Battery health standards for electric vehicles and stricter limits on pollutants have moved a step closer as the Government looks to adopt new Euro 7 emissions standards.
The Department for Transport (DfT) is seeking views on a proposal to update the minimum emission standard to Euro 7 for new cars, vans, trucks, buses and coaches.
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Vehicle emission standards are used to set strict limits on pollutants such as nitrogen oxides (NOx) and fine particulate matter (PM) to improve air quality.
They set the test procedures for these pollutants, as well as the official figures for carbon dioxide (CO2), fuel economy, energy consumption and electric range.
The current standards are Euro 6 and Euro VI for light and heavy-duty vehicles. Euro 7 is the EU’s latest emission standard.
Euro 7 will apply to new light-duty vehicle models in the EU from November 29, 2026, and to new heavy-duty vehicle models from May 29, 2028.
The UK helped develop the standard through the United Nations Economic Commission for Europe (UNECE).
The DfT is proposing to update the minimum emission standard for new light and heavy-duty vehicles in Great Britain to the Euro 7 emission standard, in line with the EU.
It is also proposing to change the light-duty in-service conformity (ISC) testing measures to check that vehicles continue to meet the emission standards they were approved to throughout their lifetime.
Changes resulting from the Euro 7 standard
As a result of adopting the new standard, battery durability requirements would be introduced for electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs), including minimum capacity retention thresholds over defined mileage and time periods.
Euro 7 also requires vehicles to be fitted with accurate, accessible and comparable battery health monitors. This would support buyers of second-hand EVs by standardising the information supplied on the condition of batteries.
Thomas McLennan, director of policy and public affairs, at the British Vehicle Rental and Leasing Association (BVRLA), said: “This consultation is something we have been pushing for. A core part of our #HappyEVafter campaign to support the used EV market is to see an industry standard for obtaining and comparing battery health adopted across the market.
“This consultation moves that reality forward and has the potential to put clear, comparable, and easily accessible battery health information in the hands of drivers and fleet operators.
“That clarity is critical in giving used EV buyers the confidence they need to make the market stable and sustainable.”
In terms of exhaust emissions, for all vehicles, PN limits are set at the PN10 scale, rather than PN23, ensuring smaller particles are regulated.
Requirements on durability and lifetime compliance are also extended to ensure emissions remain controlled over a longer lifespan.
For light-duty vehicles, other pollutant limits remain unchanged from Euro 6e, but for heavy-duty vehicles, a new limit for nitrous oxide is introduced and limits are reinforced for pollutants, including: NOx, particulate matter (PM), carbon monoxide, ammonia and non-methane hydrocarbons.
The UK National Atmospheric Emissions Inventory estimates that non-exhaust emissions from brakes and tyres are now the dominant source of PM emissions from road transport in the UK.
Euro 7 introduces new requirements to limit PM emissions from brake wear and tyre abrasion, to help improve air quality.
Vehicles will also need to be equipped with on-board monitoring (OBM) systems capable of monitoring exhaust emissions in real-time. These systems can also warn drivers when repairs to emissions control systems may be required.
Furthermore, manufacturers will be required to protect vehicles’ emissions control systems and engine management systems against tampering. This aims to help prevent the manipulation of emissions control systems.
Updates to PHEV CO2 emission figures
The calculation method of official CO2 emission figures for plug-in hybrid electric vehicles (PHEVs) is updated in two stages.
These updated calculations address a globally recognised gap between official and real-world emissions. CO2 emissions from PHEVs are almost 2.5 times higher in real life than recorded in the testing cycle.
In the UK, changes have been made to mitigate the effects on taxpayers and vehicle manufacturers of increasing the official PHEV CO2 figures due to new emission standards. These changes will also mitigate the effect on manufacturers and taxpayers if Euro 7 is implemented in Great Britain.
Implications for vehicle taxation
The proposed changes would increase official PHEV CO2 emission figures, which could, in some situations, increase the benefit-in-kind (BIK) tax due on PHEV company cars.
The Government recognises that, while it is right that higher-emitting vehicles pay more tax, company cars play an important role in supporting our transition towards decarbonisation and zero-emission vehicles.
It has previously announced a BIK tax easement for PHEVs that will apply UK-wide retrospectively from January 2025 to April 2028.
The tax easement aims to mitigate the impacts on users of PHEV company cars and their employers during this period. It would also apply to vehicles approved to the Euro 7 standard, should Euro 7 be implemented in Great Britain.
Vehicle emissions trading schemes
The Vehicle Emissions Trading Schemes (VETS) Order also includes a CO2 standard that limits CO2 emissions from non-zero emission cars or vans (non-ZEV), including PHEVs.
The order has been amended to give manufacturers an option to use PHEV CO2 values calculated in line with Euro 6d for compliance with the non-ZEV scheme. The option would apply where that vehicle has been approved to the Euro 6e standard.
The Government says it will ensure that this flexibility continues to apply to vehicles approved to the Euro 7 standard.
Implementing the Euro 7 standard
To implement Euro 7, amendments will need to be made to GB type approval regulations.
This would initially focus on implementing Euro 7’s light-duty vehicle requirements, as legislation to implement the heavy-duty vehicle requirements is still under development in the EU and at the UNECE.
As Euro 7 includes the changes of Euro 6e and Euro VI Step E, the Government is not proposing to mandate these sub-steps separately.
It also expects to implement the new Euro 7 rules at the same time they are adopted by the EU.
The DfT consultation close on May 25.
