applicable for them. The same applies to vehicles which face a change of scope between EU6 and EU7.

Amendment 14089

Proposal for a regulation

Regulation (EC) 595/2009 is repealed with effect from 1 July 2027.

Regulation (EC) 595/2009 is repealed with effect from 1the Julydate 2035.specified in Article 10(5).

Or. en

Justification

The repeal date for heavy-duty vehicles should not be discriminatory and align with the small volume manufacturer derogation for passenger cars and light duty vehicles present in Regulation (EU) 2023/851.

Small volume manufacturers should still comply with (EC) 715/2007 before the EURO 7 entry into force date applicable for them. The same applies to vehicles which face a change of scope between EU6 and EU7.

Amendment 14190

Proposal for a regulation

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 from 36 months after the adoption of all corresponding implementing or delegated acts enacted in accordance with this Regulation for new type M1, N1 vehicles and components and separate technical units for those vehicles and 48 months afterentry theinto adoptionforce of all corresponding implementing and delegated acts enacted in accordance with this Regulation to newfor M1, N1 vehicles and components and separate technical units for those vehicles. It shall apply 48 months after the adoption of all corresponding implementing and delegated acts enacted in accordance with this Regulation for new type M2, M3, N2, N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers andfrom 60 months after the adoption of all corresponding implementing and delegated acts enactedentry ininto accordanceforce withof this Regulation to newfor M2, M3, N2, N3 vehicles and components and separate technical units for those vehicles and O3, O4 trailers.

Or. en

Justification

To provide coherence with the timeframes indicated in Article 10.

Consistently to Article 10 proposed amendments.

Amendment 14291

Proposal for a regulation

It shall apply from 1 July 2030 for M1, N1 vehicles constructed by small volume manufacturers.

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.manufacturers.

Or. en

Justification

Amendment 92

For 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.

Amendment 143

Proposal for a regulation

Annex I – Table 1 – Rowtable 1

Text proposed by the Commission

Euro 7 exhaust emission limits for M1, N1 vehicles with internal combustion engine

Pollutant emissions

Emission budget for all trips less than 10 km only for N1 vehicles with power to mass ratio less than 35 kW/t

1. Measured in accordance with paragraph 5.3.2. of UN/ECE 1Regulation No 85 in the case of ICEVs and PEVs, or, in all other cases, measured in accordance with one of the test procedures laid down in paragraph 6 of UN Global Technical Regulation 21

per km

Amendment

per km

Pollutant emissions

per trip

M1, N1 vehicles

per trip

Only for N1 vehicles with power to mass ratio1 less than 44 kW/t

Emission budget for all trips less than 10 km for M1, N1 vehicles

Emission budget for all trips less than 10 km only for N1 vehicles with power to mass ratio less than 44 kW/t

1. Measured in accordance with paragraph 5.3.2. of UNECE Regulation No 85 in the case of ICEVs and PEVs, or, in all other cases, measured in accordance with one of the test procedures laid down in paragraph 6 of UN Global Technical Regulation 21

Or. en

Justification

Heavier 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.

Amendment 144

Proposal for a regulation

Annex I – Table 1 – Row 3

Text proposed by the Commission

NOx in mg

750

Amendment

NOx in mg

60

125

600

2000

Or. en

Justification

Heavier 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.

Amendment 145

Proposal for a regulation

Annex I – Table 1 – Row 4

Text proposed by the Commission

PM in mg

45

Amendment

PN10 in #

PM in mg

6×1011

4.5

6×1011

5

6×1012

45

6×1012

50

Or. en

Justification

Heavier 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.

Amendment 146

Proposal for a regulation

Annex I – Table 1 – Row 6

Text proposed by the Commission

CO in mg

6300

Amendment

CO in mg

500

740

5000

7400

Or. en

Justification

Heavier 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.

Amendment 147

Proposal for a regulation

Annex I – Table 1 – Row 7

Text proposed by the Commission

THC in mg

1300

Amendment

THC in mg

100

160

1000

1600

Or. en

Justification

Heavier 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.

