What changed between the draft committee report and the plenary report

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

Added: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.

Removed: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.

Added:Recital 18: deleted

Removed:Recital 18: (18) In order to align with the provisions of Regulation (EU) 2023/851, it is recommended that the Commission propose a measure for registering new vehicles that exclusively run on CO2 neutral fuels after 2035, outside the scope of CO2 fleet standards and in compliance with Union law and the Union's climate neutrality objective. Consequently, this Regulation will need to be amended to include the possibility to type approve such vehicles.

Added:Recital 19: (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 statistically relevant real-driving cycles.

Removed:Recital 19: (19) Emissions from vehicles sold by small volume manufacturers have a negligible impact on overall emissions in the Union. For that reason, it is appropriate to provide flexibility for such manufacturers, given the compliance requirements also mandated under Regulation (EU) 2023/851, by deferring the application of Euro 7 standards until 2035.

Added:Recital 20 a (new): (20a) Whilst the term ‘State of Health’ (SOH) is commonly applied to refer to the health of a battery at a given point in its life, this term is not commonly defined and is determined through a variety of different methodologies: the ‘State of Certified Energy’ (SOCE) and the ‘State of Certified Range’ (SOCR). Both metrics represent a percentage of the certified battery energy or electric range remaining at a given point in time.

Removed: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.

Added:Recital 21: (21) In order to ensure uniform conditions for the implementation of this Regulation and in order to supplement it, both implementing powers in accordance with Regulation (EU) No 182/2011 and power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union 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 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 for 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 but statistically relevant RDE test cycles, the use of portable emissions measurement systems f…

Removed:Recital 21: (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 …

Added:Recital 22: (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; 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 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.

Removed: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.

Added:Recital 22 a (new): (22a) The Union is a signatory to the United Nations Economic Commission for Europe (UNECE) Agreement established on March 20, 1958. That agreement pertains to the standardisation of technical specifications for wheeled vehicles, their associated equipment, and components that can be installed on or used with wheeled vehicles. Additionally, it lays down the conditions for mutual recognition of approvals granted based on these specifications. The requirements laid down in this Regulation should, where appropriate, align with the standards laid out in the UNECE Regulations or any subsequent amendments to this Regulation, where available, particularly in relation to limits on brake particle emissions, limits on tyre types regarding abrasion, and the establishment of minimum performance criteria for batteries.

Removed:Recital 22: (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 brakes or tyres; the application of test requirements, taking into account technical progress and data collected when testing Euro 7 vehicles, but only to reduce procedural complexity; setting out brake particle emission limits and abrasion limits for tyre types, in accordance with the test method and limits developed in the UN WP29, as well as minimum performance requirements of batteries. 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.

Added:Recital 25: (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 and its secondary legislation. The date of application should therefore be deferred. While for light duty vehicles the date of application should be as soon as technically and economically possible, for heavy duty vehicles and trailers the date of application may be further delayed , since the transition to zero-emission vehicles will be longer for heavy duty vehicles.

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

Added:Recital 26: (26) Since the objectives of this Regulation, namely to lay down harmonised rules on the administrative and technical requirements for the type-approval of vehicles of categories M and N, and of systems, components and separate technical units, and on market surveillance of such vehicles, systems, components and separate technical units, with respect to emissions, as well as pursuing the high levels of environmental and health protection, cannot be sufficiently achieved by the Member States, but can rather, by reason of their scale and effects, be better achieved at Union level, the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives,

Removed:Recital 25: (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 adoption of 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 corresponding implementing and delegated acts enacted in accordance with this Regulation, since the transition to zero and low-emission vehicles will be a major technological challenge requiring additional lead time for heavy-duty vehicles.

Added:Article 1 – paragraph 2: 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 and pollutant emissions, electric range, fuel and energy consumption and energy efficiency.

Removed: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.

