EN    EN  COMMISSION OF THE E UROPEAN COMMUNITIES 
Brussels, 21.12.2007 
COM(2007) 851 final 
2007/0295 (COD)   
Proposal for a 
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 
on type-approval of motor vehicles and engi nes with respect to emissions from heavy 
duty vehicles (Euro VI) and on access to vehicle repair and maintenance information  
(presented by the Commission) 
  
{SEC(2007)1718} {SEC(2007)1720}  
EN 2   EN EXPLANATORY MEMORANDUM  
1) CONTEXT  OF THE  PROPOSAL 
Grounds for and objectives of the proposal 
The objective of the proposal is to lay down harmonised rules on the construction of motor 
vehicles with a view to ensuring the functioning of the internal market while at the same time 
providing for a high level of environmental pr otection regarding atmospheric emissions. 
The proper functioning of the single market  in the European Union requires common 
standards limiting the emission of atmospheric pollutants from motor vehicles. Action at 
Community level prevents varying product stan dards emerging across Member States which 
results in fragmentation of the internal market  and imposition of unnecessa ry barriers to intra-
Community trade.  
Member States and their citi zens are concerned about the ri sks to human health and the 
environment that results from air pollution. Although air quality has improved over the past 
decade, there are still signifi cant air quality problems th roughout the European Union, 
especially in urban areas a nd in densely populated regions. 
General context 
Euro IV emission limits for trucks and buses  are applicable as from 9 November 2006 and 
Euro V emission limits will apply from 1 October 2008 for new type-approvals1 in both cases.  
With no change in the policy of reducing emission levels for heavy duty motor vehicles, there 
is a high risk that the functioning of the inte rnal market would be impaired with Member 
States seeking to take unilate ral action. Poor air qua lity will also remain  an issue in the 
European Union with atmospheric pollution co ntinuing to have a detrimental impact on 
human health.  
Existing provisions in the area of the proposal 
The requirements for emissions from heavy duty vehicles and engines are presently governed 
by Directive 2005/55/EC1 as implemented by Directive 2005/78/EC2. 
Consistency with the other policies and objectives of the Union 
                                                 
1 Directive 2005/55/EC of the European Parliament and of the Council of 28 September 2005 on the 
approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from  compression-ignition engine s for use in vehicles, 
and the emission of gaseous pollutants from positiv e-ignition engines fuelled with natural gas or 
liquefied petroleum gas for use in vehicles (OJ L 275, 20.10.2005, p. 1). 
2 Commission Directive 2005/78/EC of 14 November 2005 implementing Directive 2005/55/EC of the 
European Parliament and of the Coun cil on the approximation of the laws of the Member States relating 
to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive 
ignition engines fuelled with natural gas or liquefied  petroleum gas for use in vehicles and amending 
Annexes I, II, III, IV and VI thereto (OJ L 313, 29.11.2005, p. 1).  
EN 3   EN The proposal has been develope d in the context of the "Cl ean Air For Europe" (CAFE) 
programme that provided the tech nical basis for the preparation of the Thematic Strategy on 
Air Pollution3. CAFE assessed levels of emissions, current and future air quality and the costs 
and benefits of further measures to improve air quality. On this basis, the Commission has 
identified measures which are required in order to attain the necessary air quality levels. Euro 
VI is one among several such measures that are important to reduce emissions of ozone 
precursors (such as nitrogen oxides-NO X and hydrocarbons-HC) and particulate matter. 
Moreover, the proposal is fully in line with the aims of the European Union's Sustainable 
Development Strategy and contri butes significantly to the obj ectives of the Lisbon strategy. 
2) CONSULTATION  OF INTERESTED  PARTIES  AND  IMPACT  
ASSESSMENT 
Collection and use of expertise 
Scientific/expertise domains concerned The proposal required analysis of vehicle technol ogies to be used to reduce emissions and the 
associated costs of achieving the various s cenarios for Euro VI emission limit values. 
Methodology used 
In the year 2004, the Commission services sent  out a questionnaire to stakeholders on new 
Euro VI emission limits for heavy duty vehicl es. The questionnaire de veloped a number of 
scenarios for new limit values and sought data on the technology that would be required to 
meet those values and the associated costs. An  expert panel of inde pendent consultants was 
engaged to review responses to the questionnaire. The aim was to assess and validate the 
stakeholder responses and reach a common pos ition on the technology required and cost for 
each scenario. This information was used to mo del the impacts of a number of the emission 
limit scenarios. 
Main organisations/experts consulted 
Data were collected from a range of stakehol ders in the automotive area and collated by a 
group of consultants led by TNO in The Netherlands. 
Summary of advice received and used 
The panel of consultants summarised the cost data provided by stake holders. The Commission 
used the panel’s report as an input to the analysis of the vari ous emission limit value 
scenarios. The preferred limit values have b een selected on the basis of their technical 
feasibility and cost-effectiveness.  
Means used to make the exper t advice publicly available 
The report of the expert panel is availabl e on the DG Enterprise and Industry web site
4. 
                                                 