Amendment 148

Proposal for a regulation

Annex I – Table 1 – Row 8

Text proposed by the Commission

NMHC in mg

900

NH3 in mg

20

-

200

-

______________________

1. Measured in accordance with paragraph 5.3.2. of UN/ECE Regulation No 85 in the case of ICEVs and PEVs, or, in all other cases, measured in accordance with one of the test procedures laid down in paragraph 6 of UN Global Technical Regulation 21

Amendment

Euro 7 exhaust emission limits for M1, N1 vehicles with internal combustion engine

Pollutant emissions

M1, N1 vehicles

Only for N1 vehicles with power to mass ratio1 less than 44 kW/t

Emission budget for all trips less than 10 km for M1, N1 vehicles

Emission budget for all trips less than 10 km only for N1 vehicles with power to mass ratio less than 44 kW/t

per km

per km

per trip

per trip

NOx in mg

60

125

600

2000

PM in mg

4.5

5

45

50

PN10 in #

6×1011

6×1011

6×1012

6×1012

CO in mg

500

740

5000

7400

THC in mg

100

160

1000

1600

NMHC in mg

1080

NH3 in mg

20

20

200

200

Or. en

Justification

Heavier vans,It classifiedis asvery N1important vehiclesto withraise athe power-to-mass ratio lessfrom than35 to 44 kW/t,kW/t arefor oftenheavier subjectvans to unfairbe treatmentclearly becauseidentified theyby this regulation. Indeed, heavier vans are mistakenlyseverely perceiveddiscriminated against in the same region, as beingthey equivalentare toperceived as small as small passenger cars. Moreover, theseVarious N1 category vehicles are often used for utility ratherpurposes thanand mobilitynot purposes,for asmobility recognizedas inpermitted theby Euro 6 standards and therefore, the emissionstandards. limitsLimits should be adjusted accordingly,according withto theEuro reintroduction6 ofand specific limits for N1 class III.III should be reintroduced as in Euro 6.

Amendment 14993

Proposal for a regulation

Annex I – Tabletable 2

Text proposed by the Commission

Euro 7 exhaust emission limits for M2, M3, N2 and N3 vehicles with internal combustion engine and internal combustion engines used in those vehicles

Pollutant emissions

30

______________________

2. Cold emissions refers to the 100th percentile of moving windows (MW) of 1 WHTC for vehicles, or WHTCcold for engines

Amendment

Pollutant emissions

Euro 7 exhaust emission limits for M2, M3, N2 and N3 vehicles with internal combustion engine and internal combustion engines used in those vehicles

WHSC (CI) and WHTC1) (CI and PI)

CO mg/kWh

Real Driving Emissions (RDE)2)

NMHC mg/kWh

NOx inCH4 mg/kWh

NOx mg/kWh

NH3 mg/kWh

PM mg/kWh

PN10

WHSC (CI) and WHTC (CI and PI)

1500

80

500

230

345

10

PM in mg/kWh

8

-

6x1011

PN10 in #/kWh

RDE

6 x 1011

9 x 1011

CO in mg/kWh

1500

2250

NMHC in mg/kWh

80

120

NH3 in mg/kWh

80

120

CH4 in mg/kWh

500

750

1) Calculation of specific emissions according to paragraph 8.6.3 of Annex 4 to UNECE Regulation No. 49-07.

345

2) Emissions evaluation shall be based on accumulated mass/number of emissions over a trip divided by the engine work.

15

8

9x1011

Or. en

Justification

With a focus on reducing emissions from heavy-duty vehicles,The the2021 ACEA Euro 7 proposal, published in 2021,proposal providesallows a good basisnew forPN10 establishingtest limitprocedure valuesthat forcuts M2,major M3,pollutants N2in andhalf, N3increases vehicles.severity Itsby primary30-40%, aimand isconverts toNH3 decreaselimits theto levelsmg/kWh ofvalues mainbased pollutantson bythe 50%.Itexplanation aimsprovided to decrease the main pollutantsCouncil by 50%the andCommission recognizesin thedocument newDS PN101604/15, testdated procedure,16 whichNovember increases2015, theInterinstitutional severityFile by2014/0012 30-40%.(COD). A key featureaspect of the ACEA 2021 proposal iswas to fully preserve the retentionphilosophy of stricter test bed limitslimits, but with the inclusion ofhaving a conformitycompliance factor (of 1.5) forto transposingshift the engine test limits to aninto on-road in-service conformity procedure for the entirecompliance vehicle.procedures.