Added:Article 1 – paragraph 2 a (new): 2a. This Regulation also establishes common technical requirements and administrative provisions for the abrasion emission type-approval and market surveillance of newly manufactured tyres. These are to be considered as complimentary to the tyre technical requirements and administrative provisions of Regulation (EU) 2019/2144.

Removed:Article 1 – paragraph 1: 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.

Added:Article 2 – paragraph 1: This Regulation applies to motor vehicles of categories M1, M2, M3, N1, N2 and N3, as well as trailers of O3 and O4 categories as specified in Article 4 of Regulation (EU) No 2018/858, including those designed and constructed in one or more stages, and to systems, components and separate technical units intended for such vehicles and tyres of class categories C1, C2 and C3 as specified in UN Regulation No 117 with the exception of ice grip tyres.

Removed:Article 1 – paragraph 1 a (new): 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.

Added:Article 3 – paragraph 2 – point 2: (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, engines, systems, separate technical units or components are put into production;

Removed: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.

Added:Article 3 – paragraph 2 – point 4: (4) ‘in-service conformity’ or ‘ISC’ means the activities carried out on vehicles, engines, systems, separate technical units or components in circulation with the purpose of verifying the durability requirements set out in this Regulation;

Removed:Article 1 – paragraph 2: 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.

Added:Article 3 – paragraph 2 – point 5: (5) ‘engine’ means the internal combustion engine of a vehicle (ICEV);

Removed:Article 3 – paragraph 2 – point 1: (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;

Removed:Article 3 – paragraph 2 – point 2: (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;

Removed:Article 3 – paragraph 2 – point 4: (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;

Removed:Article 3 – paragraph 2 – point 5: (5) ‘engine’ means the propulsion source of an internal combustion engine vehicle (ICEV);

Removed:Article 3 – paragraph 2 – point 7: (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;

Removed: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.

Removed:Article 3 – paragraph 2 – point 14: (14) ‘10 nm particle’ or ‘PN10’ means the total number of solid particles emitted from the tailpipe or the brakes, measured according to the provisions of this Regulation, with a nominal cut-off size at 10 nm;

Removed: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.

Removed:All the provisions for tyre abrasion will be outlined in secondary legislation, in line with the international definitions established by the common task force on Tyre Abrasion under the UN World Forum for Harmonization of Vehicle Regulations (WP29).

Removed:Article 3 – paragraph 2 – point 34: (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 installed on the vehicle at the time of its initial registration;

Removed: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.

Removed: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.

Removed:Article 3 – paragraph 2 – point 38: (38) ‘on-board monitoring system’ or ‘OBM’ means a system on board a vehicle that is capable of monitoring emissions while taking into account the tolerance of OBM measurements and delivering information via the OBD port and, optionally, over the air;

Removed: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.

Removed:Article 3 – paragraph 2 – point 39: (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;

Removed:Article 3 – paragraph 2 – point 40: (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;

Removed:Article 3 – paragraph 2 – point 42: (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 Tables 1 and 2 of Annex III and Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011;

Removed: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.

Removed:Article 3 – paragraph 2 – point 44: (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;

Removed: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.

Removed:Article 3 – paragraph 2 – point 57 a (new): (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.

Removed: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.

Removed:Article 3 – paragraph 2 – point 57 b (new): (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;

Removed: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.

Removed:Article 3 – paragraph 2 – point 62: (62) ‘power-to-mass-ratio’ means the ratio of rated power to the technically permissible maximum laden mass as defined in Annex XII of Commission Implementing Regulation (EU) 2021/535;

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

Removed:Article 3 – paragraph 2 – point 70 a (new): (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;

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

Removed:Article 3 – paragraph 2 – point 71: deleted

Removed: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).

Removed:Enforcement of emission limits must be tied to the conditions and lifetime requirements outlined in the Annexes, which are applicable to light duty or heavy-duty vehicles.

Added:Article 4 – paragraph 4: 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 under the testing conditions set out in Annex III.

Removed:Article 4 – paragraph 3 – subparagraph 1: 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, the emissions shall be divided by the extended driving divider set out in Annex III, Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011.

