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

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

ITRE-PA-742516

Committee on Industry, Research and Energy · Rapporteur: Massimiliano Salini

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✦ In short · AI summary of this text, generated 26 Sept 2026

Written by a language model from the full text only; every figure comes from the text. The paragraph links open the paragraph a statement rests on — check the text itself before relying on it.

The Committee on Industry, Research and Energy proposes amendments to the Commission's Euro 7 type-approval proposal. It keeps engine testing for heavy-duty vehicles, links tyre rules to the General Safety Regulation, and deletes the environmental vehicle passport and the Euro 7+ class. It allows vehicles running on CO2-neutral fuels, alone or blended, and creates a Carbon Correction Factor for heavy-duty compliance. It restricts geofencing and combined designations to M1 and N1 vehicles. It delays application to 36 months for M1 and N1 and 60 months for other categories after entry into force, and to 1 July 2035 for small volume manufacturers. It exempts small and ultra-small volume manufacturers from on-board monitoring. It limits on-board monitoring to monitoring within tolerances, removes the manufacturer's duty to prevent vulnerabilities, and deletes the requirement to register emission exceedances or trigger repairs.

Committee position. The committee calls on the Environment Committee to take into account its amendments. It keeps engine testing for heavy-duty vehicles, links tyre rules to the General Safety Regulation, allows CO2-neutral fuels, limits on-board monitoring to monitoring, deletes the environmental vehicle passport and Euro 7+ class, and defers application dates.

Key points

  1. Heavy-duty vehicles keep engine testing; the regulation remains a regulation for the engine, and Euro VI laboratory and on-road test procedures are carried over.
  2. Tyre abrasion rules are linked to the General Safety Regulation and to UN WP29 work; tyre definitions are deleted from the regulation and left to a delegated act.
  3. The environmental vehicle passport is deleted because environmental performance information is already provided through other EU regulations and certificates of conformity.
  4. The Euro 7+ designation and its lower emission and higher battery durability requirements are deleted.
  5. Manufacturers may designate vehicles as Euro 7 NF where they run exclusively or partly on CO2-neutral fuels; a Carbon Correction Factor applies to blends for CO2 standards compliance.
  6. Geofencing and combined designations are limited to M1 and N1 vehicles; the extension of N1 type-approval is raised to 5.0 tonnes maximum mass.
  7. On-board monitoring is limited to monitoring emissions within OBM measurement tolerances; registering exceedances and triggering repairs are deleted.
  8. The manufacturer's obligation to prevent and remove vulnerabilities is deleted; manufacturers are not held liable for future tampering outside their control.
  9. Small and ultra-small volume manufacturers may substitute tests with declarations of conformity and are exempt from on-board monitoring.
  10. Application is deferred to 36 months after entry into force for M1 and N1 vehicles and 60 months for M2, M3, N2, N3 vehicles and O3, O4 trailers.
  11. For small volume manufacturers, application and the repeal of Regulation (EC) 715/2007 are deferred to 1 July 2035.
  12. Brake particle emission limits are deleted from delegated acts; methods are to be based on the completed UNECE GTR for M1 and N1 vehicles, with an inter-laboratory test programme.

Who is affected

  • Heavy-duty vehicle manufacturers: engine testing and Euro VI test procedures are kept.
  • Small and ultra-small volume manufacturers: tests may be replaced by declarations and on-board monitoring does not apply.
  • Tyre manufacturers: abrasion rules follow UN WP29 work; definitions move to a delegated act.
  • M1 and N1 vehicle manufacturers: may use geofencing and combined designations; application deferred by 36 months.
  • Vehicle users and service providers: access to vehicle-generated data is to be guaranteed for third-party services.

Figures and deadlines

  • 36 months after entry into force: application for M1, N1 vehicles and their components.
  • 60 months after entry into force: application for M2, M3, N2, N3 vehicles and O3, O4 trailers.
  • 1 July 2035: application for M1, N1 vehicles built by small volume manufacturers.
  • 5.0 tonnes maximum mass: ceiling for N1 type-approval extension for N2 and M2 vehicles.
  • 5 km: distance from first warning within which a geofenced vehicle must be charged.
  • 30 months: period after which non-compliant C1 tyres may no longer be sold.
  • 3 years: minimum period before applicable dates in Article 10(4) and (5) that implementing acts must enter into force.
  • 8 years and 160,000 km: battery durability target value considered sufficient.