Amendment 15094

Proposal for a regulation

Annex I – Tabletable 3 – Row 1

Text proposed by the Commission

Euro 7 evaporative emission limits for petrol fuelled M1, N1 vehicles

Pollutant emissions

N1 with maximum mass equal or more than 2650 kg

Evaporative emissions (in hot soak + 2 day diurnal test)

0.50 g at worst day + hot soak

0.70 g at worst day + hot soak

Refuelling emissions

0.05 g/L of fuel

0.05 g/L of fuel

Amendment

Euro 7 evaporative emission limits for petrol fuelled M1, N1 vehicles

Pollutant emissions

M1 and N1 with maximum mass equal or more than 2650 kg

Evaporative emissions (in hot soak + 2 day diurnal test)

0.50 g at worst day + hot soak

0.70 g at worst day + hot soak

Refuelling emissions

0.05 g/L of fuel

0.05 g/L of fuel

Or. en

Justification

VehicleThe weighteffect doesof notvehicle affectmass on evaporative emissions,emissions regardlessis independent of categories M and N (that is, vehicle category.use). EvaporativeMuch of the background evaporative emissions are mostly linkedproportional to vehiclethe size of the vehicle, but this concept only applies when paddingthe isvehicle present,has butpadding. A classic load space of a light commercial vehiclesvehicle withis a steel loadbox spacesand dohas notno emitevaporative suchemissions. pollutants.A Therefore,similar toconcept ensureis technologicalused neutralityin andthe regulatoryUS simplicity,for light trucks, but the term encompasses many vehicles classified as passenger cars in the EU. Therefore, the same rules should apply to both M1 and N1 vehicles.for simplicity and technology neutrality.

Amendment 15195

Proposal for a regulation

Annex I – Table 3 – Rowtable 36

Text proposed by the Commission

Refuelling emissions

0.05 g/L of fuel

0.05 g/L of fuel

Amendment

delete

[…]

delete

deleted

delete

Or. en

Justification

Implementing 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.

Provisions should be removed from the Euro 7 regulations and placed under the responsibility of tyre manufacturers.

Amendment 15296

Proposal for a regulation

Annex II – Table 1 – Rowtable 1

Text proposed by the Commission

Euro 7 Minimum performance requirements (MPR) for battery durability for M1 vehicles

Battery energy based MPR

Amendment

Euro 7 Minimum performance requirements (MPR) for battery durability for M1 vehicles

Battery energy based MPR

Justification

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

The target value after 8 years and 160,000 km is sufficient. Current discussion at UNECE IWG EVE should be reflected in this table (in GTR-22, no numbers inserted as N1 vehicles in monitoring).

Amendment 15397

Proposal for a regulation

Annex II – Tabletable 2 – Row 1

Text proposed by the Commission

Euro 7 Minimum performance requirements (MPR) for battery durability for N1 vehicles

Battery energy based MPR

Amendment

Euro 7 Minimum performance requirements (MPR) for battery durability for N1 vehicles

Battery energy based MPR

Justification

OneThe settarget pointvalue after 8 years and 160 000 km is sufficient as defined also at UNECEUN ECE level.

Amendment 15498

Proposal for a regulation

Annex III – Tabletable 1 – Row 2

Text proposed by the Commission

Conditions for testing compliance of M1, N1 vehicles with exhaust emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle

Parameter

Normal driving conditions

Extended driving conditions*

Extended driving divider

1.6 (applies to measured emissions only during the time when one of the conditions set out in this column applies)

Amendment

Ambient temperature

Extended driving divider

0°C to 35°C

-10°C to 0°C or 35°C to 45°C

Maximum altitude

700 m

More than 700 m and below 1 800 m

Maximum speed

Up to 145 km/h

Between 145 and 160 km/h

Towing/aerodynamic modifications

Not allowed

Allowed according to manufacturer specifications and up to the regulated speed.

Auxiliaries

Possible as per normal use

-

1.6 (applies to measured emissions only during the time when one of the conditions set out in this column applies); and in the case two or more conditions are met, that part of the trip shall be excluded and set invalid. When test energy (rk) exceeds 1.3x the Worldwide harmonized Light vehicles Test Procedure (WLTP) test energy, normalisation shall occur in line with RDE UN GTR Appendix 11.