3 COM (2005) 446 final, 21.9.2005. 
4 http://europa.eu.int/comm/enterprise/automotive/pagesbackground/pollutant_emission/index.htm  
EN 4   EN Impact assessment 
An Impact Assessment is currently under developm ent, in which five policy options are being 
considered: 
(1) 'No policy change' approach : the emission limit values of Euro V (Directive 
2005/55/EC as amended) remain in force for heavy duty vehicles. 
With no change in the policy of reducing emissi on levels for motor vehi cles, there is a high 
risk that the functioning of the internal market  would be impaired. It is  likely that in the 
absence of stricter emission standards at Eu ropean level, Member States would start 
legislating themselves or would start using othe r measures, such as bans on certain types of 
vehicle entering cities or crea tion of low emission zones.  
Poor air quality will remain an issue in th e European Union as atmospheric pollution will 
continue to have a detrimental impact on hum an health. The CAFE Programme showed that 
despite the improvements in pollutant emissions , health impacts from air pollution across the 
EU are still projected to be considerable in 2020. 
Therefore, this policy option is not considered to be viable. (2) Regulatory approach at the European level:  revising the existing Euro V legislation 
through setting new Euro VI emission limit values at European Union level. 
In comparison with the no policy change scenar io, the regulatory option will have the clear 
benefits of ensuring the proper functioning of the internal ma rket and improving air quality. 
This will improve public health and, thus, will re duce healthcare costs. 
The indirect impacts of the regulatory option mi ght be positive in term s of the international 
competitiveness of EU industry, es pecially in markets with stri ct environmental regulation in 
force.  
Within this approach, the possibili ty of applying the Euro VI stag e in one single step or in two 
steps has been considered but according to the vast majority support expressed in the replies 
to the public consultation, it has been decided to introduce the Euro VI stage in one single 
step. 
Thus, the option of regulatory approa ch is pursued in the proposal. 
(3) Regulation in Member States : Member States develop th eir own emissions standards 
and/or impose other policy measures (e.g. te mporary driving restri ctions on vehicles 
not complying with more ambitious standards) 
This approach would have detrimental effects on the functioning of the internal market, for 
example regarding the market of commercial ve hicles, but also in th e free movement of goods 
transported by these vehicles. Therefore this approach has been rejected.  
(4) Fiscal incentives by Member States: Member States introduce on a voluntary basis 
fiscal incentives for vehicles that fulfil st ricter emission limit values than Euro V.  
EN 5   EN The sustainability of such measures can be que stioned on the long term. Therefore, this policy 
could lead to considerable uncertainty fo r manufacturers as to the demand for cleaner 
vehicles. 
In addition, different types of incentive regime s in neighbouring countries could result in 
unpredictable cross border eff ects, both in terms of vehicl e purchasing patterns and air 
pollution impacts. The continued existence of th e single market for vehicles could therefore 
be put at risk. 
Thus, this option does not ensure that the polic y objectives are attained and could even have a 
negative impact on the functioni ng of the internal market thr ough reducing the certainty as to 
the demand for specific types of vehicles.  
Therefore, this is not the approach to be followed. (5) Non-regulatory approach:  self-regulation through negotiated commitments with the 
automotive industry to reduce the emissions from new vehicles. 
It is not clear that a self commitment provides an adequate  guarantee that a specific emission 
level will be reached or that there will be appropriate sanctions available if the self-
commitment were to be breached. In addition, it  is not apparent that the use of a voluntary 
approach would offer any additional benefits  to the industry, governments or the general 
public.  
The Euro series of emissions regulations ar e widely used in many emerging markets. 
Therefore, developments in the regulatory syst em for emissions established in the EU have 
important implications around th e world. A move away from a regulatory approach to a 
voluntary approach would therefore be disrup tive to the process of global harmonisation.  
The option of non-regulatory approach will therefore not be considered further. 
3) LEGAL
 ELEMENTS  OF THE  PROPOSAL 
Summary of the proposed action 
The main aspect of this Regulation is that it re quires a further tightenin g of vehicle emission 
limits for particulate matter (PM) and nitrogen oxides (NO X). 
A reduction of 66% in the mass of particulat e emissions from comp ression-ignition engined 
vehicles will be required. Wh ile this lower emission limit does not prescribe a particular 
technology, it will de facto requir e the introduction of diesel particulate filters (DPFs).  
The emission limit selected for particulates can be met by open or closed filters. Close filters 
have the benefit of reducing the ultra fine partic les that are considered most harmful to health. 
To prevent the possibility that in the future open filters are developed that meet the new particulate mass limit but enable a high number of u ltra fine particles to pa ss, it is planned to 
introduce at a later stage a new standard limiting the number of particles that can be emitted. At the moment, it is not appropriate to defi ne a number standard as research is being 
conducted at the UN/ECE under the Particulate Measuremen t Programme (PMP). The 
UN/ECE working party is still examining this i ssue. Once the results of the PMP programme 
are available, a number standard should be implemented.  
EN 6   EN For compression-ignition engined vehicles, a reduction of 80% in  NOx is planned. To comply 
with this emission limit, internal engine meas ures (e.g. Exhaust Gas Recirculation - EGR) and 
after-treatment devices (e.g. Se lective Catalytic Reduction - SCR) will be needed at the 
current state of the art. The proposal also includes reductions in emissions from positive-
ignition engines. 
The proposal includes a requirement that vehi cle on-board diagnostic (OBD) information and 
vehicle repair and maintenance information be made available through websites in the standardised format developed by a technical  committee of stakeholders (the so-called 
'OASIS format'). 
Introduction of World-Wide Harmonised requireme nts is an important element in order to 
reduce the testing costs of the automotive indust ry and will favour the competitiveness of the 
European engine and vehicle manufacturers. In this context, this pr oposal is introducing 
requirements, developed in the framework  of the UN-ECE WP.29 – World Forum for 
Harmonisation of Vehicle Regulations – relating to: 
1. Use of world-wide harmoni sed steady state (WHSC) and transient (WHTC) driving 
cycles for the evaluation of pollutant emissions. 
2. Emissions testing and measurement methodology.  3. World-Wide Harmonised on-board diagnostic (WWH-OBD) systems The proposal is also introducing requirements fo r the type-approval of exhaust after-treatment 
components such as catalysts and di esel particulate filters (DPFs). 
Legal basis 
The legal basis of the proposal  is Article 95 of the Treaty. 
Subsidiarity principle 
The subsidiarity principle applies insofar as  the proposal does not fa ll under the exclusive 
competence of the Community. 
The objectives of the proposal cannot be suffici ently achieved by actions of Member States, 
because of the need to avoid the emergence of barriers to the single market and because of the 
trans-boundary implications of air pollution. 
Atmospheric modelling shows that the pollution emitted in one Member State contributes to 
measured pollution in other Member States so, in  order to solve the problem of air pollution, 
concerted action at the EU scale is required  
Community action will better achieve the objec tives of the proposal because it will avoid 
fragmentation of the internal market whic h would otherwise arise. By setting uniform 
standards for the level of pollutant emissions from motor vehicles, the proposal ensures better 
air quality in the European Union and addre sses the problem of tr ans-boundary air pollution. 
The proposal therefore complies with  the subsidiarity principle.  
EN 7   EN Proportionality principle 
The proposal complies with the proportionality  principle because it does not go beyond what 
is necessary in order to achieve the objectives  of ensuring the proper functioning of the 
internal market while at the same time providi ng for a high level of e nvironmental protection. 
The cost-benefit analysis that is being carried out in the framework of the impact assessment 
of the proposal demonstrates that  the selected emission limit values provide benefits for the 
society as a whole. 
Choice of instruments 
The proposed instrument is a Regulation. Ot her means would not be adequate for the 
following reason: 
– The use of a Regulation is considered to be appropriate in providing the required 
assurance for compliance whilst not requiring the transposition into Member States 
legislation. 
The proposal uses the "split-level approach" that  has been used in othe r pieces of legislation, 
e.g. in the case of the previous Di rective for heavy duty vehicle emissions5. This approach 
foresees that the proposal and adoption of legisl ation will be made acco rding to two different, 
but parallel, routes: 
– first, the main provisions will be laid down by the European Parliament and the 
Council in a Regulation based on Article 95 of the EC Treaty th rough the co-decision 
procedure (the 'co-decision proposal'); 
– secondly, the technical specifications implem enting the main provisions will be laid 
down in a Regulation adopted by the Commissi on with the assistance of a regulatory 
committee (the 'comitology proposal'). 
4) BUDGETARY  IMPLICATION 
The proposal has no implications for the Community budget. 
5) ADDITIONAL  INFORMATION  
Simulation, pilot phase and transitory period 
There are general transitory peri ods in the proposal in order to allow sufficient lead times for 
vehicle manufacturers. 
                                                 