Added:Article 4 – paragraph 6 – point a: (a) OBD systems that can detect malfunctioning systems which lead to exhaust emission exceedances or the malfunction of other components in order to facilitate repairs;

Removed: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.

Added:Article 4 – paragraph 6 – point b: (b) OBM systems capable of detecting emissions above the emission limits due to malfunctions, increased degradation or other situations that increase emissions within the tolerance range of OBM measurements or the zero emission mode;

Removed:Article 4 – paragraph 3 – subparagraph 2: 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.

Added:Article 4 – paragraph 6 – point d: (d) SOH monitors of the traction battery;

Removed:Article 4 – paragraph 4: 4. Manufacturers shall design and construct systems, components or separate technical units, including, presently, only engines, electric motors, 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 specified in Annex III, Article 4 of Regulation (EC) 595/2009 and Annex II of Regulation (EU) 582/2011.

Removed: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.

Removed:Article 4 – paragraph 6 – point a: (a) OBD systems that can detect malfunctioning systems which are known to lead to exhaust emission exceedances in order to facilitate repairs;

Removed: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.

Removed:Article 4 – paragraph 6 – point b: (b) OBM systems capable of monitoring exhaust emissions within the tolerance range of OBM measurements;

Removed: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.

Removed:Article 4 – paragraph 6 – point c: (c) OBFCM device to monitor their real-world fuel and electric energy consumption and, for N2 and N3 category vehicles, other relevant parameters such as payload/mass which are needed to determine their real-world fuel and energy efficiency;

Removed: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.

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

Removed: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.

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

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

Removed:Provides consistency with Regulation (EU) 2023/851.

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

Removed: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.

Removed: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.

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

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

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

Removed: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.

Removed:Article 6 – paragraph 6 – point c: deleted

Removed: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.

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

Removed: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.

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

Removed:European legislation already mandates the inclusion of vehicle environmental performance information and is included, for instance, in the Certification of Conformity (CoC). All necessary information is catalogued in the EU transparency list, according to Commission Regulation (EU) 2018/1832, so that for market surveillance testing that information is readily accessible.

Added:Article 7 a (new): Article 7a / Specific provisions relating to vehicle tyre abrasion / Upon the publication of the relevant uniform provisions in the UN WP.29 the Commission shall adopt delegated acts in accordance with Article 16 supplementing this Regulation by setting out the abrasion emission measurement methods and limits per tyre category for the purpose of type approval which shall refer to the uniform provisions and derogations to be established in UN WP.29 concerning the approval of tyres with regard to Tyre Abrasion emissions Type Approval. / In the event that uniform provisions have not been established in the UN WP.29 by 30 June 2026 for C1 tyres, and by 31 December 2035 for C2 and C3 tyres, the Commission shall conduct a review and, if appropriate, develop a method for the measurement of tyre abrasion and define abrasion limits for tyres based on other existing state-of-the-art methods. Following that review and if appropriate, the Commission shall adopt delegated acts by 30 October 2026 in accordance with Article 16 specifying such methods and setting out the abrasion emission limits per tyre category.

Removed:Article 7 – paragraph 5: deleted

Added:Article 8 – title: Special rules for small and ultra-small volume manufacturers

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

Added:Article 8 – paragraph 1: 1. As regards pollutant emissions, small and ultra-small volume manufacturers may substitute tests set out in tables 1, 3, 5, 7 and 9 of Annex V with declarations of conformity. The compliance of vehicles constructed and put into the market by small volume manufacturers may be tested for in service conformity and market surveillance in accordance with tables 2, 4, 6, 8 and 10 of Annex V. Conformity of production tests set out in Annex V shall not be required. Article 4(6) point (b) shall not apply to small and ultra-small volume manufacturers

Removed:Article 7 a (new): Article 7a / Specific provisions relating to vehicle tyre abrasion / The classification and definitions of tyres for the purpose of type approval based on abrasion emissions shall align with the uniform provisions established in UN WP29 for 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 derogation to these requirements should be established by the definitions pertaining to tyre abrasion requirements and be included in the delegated act that aligns this Regulation with the definitions established in UN WP29 and incorporated into this Regulation by means of delegated acts in accordance with Article 16.