Or. en

Justification

Further 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.

Amendment 155

Proposal for a regulation

Annex III – Table 1 – Row 8

Text proposed by the Commission

Maximum average wheel power during first 2 km after cold start

Higher than 20% of maximum wheel power

Amendment

Deleted

Deleted

Deleted

Or. en

Justification

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

Amendment 156

Proposal for a regulation

Annex III – Table 1 – Row 8a (new)

Text proposed by the Commission

Amendment

Trip dynamics

According to Appendix 7a to Annex IIIA of Regulation (EU) 2017/1151

Procedures laid down in Appendix 7a of Annex IIIA to Regulation (EU) 2017/1151, according to Article 14, paragraph 4, subparagraph (a)

Or. en

Justification

Further 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.

Amendment 157

Proposal for a regulation

Annex III – Table 1 – Row 9

Text proposed by the Commission

Trip composition

-

Amendment

Trip composition

Any, as per normal use **

Any, as per normal use **

______________________

** Rare driving conditions, i.e. [2% of customer trips] and biased driving is not permitted; driving dynamics limits are laid down in the corresponding implementing act.

Or. en

Justification

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

Amendment 158

Proposal for a regulation

Annex III – Table 1 – Row 10

Text proposed by the Commission

Minimum mileage

Between 3 000 and 10 000 km

Amendment

Minimum mileage

10 000 km***

Between 3 000 and 10 000 km***

______________________

*** At type approval testing the manufacturer shall not apply the extended driving factor in the case the vehicle is below 10 000 km mileage.

* The same emission strategy shall be used when a vehicle is run outside those conditions, unless there is a technical reason approved by the type approval authority.

Or. en

Amendment

Justification

Conditions for testing compliance of M1, N1 vehicles with exhaust emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle

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.

Amendment 159

Proposal for a regulation

Annex III – Table 2 – Row 1

Text proposed by the Commission

Parameter

Extended driving conditions*

Amendment

Extended driving divider

Parameter

Euro VI test conditions to be brought into Euro 7

Point of reference

Or. en

Justification

The 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.

Amendment 160

Proposal for a regulation

Annex III – Table 2 – Row 2

Text proposed by the Commission

Extended Driving Divider

-

21.6 (applies to measured emissions only during the time when one of the conditions set out in this column applies)applies), and in the case two or more conditions are met, that part of the trip shall be excluded and set invalid).

Amendment

deleted

deleted

deleted

Or. en

Justification

The 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.

Amendment 161

Proposal for a regulation

Annex III – Table 2 – Row 3

Text proposed by the Commission

Ambient temperature

-7°C to 35°C

-10°C to -7°C or 35°C to 45°C

Amendment

Amendment

Ambient temperature

According to paragraph 4.2 of Annex 8 to UNECE Regulation No.49-07

0°C to 35°C

Covering -7°C to 38°C

-10°C to 0°C or 35°C to 45°C

Or. en

Justification

The 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.

Amendment 162

Proposal for a regulation

Annex III – Table 2 – Row 4

Text proposed by the Commission

Maximum altitude

1 600 m

From 1 600 to 1 800 m

Amendment

Maximum altitude

According to paragraph 4.2 of Annex 8 to UNECE Regulation No.49-07

700 m

1More than 700 m and below 1 800 m

Or. en

Maximum speed

Justification

Up to 145 km/h

The 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.

Between 145 and 160 km/h

Amendment 163

Proposal for a regulation

Annex III – Table 2 – Row 5

Text proposed by the Commission

Towing/aerodynamic modifications

Not allowed

Allowed according to manufacturer specifications and up to the regulated speedspeed.

Amendment

deleted

deleted

deleted

Or. en

Justification

The 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.

Amendment 164

Proposal for a regulation

Annex III – Table 2 – Row 6

Text proposed by the Commission

Vehicle Payload

Higher or equal than 10%

Less than 10%

Amendment

Vehicle payload

According to paragraph 4.1 of Annex 8 to UNECE Regulation No.49-07

≥ 10%

Or. en

Justification

The 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.