5 Directive 2005/55/EC (OJ L 275, 20.10.2005, p.1) as implemented by Directive 2005/78/EC (OJ L 313, 
29.11.2005, p.1)  
EN 8   EN Simplification 
The proposal provides for simplification of legislation. 
The Communication from the Commission to the Council, the European Parliament, the 
European Economic and Social Committee and th e Committee of the Regions having the title 
“updating and simplifying the Community acquis”6 identifies, as a priority area for 
simplification of Community le gislation, the type-approval system for motor vehicles. 
Directives 2005/55/EC, 2005/78/EC and 2006/51/EC will be repealed. In addition, Directive 
80/1269/EEC7, and its amendments, relating to the engine power of motor vehicles will also 
be repealed and its technical requireme nts will be included in this proposal. 
The proposal provides for simplification of admi nistrative procedures for public authorities 
(EU or national). The proposal is included in the Commission's rolling programme for up-date 
and simplification of the acquis communautaire  and its Legislative Work Programme under 
the reference 2007/ENTR/009. 
Repeal of existing legislation 
The adoption of the proposal will lead to the repeal of existing legislation. This is detailed in 
Article 15 of the proposal. 
European Economic Area 
The proposed act concerns an EEA matter and should therefore extend to the European 
Economic Area. 
                                                 
6 COM (2003) 71 final, 11.2.2003. 
7 Council Directive 80/1269/EEC of 16 December 1980 on the approximation of the laws of the Member 
States relating to the engine power of motor vehicles (OJ L 375, 31.12.1980, p. 46).  
EN 9   EN 2007/0295 (COD) 
Proposal for a 
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 
on type-approval of motor vehicles and engi nes with respect to emissions from heavy 
duty vehicles (Euro VI) and on access to vehicle repair and maintenance information  
(Text with EEA relevance) 
THE EUROPEAN PARLIAMENT AND THE CO UNCIL OF THE EUROPEAN UNION, 
Having regard to the Treaty esta blishing the European Communit y, and in particular Article 
95 thereof, 
Having regard to the proposal from the Commission8, 
Having regard to the opinion of the Eu ropean Economic and Social Committee9, 
Acting in accordance with the procedure laid down in Article 251 of the Treaty10, 
Whereas: (1) The internal market comprises an area wi thout internal frontie rs in which the free 
movement of goods, persons, services and ca pital must be ensured. To that end a 
comprehensive Community type-approval syst em for motor vehicles is in place. The 
technical requirements for th e type-approval of motor ve hicles with regard to 
emissions should therefore be harmonised to  avoid requirements that differ from one 
Member State to another and to ensure a high level of environmental protection. 
(2) This Regulation is a new separate regulat ion in the context of the Community type-
approval procedure under Directive 2007/46/EC  of the European Parliament and of 
the Council establishing a framework for th e approval of motor vehicles and their 
trailers, and of systems, components and se parate technical units  intended for such 
vehicles (Framework Directive)
11. Therefore, Annexes IV, VI and XI to that 
Directive should be amended accordingly. 
(3) Following the request of the European Parliament, a new regulatory approach has 
been introduced in the EC vehicle legisl ation. This Regulation should therefore lay 
down only fundamental provisions on vehi cle emissions, whereas the technical 
specifications should be laid down by im plementing measures adopted following 
comitology procedures. 
                                                 