Added:Article 8 – paragraph 2: 2. Ultra-small volume manufacturers shall comply with the emission limits set out in Annex I in laboratory tests based on statistically relevant real-driving cycles for in-service conformity and market surveillance purposes.

Removed:Article 8 – paragraph 1: 1. As regards pollutant emissions, small and ultra-small volume manufacturers may substitute tests set out in tables 1, 3, 5, 7 and 9 of Annex V with declarations of conformity. The compliance of vehicles constructed and put into the market by small volume manufacturers may be tested for in service conformity and market surveillance in accordance with tables 2, 4, 6, 8 and 10 of Annex V. Conformity of production tests set out in Annex V shall not be required. Article 4(6) point (b) shall not apply to small and ultra-small volume manufacturers.

Added:Article 9 – title: Special rules for multistage vehicle type-approval

Removed:There is a drafting error in the reference to "Article 4(4) point (b)," which should refer instead to "Article 4(6) point (b)." In addition, it is recommended that ultra-small volume manufacturers, in addition to small volume manufacturers, also be exempted from OBM requirements.

Added:Article 9 – paragraph 1: 1. Specific provisions set out in Annex V —Tables 3, 4 and 5 shall apply to multistage vehicles.

Removed:Article 8 – paragraph 2: 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.

Removed:Article 9 – paragraph 1: deleted

Removed:Multi-stage manufacturers have no control over pollutant emissions since it is the responsibility of the initial manufacturer who obtains the engine type approval to ensure that the engine system, including the exhaust after-treatment system, is properly installed and maintained. Moreover, the Euro VI method already conducts effective on-road testing for heavy-duty vehicles.

Removed: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.

Removed:Article 10 – paragraph 6: 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.

Removed: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.

Removed:Article 10 – paragraph 7: 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.

Removed: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.

Added:Article 12 – paragraph 2: 2. National authorities shall, during in-service conformity or market surveillance checks, verify the quality of the reagent used, whether manufacturers of vehicles have correctly installed excess emissions driver warning systems, low-reagent driver warning systems, and whether vehicles can be tampered.

Added:Article 13 – paragraph 1: 1. The Commission or third parties, in accordance with Article 9 and 13(10) of Regulation (EU) 2018/858, shall perform in-service conformity and market surveillance checks set out in Tables 2, 4, 6, 8, and 10 of Annex V, to verify compliance of vehicles, components and separate technical units with this Regulation.

Added:Article 13 – paragraph 2 a (new): 2a. The Commission shall continuously monitor the situation at Union level with a view to identifying practices of circumvention and non- conformity. When violations in conformity are found, the Commission shall present a report to the European Parliament and to the Council and shall follow- up with a legislative proposal, if appropriate, to address and eliminate the risks to that non-conformity.

Removed:Article 14 – paragraph 4 – subparagraph 1 – introductory part: 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:

Added:Article 14 – paragraph 4 – subparagraph 1 – point b a (new): (ba) methods for the type-approval of applicable hybrid technologies of category M2, M3, N2 and N3 vehicles;

Removed: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.

Added:Article 14 – paragraph 4 – subparagraph 1 – point g: (g) the methods to measure brake particle emissions including methods for M2, M3, N2 and N3 vehicles, real driving brake particle emissions and regenerative braking;

Removed:Article 14 – paragraph 4 – subparagraph 1 – point a: (a) with regard to 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 and prevent biased driving or misuse during RDE testing, the use of portable emissions measurement systems for verifying real driving emissions and, for M1, N1 vehicle types, idle emissions;

Added:Article 14 – paragraph 4 – subparagraph 1 – point j: (j) characteristics and performance of OBFCM devices, 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;

Removed: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.