Amendment 165

Proposal for a regulation

Annex III – Table 2 – Row 7

Text proposed by the Commission

Auxiliaries

-

Amendment

Maximum average wheel power during first 2 km after cold start

deleted

Lower than 20% of maximum wheel power

deleted

Higher than 20% of maximum wheel power

deleted

Or. en

Justification

The 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.

Amendment 166

Proposal for a regulation

Annex III – Table 2 – Row 8

Text proposed by the Commission

Internal Combustion Engine Loading at cold start

Any

-

Amendment

deleted

deleted

deleted

Or. en

Justification

The 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.

Amendment 167

Proposal for a regulation

Annex III – Table 2 – Row 9

Text proposed by the Commission

Trip composition

As per usual use

-

Amendment

Trip composition

According to paragraph 4.5 of Annex 8 to UNECE Regulation No.49-07

Any biased and rare driving conditions are not allowed

Urban / rural / motorway

- Biased and rare driving conditions are not allowed

Or. en

Justification

The 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.

Amendment 168

Proposal for a regulation

Annex III – Table 2 – Row 10

Text proposed by the Commission

Minimum mileage

5 000 km for 16t TPMLM

Between 3 000 km and 5 000 km for 16t TPMLM

Amendment

Minimum mileage

According to paragraph 3.2 of Annex 8 to UNECE Regulation No.49-07

10 000 km

25Between 3 000 and 10 000 km

Or. en

______________________

Justification

* The same emission strategy shall be used when a vehicle is run outside those conditions, unless there is a technical reason approved by the type approval authority.

The 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.

Amendment 169

Proposal for a regulation

Annex III – Table 3 – Title

Text proposed by the Commission

Conditions for testing compliance with evaporative emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle

Amendment

Conditions for testing compliance with evaporative emission limits

Or. en

Justification

Conducting 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.

Amendment 170

Proposal for a regulation

Annex IV – Table 1 – Row 1

Text proposed by the Commission

Lifetime of vehicles, engines and replacement pollution control systems

M1, N1 and M2

N2, N3<16t, M3<7.5t

N3>16t, M3>7.5t

Amendment

Lifetime of vehicles, engines and replacement pollution control systems

M1, N1 and M2

N2, N3  16t, M3  7.5t

N3 > 16t, M3 > 7.5t

Or. en

Justification

While 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.

Amendment 171

Proposal for a regulation

Annex IV – Table 1 – Row 3

Text proposed by the Commission

Additional lifetime

After main lifetime and up to 200 000 km or 10 years, whichever comes first

After main lifetime and up to 375 000 km

After main lifetime and up to 875 000 km

Amendment

Additional lifetime

After main lifetime and up to 200 000 km or 10 years, whichever comes first

After main lifetime and up to 375 000 km or 10 years, whichever comes first

After main lifetime and up to 875 000 km or 20 years, whichever comes first

Or. en

Justification

While 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.

Amendment 172

Proposal for a regulation

Annex V – Table 3 – Row 2

Text proposed by the Commission

Gaseous pollutants, PM and PN in road testing (RDE) for each fuel and for the applicable vehicle categories (M2, M3, N2 and N3) and low load test (if applicable)

Required demonstration tests for all fuels for which the type approval is granted per vehicle type and a declaration of compliance for all fuels, all payloads and all applicable vehicle types

Conformity of production performed at engine level only

Required test on a vehicle with any fuel and on any vehicle category and any payload for all engine types every two year

Amendment

Gaseous pollutants, PM and PN in road testing (RDE) for each fuel and for the applicable vehicle categories (M2, M3, N2 and N3) and low load test (if applicable)

Required demonstration tests for all fuels for which the type approval is granted per vehicle type and a declaration of compliance for all fuels, all payloads and all applicable vehicle types*

Conformity of production performed at engine level only

Required test on a vehicle with any fuel and on any vehicle category and any payload for all engine types every two year

* may also be carried out by engine manufacturers on condition that installation information has been provided and verified in accordance with this Regulation

Or. en

Justification

This 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.

