(-1)

Decision (EU) 2022/591 of the European Parliament and of the Council  (1) on a General Union Environment Action Programme to 2030 lays down as one of the Union’s six thematic objectives for the period up to 31 December 2030 the pursuit of zero pollution, including in relation to harmful chemicals, in order to achieve a toxic-free environment, including for air, water and soil, as well as in relation to light and noise pollution, and protecting the health and well-being of people, animals and ecosystems from environment-related risks and negative impacts.

(-1a)

The European Green Deal  (1a) is the Union’s proposal to initiate a transition aiming to achieve, by 2050 at the latest, a climate-neutral, clean and circular economy, optimising resource management, minimising pollution while recognising the need for deeply transformative policies. The Union is also committed to the 2030 Agenda for Sustainable Development  (1b) and its Sustainable Development Goals  (1c) . The Sustainable and Smart Mobility Strategy adopted in December 2020  (1d) and the Zero Pollution Action Plan  (1e) adopted in May 2021 specifically address transport pollution aspects of the European Green Deal. Other particularly relevant policies for this initiative include, for example, the Ambient Air Quality Directive (AAQD)  (1f) , the New Industrial Strategy for Europe  (1g) , CO2 emission standards for cars and vans  (1h) and CO2 emissions targets for new heavy-duty vehicles  (1i).

(1)

The internal market is an area in which the free movement of goods, persons, services and capital must be ensured. To that end Regulation (EU) 2018/858 of the European Parliament and of the Council (43) introduced a comprehensive type-approval and market surveillance system for motor vehicles, trailers, and for systems, components and separate technical units intended for such vehicles.

(1)

The internal market is an area in which the free movement of goods, persons, services and capital must be ensured. To that end Regulation (EU) 2018/858 of the European Parliament and of the Council (43) introduced a comprehensive type-approval and market surveillance system for motor vehicles, trailers, and for systems, components and separate technical units intended for such vehicles and tyres for all vehicles .

(2a)

A successful transition to zero-emission mobility requires an integrated approach and the right enabling environment to stimulate innovation and maintain the Union's technological leadership in this sector. This includes public and private investments in research and innovation, the increasing supply of zero- and low-emission vehicles, the roll-out of recharging and refuelling infrastructure, integration into the energy systems, as well as the sustainable materials supply and sustainable production, re-use and recycling of batteries in Europe. It requires coherent action at Union, national, regional and local levels.

(2b)

In order to support the transition towards clean mobility while reindustrialising Europe and supporting citizens, it is essential to keep the prices of private and commercial vehicles affordable for citizens and businesses. This will help maintain quality of life, industrial competitiveness and innovation, support job creation and skill development in the sector.

(2c)

A socially acceptable and just transition towards zero-emission mobility should be ensured. It is important, therefore, to take into account the social effects of such transition throughout the whole automotive value chain and to address proactively the implications on employment. Targeted programmes at Union, national and regional levels, such as the development of just transition plans for automotive dependent regions are to be developed in the framework of the Just Transition Mechanism for the re-skilling, up-skilling and redeployment of workers, as well as education and job-seeking initiatives in adversely affected communities and regions, in close dialogue with the social partners and competent authorities. As part of that transition, women's employment, as well as equal opportunities in this sector, should be strengthened.

(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).

(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 rules and conditions for such vehicles.

(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. Simplification is achieved by eliminating different application dates for the limits and tests, 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.

(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 emissions for both light and heavy duty vehicles are limited in real life, testing vehicles in real conditions of use which are statistically relevant, with a minimum set of restrictions, boundaries and other driving requirements is required. This on-road testing should be based on normal driving and exclude biased driving.

(10)

Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the average expected lifetime of vehicles in the Union.

(10)

Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the expected lifetime of vehicles (1a) and their standard usage across the Union in light of differences between Member States . This is of particular importance to buyers of second hand vehicles who expect the vehicle to emit as much as it did when it was first placed on the market.

(10a)

Member States are encouraged to develop and implement strategies for incentivising fleet renewal, with the aim of facilitating a progressive transition of the European fleet towards vehicles with reduced emissions, contributing to a cleaner and more sustainable transport ecosystem.

(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. As these technologies are already proven and cost-effectively implemented in other markets and regions, it is therefore appropriate for the Union to align with other markets by setting the emission limits for such volatile organic compounds at a lower level and to introduce emission limits for the refuelling phase.

(11a)

For the control of refuelling emissions, on-board refuelling vapour recovery has been implemented in other markets and regions for more than 15 years with a demonstrated vapour control efficiency. On-board refuelling vapour recovery requires no annual maintenance or inspections to maintain a higher level of refuelling vapour control efficiency while remaining compatible with the current Stage II petrol stations.