8 OJ C , , p. . 
9 OJ C , , p. . 
10 OJ C , , p. . 
11 OJ L 263, 9.10.2007, p.1.  
EN 10   EN (4) The Sixth Community Environment Action Programme adopted by Decision 
No 1600/2002/EC of the European Parliame nt and of the Council of 22 July 2002 
establishes the need to reduce pollution to levels which minimise harmful effects on 
human health, paying particular atte ntion to sensitive populations and the 
environment as a whole. Community le gislation has estab lished appropriate 
standards for ambient air quality for the protection of human health and sensitive 
individuals in particular, as well as for national emissions ceilings. The Clean Air For 
Europe (CAFE) programme has led to th e adoption of a thematic strategy on air 
pollution12. One of the conclusions of that thematic strategy is that further reductions 
in emissions from the transport sector (air, maritime and land transport), from 
households and from the energy, agricultura l and industrial sectors are needed to 
achieve EU air quality objectives. In this context, the task of reducing vehicle 
emissions should be approached as part of an overall strategy. Th e Euro VI standards 
are one of the measures designed to re duce the actual in-use emissions of air 
pollutants such as particulate pollutants (P M) as well as ozone precursors such as 
nitrogen oxides and hydrocarbons. 
(5) Achieving EU air quality ob jectives requires a continuing effort to reduce vehicle 
emissions. For that reason, industry should be provided with clear information on 
future emission limit values. 
(6) In particular, reduction in nitrogen oxi de emissions from heavy duty vehicles is 
necessary to improve air quality and co mply with limit values for pollution and 
national emissions ceilings. Setting limit values for nitr ogen oxide emissions at an 
early stage should provide long-term, Eur ope-wide planning security for vehicle 
manufacturers. 
(7) In setting emissions standards it is important  to take into account the implications for 
competitiveness of markets and manufacturers, the direct and indirect costs imposed 
on business and the benefits that accrue  in terms of stimulating innovation, 
improving air quality, reducing health cost s and increasing life expectancy.  
(8) Unrestricted access to vehicle repair in formation, via a standardised format which 
can be used to retrieve the technical information, and effective competition on the 
market for vehicle repair and maintenanc e information services are necessary to 
improve the functioning of the internal ma rket, particularly as regards the free 
movement of goods, freedom of establishm ent and freedom to provide services. A 
great proportion of such in formation is related to on- board diagnostic systems and 
their interaction with other vehicle systems.  It is appropriate to  lay down technical 
specifications to be followed by the manuf acturers in their websites, along with 
targeted measures to ensure reasona ble access for small and medium-sized 
enterprises (SMEs).  
(9) The Commission should keep under review emissions which are as yet unregulated 
and which arise as a consequence of the wi der use of new fuel formulations, engine 
technologies and emission control system s and, where necessary, submit a proposal 
to the European Parliament and to the Council with a view to regulating such 
emissions. 
                                                 