Amendment 173

Proposal for a regulation

Annex V – Table 5 – Row 8

Text proposed by the Commission

On-board monitoring (OBM family level)

Performed only with the complete vehicle as in Tables 3 and 4

Not required

Performed only with the complete vehicle as in Tables 3 and 4

Amendment

On-board monitoring (OBM family level)

Performed only with a representative complete vehicle as in Tables 3 and 4

Not required

Performed only with the complete vehicle as in Tables 3 and 4

Or. en

Justification

The 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.

Amendment 174

Proposal for a regulation

Annex V – Table 5 – Row 8 a (New)

Text proposed by the Commission

Performed only with the complete vehicle as in Tables 3 and 4

Amendment

Installation information to ensure correct functioning of engine and emissions control system in vehicle

Provided for the parent engine, declaration for all family members

Not required

Performed only with the complete vehicle as in Tables 3 and 4

Or. en

Justification

The 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.

Factor of 1.6 only applies when one single condition is met. This could be misleading based on the current wording and should be improved. “Any” includes also biased driving and rare driving situations.

Amendment 17599

Proposal for a regulation

Annex V – Table 6III – Rowtable 92

Text proposed by the Commission

On-board monitoring (OBM family level)

Performed only with the complete vehicle as in Tables 3 and 4

Performed only with the complete vehicle as in Tables 3 and 4

Performed only with the complete vehicle as in Tables 3 and 4

Amendment

On-board monitoring (OBM family level)

[…]

Performed only with a complete vehicle as in Tables 3 and 4

deleted

Performed only with the complete vehicle as in Tables 3 and 4

Performed only with the complete vehicle as in Tables 3 and 4

Or. en

Justification

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

Table 2 should be completely replaced by provisions laid down in Article 4 of Regulation (EU) 595/2009 and Annex II of Regulation 582/2011. Euro 6 testing conditions for heavy-duty vehicles should be carried over in Euro 7.

EXPLANATORY STATEMENT

From 1992 onwards, the EU has introduced progressively stringent exhaust emission limits for each new vehicle sold on the European market ('Euro' standards). In November 2022, the Commission came forward with a sixth update of these standards in its proposal for Euro 7 standards, bringing together previously separate emission requirements for cars and vans (Euro 6) and trucks and buses (Euro VI) under a single set of rules. The Euro 7 standards include new limits on exhaust pollutants, revised testing parameters, as well as addressing non-exhaust particle emissions from brakes and tyres. Since EU law already requires all new cars to produce zero CO2 emissions from 2035, the standards will serve as a transitional measure to regulate emissions until the full phase-out of new vehicles that are neither CO2-neutral nor zero-emission compliant.

The Commission's work in preparing this proposal has been fraught with challenges, incurring a publication delay of almost eighteen months. This hold-up was a consequence, in part, of the Commission’s own Regulatory Scrutiny Board (RSB) issuing an initial negative opinion of the impact assessment amid concerns over the coherency of technical details on the problems facing different vehicle types and the choice of the preferred policy option. In this context, Parliament’s Rapporteur, Alexandr Vondra, has identified several of his own reservations about the feasibility and effectiveness of the Commission proposal. The Rapporteur emphasises that the co-legislators face a significant task ahead if they are to ensure that the adopted Euro 7 rules are proportionate and ultimately fit for purpose.

These reservations can be summarised as follows:

 Cost implications: Introducing stringent emission standards requires significant investment by manufacturers to develop and produce new technologies that meet the requirements. Such costs could force higher prices on manufacturers and consumers, as the proposal targets a diminishing technology that is in competition with vehicle solutions from the CO2 regulation, potentially leading to a 'Havana effect' whereby people postpone new purchases or only buy second-hand cars. The Commission estimates additional direct costs for vehicles to be approximately €180-€450 for cars/vans and €2,800 for buses/lorries. However, the findings of a recent assessment of the regulatory costs of Euro 7 report average incremental direct costs of Euro 7 (compared to Euro 6 or Euro VI) of €2,000 per internal combustion engine car/van and €12,000 per diesel bus/lorry. These estimates are between four to ten times higher than the figures reported in the Commission impact assessment. Furthermore, these amounts could escalate even further because of indirect costs (e.g., an increase in fuel consumption to achieve some of the proposal’s testing requirements), an upward pressure on prices not considered by the Commission. Given the substantial discrepancy between the two estimates, it is clear that further assessment will be necessary to validate the exact costs of introducing these new standards.