Added:Article 14 – paragraph 4 – subparagraph 1 – point l: (l) the methods and requirements to assess the correct operation, effectiveness, regeneration and durability of original and replacement pollution control systems and the quality of the reagents;

Removed:It is essential to establish a baseline for brake wear emissions by completing the brake wear test method and evaluating its accuracy among different laboratories before setting a limit on brake wear emissions. This will ensure that the limit is based on reliable and accurate data.

Removed:Article 14 – paragraph 4 – subparagraph 1 – point h: (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 Abrasion conducted under the auspices of the UN WP29;

Removed:Article 14 – paragraph 4 – subparagraph 1 – point j: (j) OBFCM device, OBD and OBM systems, including, optionally, over the air communication of data recorded by these devices and systems;

Removed:Article 14 – paragraph 4 – subparagraph 1 – point l: (l) the methods and requirements to assess the correct quality, operation, effectiveness, regeneration and durability of original and replacement pollution control systems, including reagents;

Removed: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.

Removed:Article 14 – paragraph 4 – subparagraph 1 – point p: deleted

Removed:Alignment with deletion amendments introduced in Article 9.

Removed:Article 14 – paragraph 4 – subparagraph 1 – point r: (r) specifications of reference fuels for testing that include in the Fuel Quality Directive 98/70/EC an improved environmental specification for market fuels to enable exhaust pollutant reduction;

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

Removed:Article 14 – paragraph 4 – subparagraph 1 – point s: (s) methods for establishing the absence of defeat devices and defeat strategies and to carry-over into this Regulation requirements laid out in Article 5(2) of Regulation (EC) 715/2007 and Article 5(11) of Regulation (EU) 2017/1151 applicable to category M1 and N1 vehicles, and in UNECE Regulation No. 49, Revision 6, Annex 10, paragraph 5.1.2 applicable to category M2, M3, N2 and N3 vehicles;

Removed: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.

Removed: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.

Added:Article 14 – paragraph 4 – subparagraph 2: 5. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 17(2) / The implementing acts referred to in paragraph 3, points (a) to (f) and (i) to (k), and the delegated acts referred to in paragraph 3a, points (a) to (f) and (i) to (k), and paragraph 4, points (a) to (f) and (j) to (w), shall be adopted no later than .... [12 months from the date of entry in force of this Regulation]. / The implementing acts referred to in paragraph 3, points (g) to (h), , and the delegated acts referred to in paragraph 3a, points (g) to (h), and paragraph 4, points (g) to (i), shall be adopted, without undue delay, following the publication of the relevant uniform provisions of the UN WP.29.

Removed:Article 14 – paragraph 4 – subparagraph 1 – point w a (new): (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 references included in Annex I Table 2 and Annex III Table 2;

Added:Article 15 – paragraph 1 – introductory part: 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 this Regulation as follows:

Removed: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.

Added:Article 15 – paragraph 1 – point a: (a) Annex III, Table 2, as regards the test conditions for M2, M3, N2, N3 vehicles, based on data collected when testing Euro 7 vehicles;

Removed:Article 15 – paragraph 1 – introductory part: 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:

Added:Article 15 – paragraph 1 – point b: (b) Annex III, Tables 4 and 5, as regards the test conditions based on data collected when testing Euro 7 brakes or tyres;

Removed:Article 15 – paragraph 2 – introductory part: 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:

Added:Article 15 – paragraph 1 – point d: deleted

Removed: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.

Added:Article 15 – paragraph 2 – point c a (new): (ca) if appropriate, setting out abrasion limits for tyre types in Annex I in the event that uniform provisions have not been established in UN WP.29 before the relevant deadline laid down in Article 7a;

Removed:Article 15 – paragraph 2 – point d: (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;

Added:Article 16 – paragraph 3: 3. The delegation of power referred to in Article 14(3a), Article 14(4) and Article 15 may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

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

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

Removed: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.

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

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

Removed: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.

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

Removed: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.

Removed: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

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

Removed: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.

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