12 COM(2005)0446, 21.9.2005.  
EN 11   EN (10) It is appropriate to en courage the introduction of altern ative fuel vehicles, which can 
have low nitrogen oxides and particulate emissions. Thus, limit values for hydrocarbons, non-methane hydrocarbons and methane should be introduced. 
(11) In order to ensure that emissions of ultra fine particulate pollutants (PM 0,1 µm and 
below) are controlled, power should be gi ven to the Commission to adopt a number 
based approach to emissions of particulat e pollutants in addition to the mass based 
approach which is currently used. The nu mber based approach to emissions of 
particles should draw on the results of  the UN/ECE’s Particulate Measurement 
Programme (PMP) and be cons istent with the existing ambitious objectives for the 
environment.  
(12) The Commission should adopt world-wide  harmonised driving cycles in the test 
procedure that provides the basis of EC  type-approval emissions regulations. The 
application of portable emissions measurem ent systems for verifying the actual in-
use emissions and the introduction of pro cedures to control off cycle emissions 
(OCE) should also be considered. 
(13) On board diagnostic (OBD) systems are important to control the emissions during 
the use of a vehicle. Due to the importance  of controlling real world emissions, the 
Commission should keep under review the requirements for such systems and the 
tolerance thresholds for monitoring faults.  
(14) In order to monitor th e contribution of this sector  to the global emissions of 
greenhouse gases (GHG) the Commission should introduce measuring of fuel 
consumption and carbon dioxide em issions of heavy duty vehicles. 
(15) In order to better control actual in-use emissions including OCE and to facilitate the 
in-service conformity process, a tes ting methodology and performance requirements 
based on the use of portable emission meas uring systems (PEMS) should be adopted. 
(16) With a view to meeting the air quali ty objectives, the Commission should introduce 
harmonised provisions to ensure that off- cycle emissions from heavy duty engines 
and vehicles are appropriat ely controlled over a broad ra nge of engine and ambient 
operating conditions.  
(17) Correct functioning of the after-treatment  system, and more specifically in the case 
of NOx, is the basic requirement to fulf il the established standards for pollutant 
emissions. In this context, measures to guarantee the proper ope ration of systems 
relying in the use of a re agent should be introduced. 
(18) Member States are able, by means of financial incentives, to accelerate the placing 
on the market of vehicles which satisfy  the requirements a dopted at Community 
level. This Regulation should not affect th e right of the Member States to include 
emissions in the basis for calcula ting taxes levied on vehicles.  
(19) The Member States should lay down rule s on penalties applicable  to infringements of 
the provisions of this Regulation and en sure that they are implemented. Those 
penalties should be effective,  proportionate and dissuasive.  
EN 12   EN (20) The requirements of engine power of  motor vehicles contained in Directive 
80/1269/EC should be introduced in this Regulation and in Regulation (EC) No 
715/2007. Therefore, Regulation (EC) No 715/2007 should be amended accordingly 
and Directive 80/1269/EC should be repealed.  
(21) Article 14(6) of Regulation No 715/2007 s hould be deleted as th is Regulation repeals 
the Directive referred t o. Therefore, Regulation (EC) No 715/2007 should be 
amended accordingly. 
(22) In order to simplify community legislati on, it is appropriate to replace the existing 
Directives by a Regulation. The use of a re gulation should ensure that the detailed 
technical provisions are direc tly applicable to manufactur ers, approval authorities 
and technical services and th at they can be updated in a fast and efficient way. The 
existing heavy duty emissions legisla tion, Directives 2005/55/EC 2005/78/EC and 
2006/51/EC, should be repealed.  
(23) The measures necessary for the implemen tation of this Regulation should be adopted 
in accordance with Council Decision 1999/ 468/EC of 28 June 1999 laying down the 
procedures for the exercise of impl ementing powers conferred on the Commission13. 
(24) In particular, power should be confe rred on the Commission to introduce particle 
number based limit values in Annex I, to sp ecify the value of the admissible level of 
NO 2 component in the NOx limit value, to establish specific procedures, tests and 
requirements for type-approval, as well as  a measurement procedure for particle 
number, and to adopt measures concerning  off cycle emissions, access to vehicle 
repair and maintenance information and test  cycles used to measure emissions. Since 
those measures are of general scope and ar e designed to supplement this Regulation 
by the addition of new non-essential elemen ts, they should be adopted in accordance 
with the regulatory procedure with scrutiny provided for in Article 5a of Decision 
1999/468/EC. 
(25) The objectives of this Regulation, namely the realisation of the internal market 
through the introduction of common technica l requirements concerning emissions 
from motor vehicles and guaranteed acce ss to vehicle repair and maintenance 
information for independent operators on the same basis as for authorised dealers and 
repairers, cannot be sufficiently achieved by the Member States and can therefore be 
better achieved at a Community level, the Community may adopt measures, in 
accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In 
accordance with the principle of proportionali ty, as set out in that Article, this 
Regulation does not go beyond what is ne cessary in order to achieve those 
objectives, 
HAVE ADOPTED THIS REGULATION: 
Article 1 
Subject matter 
                                                 