 Technological feasibility: Questions remain about the technological feasibility of meeting the new standards, which depend on unreliable PEMS measuring devices as well as emerging and unproven testing, surveillance and emission control equipment. In particular, the Commission’s decision to overhaul heavy-duty vehicle testing exacerbates these worries, replacing in-service conformity assessments using portable emission measuring equipment. Instead, it seeks to extend the Real Driving Emissions (RDE) regime in place for cars and vans to heavy-duty vehicles, disregarding their broader range of emissions and pushing the engineering target—in combination with the proposal’s limit values—close to zero. Indeed, as currently drafted, these requirements will require a different development pathway for manufacturers and original equipment manufacturers (OEMs) to those used in North America, China and South America undermining the EU’s role in setting automotive standards that many global markets follow.

 Diverting resources from decarbonisation: To meet existing EU CO2 targets, the transition towards low-carbon transport is already well underway, with manufacturers of commercial vehicles progressively expanding their range of battery-electric and hydrogen-powered vehicles. Investments aimed at decarbonizing road transport must therefore be supported by a comprehensive regulatory framework that strikes a fair balance between enhancing air quality and facilitating the adoption of CO2-neutral and zero-emission vehicles. However, the Commission proposal raises fears over its potential negative impact on manufacturers' investment strategies. While acknowledging concerns specific to heavy-duty vehicles, the Euro 7 proposal must not direct attention away from the broader objective of achieving carbon neutrality. This legislation has to be realistic in setting achievable targets as well as being consistent and proportional with the investments required for compliance with existing and future CO2 standards.

In this context, the Rapporteur looks to address the following fundamental and interconnected issues in his draft committee report:

 Insufficient lead times for the automotive sector: The proposal's entry into force dates (2025 for cars and vans; 2027 for trucks and buses) do not provide the necessary time for industrial development and adaptation of production, and fail to reflect the fact that the legal framework will only be complete following the adoption of the relevant implementing and delegated acts. The Rapporteur, therefore, recommends linking the dates of entry into force to the dates of adoption of the applicable secondary legislation. With the exception of requirements for brakes and tyres, which are contingent on agreements within the UNECE, the Commission will have deadlines to adopt the required delegated and implementing acts before triggering a lead in time of 36 months for new type cars and vans, and 48 months for new type trucks and buses. Moreover, the Rapporteur adds an extra 12 months between the new type and all registration dates to limit the administrative burden on type approval authorities and account for the lengthier product cycle of vans over cars.

 Undue reliance on secondary legislation: The cumulative changes to Euro 7’s modalities via secondary legislation are wide-ranging and vaguely defined in the Commission proposal. This lack of clarity is a significant concern, as the methodologies for measuring emissions during specified test conditions and verifying the application of test requirements/declarations are still to be finalised and risk amounting to "an empty box" in the basic act. Hence, understanding the implications and legal responsibilities arising from the many implementing and delegated acts on manufacturers and Member States is currently a futile task. The Rapporteur proposes to address this by setting conditional time limits for the Commission to prepare and finalise the secondary legislation, giving stakeholders and Member States much-needed legal certainty.

 Statistically-relevant RDE test conditions: The existing Euro 6 standard already delivers on-road testing with low exhaust emissions covering the vast majority (95 percent) of statistically possible driving events and situations. The Commission proposal aims to cover the last five percent, adding substantial complexities for compliance and additional hardware requirements with only nominal environmental benefits. Moreover, biased driving/worst-case conditions will oblige further supplementary technology in all Euro 7 vehicles. As a result, smaller low-budget cars that are indispensable for working people and rural communities could see a noticeable cost increase, resulting in the market withdrawal of certain models. The Rapporteur believes these driving scenarios go far beyond the parameters necessary to achieve the objectives of this legislation and reinstates the existing testing requirements in this proposal.

 On-Board Monitoring (OBM) requirements: The Commission requires OBM of emissions at all times throughout a vehicle’s lifetime. This will require new exhaust sensors, which are either unavailable or have limited capability and lifespan, and their precise cost is still unknown. With the automotive sector already obliged to achieve new CO2 standards, adding onerous new technological expenses seems unreasonable and will deter investments in C02-neutral and zero-emission vehicles. Responding to this, the Rapporteur introduces amendments emphasising the importance of greater legal clarity on the scope and detail of the OBM requirements, the development time for these technologies, and evaluating the overall need for OBM in achieving the new standards.