(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 conduct a review before the end of 2025 for the measurement of tyre abrasion and define abrasion limits based on state-of-the-art methods in the event that uniform provisions have not been established which refer to the work on tyre abrasion done at UN WP.29 by mid-2026. The Commission should ensure that the UN WP.29 achieves its objectives in a timely manner, reflecting a high level of ambition based on solid scientific and technical grounds. The review should be accompanied by a legislative proposal for vehicles with traction batteries, including plugin hybrids and battery electric vehicles, to adopt tyre abrasion limits compatible with the Union’s objective to reduce microplastics released into the environment by 30% by 2030 and based on state-of-the-art abrasion rates .

(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 22 (47) .

(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 and light commercial vehicles should be introduced, taking into account the UN Global Technical Regulation 22 (47).

(14a)

OBM, OBFCM or SOH devices use data generated by the vehicle to monitor its compliance with this Regulation. That same data should 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.

(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 , including through action to deter the advertising, sale and installation of tampering devices, and sanctioned . 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.

(15a)

To prevent anti-tampering measures from unduly hampering competition, this Regulation and its secondary Legislation should maintain the possibility of independent operators to develop, distribute, install and activate aftermarket replacement parts. Therefore, manufacturers should ensure access by independent operators to the strictly necessary information, tools and processes for development and installation of such replacement parts.

(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 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 urge 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 exhaust 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. The inducement of measures implied by those systems should not lead to endangering of road safety or limiting mobility.

(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.

(17)

An up-to-date environmental vehicle passport (EVP) should be made available for consumers to receive up to date information throughout the lifetime of the vehicle such as fuel consumption, state of health of batteries, emission limits, periodic technical inspections results and roadworthiness data and other relevant information.

(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.

(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 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.

(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.

(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 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 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 and 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; (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.

(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; 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.

(22a)

The Union is a signatory to the United Nations Economic Commission for Europe (UNECE) Agreement established on 20 March 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.

(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 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.

(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 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,

(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,

(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 , engines, systems, separate technical units or components are put into production;

(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 , engines, systems, separate technical units or components in circulation with the purpose of verifying the durability requirements set out in this Regulation;

(5)

‘engine’ means the propulsion source of a vehicle;

(5)

‘engine’ means the internal combustion engine of a vehicle (ICEV) ;

(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;

(10)

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

(10)

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

(10a)

‘nitrous oxide’ or ‘N2O’ means the emission of nitrous oxide from the tailpipe;

(18)

‘non-methane hydrocarbons’ or ‘ NHMC ’ means the total hydrocarbons emitted from the tailpipe excluding methane;

(18)

‘non-methane hydrocarbons’ or ‘ NMHC ’ means the total hydrocarbons emitted from the tailpipe excluding methane;

(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;

(24a)

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

(29)

‘tyre abrasion’ means the mass of material lost from the tyre due to the abrasion process and emitted to the environment;

(29)

‘tyre abrasion’ means the mass of material lost from the tyre due to the abrasion process referring to the work performed in the UN WP.29 common GRBP/GRPE Task Force on Tyre Abrasion, and emitted to the environment;

(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 installed on the vehicle at its initial registration ;

(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;

(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 and 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;

(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 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 as well as for the purpose of roadworthiness controls ;

(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 by the economic operators or independent operators, 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;

(47)

‘small volume manufacturer’ means a manufacturer of fewer than 10 000 new motor vehicles of category M1 or 22 000 new motor vehicles of category N1 registered in the Union per calendar year and which:

(47)

‘small volume manufacturer’ means a manufacturer of fewer than 10 000 new motor vehicles of category M 1, or 22 000 new motor vehicles of category N 1, or 600 new motor vehicles from categories M2, M3, and 6 900 new motor vehicles in total from categories N2 and N3 registered in the Union per calendar year and which:

(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;

(65)

‘traction battery’ means a battery system that stores energy with the main purpose of propelling the vehicle;

(65)

‘traction battery’ means a battery system that stores energy with the main purpose of propelling the vehicle , including its battery management system ;

(65a)

‘battery management system’ means an electronic device that controls or manages the electric and thermal functions of a battery in order to ensure the battery’s safety, performance and service life, manages and stores the data for the parameters for determining the battery’s state of health and expected lifetime set out in Annex VII to Regulation (EU) 2023/1542 and communicates with the vehicle in which the battery is incorporated, or with a public or private charging infrastructure;

(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 zero-emission vehicle or a vehicle in zero-emission mode can travel until the traction battery or fuel tank of a non ICEV is depleted, which for PEVs corresponds to the electric range;

(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;

(71)

‘environmental vehicle passport’ or ‘EVP’ means a record on paper and digital form containing all the information required to verify the tested and manufacturer declared values during type approval ;

(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;

(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;

(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.