13 OJ L184, 17.7.1999, p. 23. Decision as amended by Decision 2006/512/EC (OJ L200, 22.7.2006, p.11).  
EN 13   EN This Regulation establishes common technical requirements for the type-approval of motor 
vehicles, engines and replacement part s with regard to their emissions. 
This Regulation also lays down rules for in-ser vice conformity of vehicles and engines, 
durability of pollution control devices, on-board  diagnostic (OBD) systems, measurement of 
fuel consumption and carbon dioxide (CO 2) emissions and diesel smoke and accessibility of 
vehicle OBD and vehicle repair and maintenance information. 
Article 2 
Scope 
This Regulation shall apply to  vehicles of categories M 1, M2, N1 and N 2 as defined in Annex II 
of Directive 2007/46/EC with a reference mass exceeding 2 610 kg and all motor vehicles of 
categories M 3 and N 3, as defined in that Annex. 
This Regulation shall apply w ithout prejudice to Article 2( 2) of Regulation (EC) No 
715/2007. 
Article 3 
Definitions  
For the purposes of this Regulation, th e following definitions shall apply:   
(1) “engine” means the motive propulsion sour ce of a vehicle for which type-approval as 
a separate technical unit, as defined in  point (25) of Article 3 of Directive 
2007/46/EC, may be granted; 
(2) “gaseous pollutants” means the exhaust gas emissions of carbon monoxide, oxides of 
nitrogen, expressed in  nitrogen dioxide (NO 2) equivalent, and hydrocarbons; 
(3) “particulate pollutants” means compone nts of the exhaust gas which are removed 
from the diluted exhaust gas at a maximu m temperature of 325 K (52°C) by means of 
the filters described in the test procedure for verifying average tailpipe emissions; 
(4) “tailpipe emissions” means the emission of gaseous and part iculate pollutants; 
(5) “crankcase” means the spaces in, or external to, an engine  which are connected to the 
oil sump by internal or external ducts through which gases and vapours can be 
emitted; 
(6) “pollution control device” means those components of a ve hicle that control and/or 
limit tailpipe emissions; 
(7) “on-board diagnostic” or “OBD system” means a system for controlling emissions 
which has the capability of identifying the likely area of malfunction by means of 
fault codes stored in computer memory;  
EN 14   EN (8) “defeat strategy” means an emission contro l strategy that reduces the effectiveness of 
the emission controls under ambient or engine operating conditions encountered 
either during normal vehicle operation or out side the type approval test procedures; 
(9) “original pollution control device” means a pollution control device or an assembly 
of such devices covered by the type-appr oval granted for the vehicle concerned; 
(10) “replacement pollution control device” means a pollution control device or an 
assembly of such devices inte nded to replace an original  pollution contro l device and 
which can be approved as a separate tec hnical unit as define d in Article 3 of 
Directive 2007/46/EC; 
(11) “vehicle repair and maintenance  information” means all information required for 
diagnosis, servicing, inspection, periodic monitoring, repair, re-programming or re-
initialising of the vehicle and which the manufacturers provide for their authorised 
dealers and repairers, includi ng all subsequent amendments and supplements to such 
information. This information includes all information required for fitting parts or equipment on to vehicles; 
(12) “independent operator” means undertak ings other than authorised dealers and 
repairers which are directly or indirectly involved in the repair and maintenance of motor vehicles, in particular repairers, manufacturers or dist ributors of repair 
equipment, tools or spare parts, publishe rs of technical information, automobile 
clubs, roadside assistance operators, ope rators offering inspection and testing 
services, operators offe ring training for installers, manufacturers and  repairers  of 
equipment for alternative fuel vehicles;  
(13) "alternative fuel vehicle" means a vehi cle designed to be capable of running on at 
least one type of fuel that is either gase ous at atmospheric temperature and pressure, 
or substantially non-mineral oil derived; 
(14) "reference mass" means th e mass of the vehicle in runni ng order less the uniform 
mass of the driver of 75 kg and in creased by a uniform mass of 100 kg. 
Article 4 
Obligations of the manufacturers 
1. Manufacturers shall  demonstrate  that all  new vehicles sold, regi stered or put into 
service within the Community, all new engine s sold or put into service within the 
Community and all new replacement po llution control devices requiring type-
approval pursuant to Article 8, which are sold or put into service within the 
Community, are type approved in accordance with this Regulation. 
  2. Manufacturers shall ensure that type-approva l procedures for verifying conformity of 
production, durability of pollution control de vices and in-service conformity are 
followed.   
EN 15   EN The technical measures taken by the manufactur er shall be such as to ensure that the 
tailpipe emissions are eff ectively limited, pursuant to this Regulation, throughout the 
normal life of the vehicles under normal conditions of use.  
For that purpose, the mileage and period of time by reference to which the tests for 
durability of pollution control devices undert aken for type-approval and testing of 
conformity of in-service vehicles or e ngines are to be carried out shall be the 
following:  
(a) 160 000 km or five years, whichever is the sooner, in the ca se of engines fitted 
to vehicles of category M 1, N1 and M 2,;  
(b) 300 000 km or six years, whichever is the sooner, in the case of engines fitted 
to vehicles of category N 2, N3 with a maximum technically permissible mass 
not exceeding 16 tonnes and M 3 Class I, Class II and Cl ass A, and Class B with 
a maximum technically permissi ble mass not exceeding 7.5 tonnes; 
(c) 700 000 km or seven years, whichever is  the sooner, in the case of engines 
fitted to vehicles of category N 3 with a maximum technically permissible mass 
exceeding 16 tonnes and M 3, Class III and  Class B with a maximum technically 
permissible mass exceeding 7.5 tonnes. 
3. The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of the Directive 2007/46/EC, establish speci fic procedures and requirements for the 
implementation of paragraphs 1 and 2 of this Article. 
Article 5 
Requirements and tests 
1. Manufacturers shall ensure compliance with  the emission limits set out in Annex I. 
2. Manufacturers shall equip e ngines and vehicles so that  the components likely to 
affect emissions are designed, constructed a nd assembled so as to enable the engine 
or vehicle, in normal use, to comply with this Regulation. 
3. The use of defeat strategies that re duce the effectiveness of emission control 
equipment shall be prohibited.  
4. The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, adopt measures for the implementation of this Article. 
These measures shall concern the following: 
(a) tailpipe emissions, including test cycl es, off cycle emissions, particle number, 
emissions at idling speed, smoke op acity and correct functioning and 
regeneration of pollu tion control devices; 
(b) crankcase emissions; (c) OBD systems and in-service perfor mance of pollution control devices;  
EN 16   EN (d) durability of pollution control devices, replacement pollution control devices, 
conformity of in-service engines and vehicles, conformity of production and 
roadworthiness; 
(e) carbon dioxide emissions and fuel consumption;  (f) granting extension of type-approvals; (g) test equipment;  (h) reference fuels; (i) measurement of engine power; (j) specific provisions to ensure the co rrect operation of NO x control measures; 
such measures shall ensure that vehicl es, which need a reagent in order to 
respect the limit values for NOx emi ssions, cannot be operated without such 
reagent. 
The Commission may, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, adopt other measur es concerning specific procedures, tests 
and requirements for type-approval. 
Article 6 
Access to information 
1. Manufacturers shall provide unrestricte d and standardised access to on-board 
diagnostic (OBD) information and vehicle repair and maintenance information to 
independent operators.  
Articles 6 and 7 of Regulation (EC) No 715/2007 shall apply. 
2. The Commission shall, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, establish and update , for the implementation of paragraph 1 
of this Article, the tec hnical specifications relating to the way in which OBD 
information and vehicle repair and main tenance information shall be provided. 
The Commission may, in accordance with the procedure referred to in Article 39(9) 
of Directive 2007/46/EC, adopt other measur es necessary for the implementation of 
paragraph 1 of this Article. 
Article 7 
Obligations concerning system s using a consumable reagent 
1. Manufacturers, repairers and operators of th e vehicles shall not tamper with systems 
which use a consumable reagent.   
EN 17   EN 2. Operators of the vehicles shall ensure th at the vehicle is not being driven without 
consumable reagent. 
Article 8 
Time table for application of type-a pproval of vehicles and engines  
1. With effect from the date  set out in the fi rst sentence of the second paragraph of 
Article 16, national authoritie s shall refuse, on grounds rela ting to emissions, to grant 
EC type-approval or national type-approval in respect of new types of engine or 
vehicle which do not comply  with this Regulation.  
 Type-approval technical cert ificates corresponding to em ission stages previous to 
Euro VI may be granted to vehicles and engines intended for export to third 
countries, provided such certificates clearly state that the vehicl es and engines in 
question cannot be placed on the Community market. 
2. With effect from 1 October 2014, nationa l authorities shall, in the case of new 
vehicles which do not comply with this Regulation, consider certificates of 
conformity to be no longer valid for th e purposes of Article 26 of Directive 
2007/46/EC and shall, on grounds relating to  emissions, prohibit the registration, the 
sale and entry into serv ice of such vehicles.  
With effect from the same date and except in the case of replacement engines for in-
service vehicles, national authorities shall prohibit the sale or use of new engines 
which do not comply with this Regulation. 
3. Without prejudice to paragraphs 1 and 2 of  this Article, and subject to entry into 
force of the implementing measures referred to in Article 4(3), in the first subparagraph of Article 5(4) and in the first subparagraph of Article 6(2), if a 
manufacturer so requests, national au thorities may not, on grounds relating to 
emissions of vehicles, refuse to grant EC  type-approval or national type-approval for 
a new type of vehicle or engi ne, or prohibit the registration, sale or entry into service 
of a new vehicle and the sale or use of new engines, where the vehicle or engines 
concerned comply with this Regulation . 
Article 9 
Obligations of Member States concerni ng type-approval of replacement parts 
National authorities shall prohibit the sale or  installation on a vehi cle of new replacement 
pollution control devices intended to be fitted on vehicles approved under this Regulation if 
they are not of a type in respect of which a type-approval ha s been granted in compliance with 
this Regulation. 
Article 10 
Financial incentives  
EN 18   EN 1. Subject to the entry into force of the implementing measures to this Regulation, 
Member States may provide for financial incentives that apply to motor vehicles in series production, which comply with this Regulation. 
Those incentives shall apply to all new vehicles put on the market of the Member 
State concerned, which comply with this Regulation. However, they shall cease to 
apply on 1 October 2014 at the latest. 
2. Subject to the entry into force of the implementing measures to this Regulation, 
Member States may grant financial incentives for the retrofitting to the emission limit values set out in Annex I of in-use vehicles and for scra pping vehicles which do 
not comply with this Regulation.  
3. For each type of motor vehicle, the financial incentives referred to in paragraphs 1 
and 2 shall not exceed the additional cost  of the technical de vices introduced to 
ensure compliance with the emission limits specified in Annex I, including the cost of installation on the vehicle. 
4. The Commission shall be informed of plan s to institute or change the financial 
incentives referred to in  paragraphs 1 and 2.  
Article 11 
Penalties 
1. Member States shall lay down the provisions  on penalties applicable for infringement 
of the provisions of this Regulation and sha ll take all measures necessary to ensure 
that they are implemented. The penal ties provided for must be effective, 
proportionate and dissuasive. Member Stat es shall notify thos e provisions to the 
Commission by [DATE 18 months after entry into force of this Regulation ] at the 
latest and shall notif y it without delay of any subse quent amendment affecting them. 
2. The types of infringements by manufacturer s which are subject to a penalty shall 
include:  
(a) making false declarations during the a pproval procedures or procedures leading 
to a recall; 
(b) falsifying test results for type -approval or in-service conformity; 
(c) withholding data or technical specif ications which could lead to recall or 
withdrawal of type-approval; 
(d) use of defeat strategies;  (e) refusal to provide access to information. The types of infringements by manufactur ers, repairers and operators which are 
subject to a penalty shall include tamper ing with systems which use a consumable 
reagent.  
EN 19   EN The types of infringements by operators which are subject to a penalty shall include 
driving a vehicle withou t consumable reagent. 
Article 12 
Redefinition of Specifications  
1. After the completion of the UN/ECE Particulate Measurement Programme, 
conducted under the auspices  of the World Forum for Harmonization of Vehicle 
Regulations, the Commission shall, wit hout lowering the leve l of environment 
protection within the Community: 
(a) introduce particle number based limit va lues, and if appropri ate to specify the 
value of the admissible level of NO 2 component in the NOx limit value; 
therein, in accordance with Arti cle 39(2) of Dire ctive 2007/46/EC; 
(b) adopt a measurement procedure for particle number 
2. The Commission shall establish correlation factors between the European transient 
cycle (ETC) and the European steady state cycle (ESC) as described in Directive 
2005/55/EC, and the world-wide harmonised tr ansient driving cycle (WHTC) and the 
world-wide harmonised steady state driving cycle (WHSC) and shall adapt the limit 
values accordingly.  
3. The Commission shall keep under review the procedures, tests and requirements 
referred to in Article 5(4) as well as th e test cycles used to measure emissions. 
If the review finds that those procedures, tests, requirements and test cycles are no 
longer adequate or no longer re flect actual world emissions, they shall be adapted so 
as to adequately reflect the emissions  generated by real driving on the road. 
4. The Commission shall keep under review the pol lutants listed in point 2 of Article 3. 
If the Commission concludes that it is ap propriate to regulate the emissions of 
additional pollutants, it shall am end this Regulation accordingly.  
Article 13 
Amendments to Regulation (EC) No 715/2007  
  