 Regulatory discrimination against heavier vans: The new standards require that heavier vans meet the same exhaust pollutant limits as cars despite their higher weights and rolling resistance. Although the Commission proposal attempts to offset the more stringent requirements with less rigorous pollutant rules for vans with a power-to-weight ratio less than 35kW/t, there are currently no vans on the EU market that can reportedly qualify for these reduced limit values. For that reason, almost all vans must meet the same exhaust pollutant limits as cars. The Rapporteur recognises that these vans are an indispensable working tool for individuals and small businesses and addresses this imbalance by defining such vehicles at 44kW/t (based on the Euro 6 N1 Class III limits).

 Viability of emission limits/testing for Heavy-Duty Vehicles: The Commission's proposal for Euro 7 emission limits for heavy-duty vehicles would place an unrealistic burden on industry and deviate from global standards. As a result, EU manufacturers would face additional costs to develop vehicles specifically for EU requirements while still having to comply with other regulations around the world, and this would disrupt technical harmonization for heavy-duty vehicle regulations. Therefore, the Rapporteur recommends bringing the Euro VI formulation for heavy-duty emission limits and testing into Euro 7 with some necessary adjustments to reduce the levels of main pollutants by 50 percent and account for the new PN10 test procedure.

 Addition of brake wear emissions: The Euro 7 proposal sets out additional limits for particulate emissions generated by brakes. These rules will apply to all vehicle types, including electric. Although the Rapporteur supports the inclusion of brakes within the scope, he considers the entry into force dates (2025 for cars and vans; 2027 for trucks and buses) technically unfeasible, as work on the test procedure still needs to be finalised in the UNECE. Once agreed, the procedure will then require a monitoring phase to evaluate the methodology and allow for the setting of technically achievable limits. With this in mind, the Rapporteur recommends introducing a 36-month lead in time following the adoption of relevant secondary legislation for brakes.

 Abrasion limits for tyres: Reiterating concerns about the volume of, and reliance on, secondary legislation in this proposal, both Member States and manufacturers can only plan and assess this requirement with the relevant implementing and delegated acts. Indeed, the Commission acknowledges that the UNECE World Forum for Harmonization of Vehicle Regulations (WP29) must first adopt the test method, market assessment, and limits, expected in late 2024/early 2025, before incorporating these requirements in Euro 7 via comitology. As with brake emissions, the Rapporteur welcomes the inclusion of tyres, and notes with caution that tyres shedding fewer micro-plastics must not compromise vehicle safety. The Rapporteur introduces several amendments making it clear that the scope for tyres should be expanded to progressively include newly manufactured tyres of Classes C1, C2 and C3 fitted to all vehicles, and not only those tyres fitted on Euro 7 type approved vehicles.

ANNEX: LIST OF ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

The rapporteur received input from the following entities or persons in the preparation of the draft report:

Association for Emissions Control by Catalyst (AECC)

Association of Road Enterprises & Passenger Transport (ČESMAD)

AutoSAP Ltd.

Bureau Européen des Unions de Consommateurs (BEUC)

BMW AG

Robert Bosch GmbH

European Association of Automotive Suppliers (CLEPA)

Concawe

Cummins Europe

Daimler Truck AG

DENSO Corporation

European Automobile Manufacturers' Association (ACEA)

European Biodiesel Board

European Platform on Sustainable Mobility

European Small Volume Car Manufacturers Alliance (ESCA)

European Tyre & Rubber Manufacturers Association (ETRMA)

Ferrari S.p.A.

Fédération Internationale de l'Automobile (FIA)

Ford Motor Company

FuelsEurope

Garrett Motion

Groupe Renault

International Road Transport Union (IRU)

Industrial Vehicles Corporation (IVECO)

Jaguar Land Rover Automotive PLC

Mazda Motor Corporation

Mercedes-Benz

Tallano Technologies

Toyota Motor Corporation

Transport & Environment (T&E)

Verband der Automobilindustrie e. V. (VDA)

Volkswagen Group

Volvo Trucks