(78a)

"Ice grip tyre" means a class C1 snow tyre for use in severe snow conditions that is additionally designed to be used on road surfaces covered with ice and that fulfils the requirements set in UN Regulation No 117.

(a)

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

(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;

(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 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 ;

(d)

SOH monitors of the traction battery and emission systems ;

(d)

SOH monitors of the traction battery;

(e)

excess emissions driver warning systems;

(e)

excess exhaust emissions driver warning systems;

(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 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 vehicle usage, reduce energy consumption and emissions, or extend the lifespan of its battery during use .

(d)

odometer and

(d)

odometer ,

(ea)

electric motor and related control units,

(eb)

vehicle safety systems.

(a)

for ICEV and NOVC-HEV by declaring compliance with at least 20 % lower emission limits than those set out in Annex I for gaseous pollutants and one order of magnitude lower emission limits for particle number emissions;

(b)

for OVC-HEV by declaring compliance with at least 20 % lower emission limits than those set out in Annex I for gaseous pollutants, one order of magnitude lower emission limits for particle number emissions and battery durability that is at least 10 percentage points higher than the requirements set out in Annex II;

(c)

for PEV by declaring battery durability that is at least 10 percentage points higher than the requirements set out in Annex II.

(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 inspections (55) , (56) ;

(b)

communicating the data of the exhaust 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 inspections (55) , (56) or for the purpose of detecting tampering and providing third-party services that assist the vehicle user in reducing use-phase emissions ;

(c)

triggering repair of the vehicle when the driver warning system notifies significantly excess emissions.

(c)

urging the repair of the vehicle when the driver warning system notifies significantly excess emissions.

(da)

excess emissions driver warning system;

(db)

low-reagent driver warning system;

(e)

anti-tampering, security and cybersecurity systems;

(e)

anti-tampering systems , taking into account aftermarket requirements and the provision to independent operators of all required information, tools and processes for the development and installation of replacement parts, and security and cybersecurity systems;

(g)

brake system types and their replacement parts;

(g)

brake system types and their replacement parts in respect to particle emissions for all vehicle categories, while taking into account other on-vehicle systems that contribute to the braking of vehicles ;

(ga)

brake system types and their replacement parts to be retrofitted into vehicles already placed on the market in order to significantly reduce the brake emissions;

(a)

M1 and N1 vehicle types;

(b)

M2, M3, N2 and N3 vehicle types;

(c)

engines used in M2, M3, N2 and N3 vehicle types;

(d)

OBM/OBD systems;

(da)

excess emissions driver warning system;

(db)

low-reagent driver warning system;

(e)

anti-tampering systems, taking into account aftermarket requirements and the provision to independent operators of all required information, tools and processes for the development and installation of replacement parts, and security and cybersecurity systems;

(f)

replacement pollution control systems types and their parts;

(g)

brake system types and their replacement parts;

(ga)

brake system types and their replacement parts to be retrofitted into vehicles already placed on the market in order to significantly reduce the brake emissions;

(h)

tyre types in respect to tyre abrasion

(i)

M1 and N1 vehicle types;

(j)

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

(k)

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

(ba)

methods for the type-approval of applicable hybrid technologies of category M2, M3, N2 and N3 vehicles;

(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 including methods for M2, M3, N2 and N3 vehicles , real driving brake particle emissions and regenerative braking;

(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)

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;

(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 operation, effectiveness, regeneration and durability of original and replacement pollution control systems and the quality of the reagents ;

(o)

the methods to assess the correct functioning of vehicle types approved under the designations in Article 5

(o)

the methods to assess the correct functioning of vehicle types ;

(p)

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

(p)

checks for compliance with test procedures for multistage vehicles;

(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 requirements laid down in Article 5(2) of Regulation (EC) No 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 ;

(t)

methods to measure tyre abrasion;

(v)

administrative requirements and documentation for emission type-approval;

(v)

administrative requirements and documentation for emission type-approval and for performing tests, checks and inspections for the purposes of verifying compliance ;

(w)

reporting obligations where appropriate.

(w)

format and data reporting obligations where appropriate;

(a)

Annex III, as regards the test conditions for M2, M3, N2, N3 vehicles, based on data collected when testing Euro 7 vehicles;

(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;

(b)

Annex III, as regards the test conditions , based on data collected when testing Euro 7 brakes or tyres;

(b)

Annex III , Tables 4 and 5 , as regards the test conditions based on data collected when testing Euro 7 brakes or tyres;

(d)

Article 5 by introducing options and designations based on innovative technologies for manufacturers.

(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;

(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 M3, N2, N3 vehicles and the conclusions of a report assessing the durability of heavy-duty vehicles in regard of emissions submitted to the European Parliament and Council;

(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.

(e)

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