Regulation (EC) No 715/2007 is amended as follows:  1. Article 5(3) is amended as follows: 
(i) after point (h), the word “and” is deleted; (ii) the following point (j) is added: 
 ‘(j) measurement of engine power.’  
EN 20   EN 2. Article 14(6) is deleted.  
Article 14 
Amendments to Directive 2007/46/EC 
Annexes IV, VI and IX to Directive  2007/46/EC are amended in accordance with Annex II to 
this Regulation  
Article 15 
Repeal 
1. Council Directive 80/1269/EEC, Commi ssion Directives 88/195/EEC, 97/21/EC, 
1999/99/EC and 2005/78/EC, and Directive 2005/ 55/EC are repealed with effect 
from 1 October 2014. 
2. References made to the repealed Directives  shall be construed as references to this 
Regulation. 
Article 16 
Entry into force 
This Regulation shall enter into force on the twentieth day following that of its publication in 
the Official Journal of  the European Union. 
It shall apply from 1st April 2013. However, Arti cles 8(3) and 10 shall a pply from the date of 
entry into force and points 1(a)(i), 1(b)(i), 2(a), 3(a)(i), 3(b)(i), 3(c)(i ) and 3(d)(i) of Annex II 
shall apply from 1 October 2014. 
This Regulation shall be binding in  its entirety and directly applicable in all Member States. 
Done at Brussels,  
For the European Parliament For the Council 
The President The President    
EN 21   EN ANNEX I  
 
Euro VI Emission Limits  
 Limit values 
 CO 
(mg/kWh) THC 
(mg/kWh) NMHC 
(mg/kWh)CH 4 
(mg/kWh)NO X (3) 
(mg/kWh)NH 3 
(ppm) PM mass 
(mg/kWh)  PM (1) 
number 
(#/kWh)  
ESC 
(CI)  
1500   
130    
400 10  
10  
ETC 
(CI)  
4000  
160    
400 10  
10  
ETC 
(PI)   
4000   
160  
500  
400 10  
10  
WHSC 
(2)         
WHTC 
(2)         
 
Note: 
PI = Positive Ignition,  
CI = Compression Ignition 
(1) A number standard is to be defined at a later stage 
(2)The limit values relating to WHSC and WHTC will be introdu ced, at a later stage, once correlation factors with respect to 
the current cycles (ESC and ETC) have been established  
(3) The admissible level of NO 2 component in the NOx limit value may be defined at a later stage  
EN 22   EN ANNEX II  
 
Amendments to Directive 2007/46/EC  
Directive 2007/46/EC is amended as follows:  
1. Part I of Annex IV is amended as follows:  
(a) the table is amended as follows: 
(i) point 40 is deleted; (ii) the following point 41a is inserted: 
Applicability 
Subject Regulatory 
act 
reference Official Journal 
reference M1 M2 M3 N1 N2 N 3 O 1 O 2 O 3 O 4 
41a Emissions 
(Euro VI) heavy duty 
vehicles/acc
ess to information [EC) No 
…/… number of 
this 
Regulation to be 
inserted ] [L .., …, p. ..  
reference to this Regulation to be 
inserted ] 
 X
12 X12 X X 12 X12 X     
(iii) the following note is added:  
"12 For vehicles with a reference mass exceeding 2610 kg which are not type-approved (at the 
manufacturer’s request and provided their referen ce mass does not exceed 2840  kg) under Regulation 
EC (No) 715/2007" 
(b) in the Appendix, the table is amended as follows: 
(i) point 40 is deleted; (ii) the following point 41a is inserted:  
 Subject Regulatory act 
reference Official Journal 
reference  M1 
41a Emissions (Euro VI) 
heavy duty vehicles, 
with the exception of the whole set of 
requirements relating to 
On Board Diagnostics (OBDs) and access to 
information /Access to 
information [EC) No …/… 
number of this 
Regulation to be inserted ] [L .., …, p. ..  
reference to 
this Regulation to be inserted ] A 
 
2. In the Appendix to Annex VI, the table is amended as follows:  
EN 23   EN (a) point 40 is deleted; 
(b) the following point 41a is inserted: 
Subject Regulatory act 
reference As amended byApplicable to 
versions 
41a Emissions (Euro 
VI) heavy duty 
vehicles/access to 
information  [EC) No …/… 
number of this 
Regulation to be 
inserted ]   
 
3. Annex XI is amended as follows: 
(a) In Appendix 1, the table is amended as follows: 
(i) point 40 is deleted (ii) the following point 41a is inserted: 
Item Subject Regulatory act 
reference M1 ≤ 2 500 
(1) kg M1 > 2 500 
(1) kg M2 M 3 
41a Emissions (Euro VI) 
heavy duty 
vehicles/access to 
information  [EC) No …/… 
number of this 
Regulation to 
be inserted ] G+H G+H 
 G+H 
 G+H 
 
 
(b) In Appendix 2 , the table is amended ad follows: 
(i) point 40 is deleted; (ii) the following point 41a is inserted in the table: 
Item Subject Regulatory 
act reference M1 M 2 M 3 N 1 N 2 N 3 O 1 O 2 O 3 O 4 
41a Emissions (Euro VI) 
heavy duty 
vehicles/access to information [EC) No 
…/… number 
of this Regulation to 
be inserted ] X X X X X X     
. (c) In Appendix 4, the table is amended ad follows: 
(i) point 40 is deleted; (ii) the following point 41a is inserted:  
EN 24   EN Item Subject Regulatory act 
reference M2 M 3 N 1 N 2 N 3 O 1 O 2 O 3 O 4 
41a Emissions (Euro VI) 
heavy duty 
vehicles/access to 
information [EC) No …/… 
number of this 
Regulation to 
be inserted ] H H H H H     
 
(d) In Appendix 5, the table is amended as follows: 
(i) point 40 is deleted;  
(ii)the following point 41a is inserted : 
Item Subject Regulatory act reference Mobile crane 
of category N3 
41a Emissions (Euro VI) 
heavy duty vehicles/access to 
information [EC) No …/… number of 
this Regulation to be inserted ] X