Euro 7 is the seventh and final level of environmental standards, first introduced by the European Commission over 30 years ago. Introduced to limit emissions on all new vehicles these regulations have become increasingly strict with each level.

As you might expect, Euro 7 is the strictest standard yet, doubling down on the emission limits announced under Euro VI and Euro VI-E, to ready the light and heavy-duty vehicle sectors for zero greenhouse gas emissions from 2050. You can read our article on Euro VI-E here.

Let’s look at what the introduction of the Euro 7 emissions standard will mean for the HGV sector.

Euro VI-E vs Euro 7– the key differences

When Euro 7 was first publicised, it contained far stricter measures than have actually been announced.

This will be welcome news to manufacturers and fleet operators alike, with predicted improvements from Euro-VI alone already expected to deliver an 80% reduction in emissions of nitrous oxide (NOx) by 2035 via the renewal of older fleet vehicles.

But what are the key differences between Euro VI-E and Euro 7?

A simplified framework

Euro 7 is the first emissions standard to introduce the same regulations for light- and heavy-duty vehicles. Euro-VI-E contained different emission standards for light- and heavy-duty vehicles.

The European Commission decided to simplify the framework for delivering emissions standards and therefore all vehicles, regardless of engine type must all meet the same regulations under Euro 7.

The introduction of non-exhaust emissions

One of the most significant changes to Euro 7 is that it includes standards for non-exhaust emissions (brake dust and tyre particles) for the first time.

This means that all vehicles, including electric vehicles and those powered by biofuels will also have to comply with the Euro 7 emissions standards.

Longer period of compliance

Euro 7 will double the period of compliance to 10 years or 875,000km (544,000 miles) for the largest HGVs. The period of compliance under Euro VI-E was 5 years.

This means that manufacturers and fleet operators will need to monitor emissions levels for a far longer period of time to ensure that vehicles remain compliant.

More realistic testing conditions

Under Euro 7 testing will be carried out under more realistic driving conditions and a broader range of scenarios; for example, pollutant levels will be measured on short trips when the engine is cold and in temperatures up to 45 degrees centigrade.

Battery testing for electric and hybrid vehicles

Euro 7 sees the introduction of Electric and hybrid vehicle battery testing and will expect 80% after 60,000 miles or 5 years and 72% after 100,000 miles or 8 years.

This new requirement of vehicle testing, along with the introduction of non-exhaust emissions means that all new vehicles, regardless of engine type, will be expected to comply with the Euro 7 emissions standards. Previously, electric and hybrid vehicles were exempt from the Euro 7 emissions standard regulations.

What does Euro 7 mean for HGV manufacturers?

The industry has witnessed significant environmental improvements since the introduction of Euro VI and Euro VI-E.

“Between 2014 and 2020, Euro VI standards delivered a cut in the NOx emissions of 36% from the EU heavy-duty vehicle fleet. In the same timeframe, total emissions of particles were cut by 14% from the heavy-duty fleet”

(Source: ACEA, the industry body representing Europe’s vehicle manufacturers, including truck builders)

The introduction of the new Euro 7 standards will mean that manufacturers are expected to continue to modify existing engines and fine-tune them to ensure that they remain compliant.

It is likely that the regulations will require engines to be fitted with sensors to detect emission levels, the cost of which will be passed on from HGV manufacturers to customers.

But Euro 7 is about more than just engine emissions.

What other emissions standards will be included in Euro 7?

For the first time, this worldwide emissions standard will also introduce additional limits for particulate emissions from braking systems as well as microplastic emissions from tyres.

Wear and tear of these vehicle components will be subject to strict rules to all vehicles, including electric.

This has implications for manufacturers of vehicle components – not just the vehicle manufacturers and introduces a shared responsibility for meeting the Euro 7 emissions standards.

For example, tyre manufacturers such as Continental Tyres will need to test and potentially modify the composition of their tyres to ensure that tyre-abrasion rates of their products meet Euro VII emissions standards.

In a recent article in Commercial Motor, Continental Tyres was quoted as saying:

“Continental fully supports the new emission requirements for tyres related to Euro 7/Reg 117 (sic). Euro 7 will limit the emissions stemming from tyre-abrasion…the tyre will undergo testing, as opposed to the vehicle, under Reg 117. Only those tyres with abrasion rates below the Euro 7 limits will receive type approval”

The associated product refinement and development will undoubtedly lead to an increased cost, which again will need to be passed on to the consumer.

Why is it called Euro 7 and not Euro VII?

Historically, there were two different sets of emissions standards for light- and heavy-duty vehicles.

The standards were referred to with either roman numerals or numbers to differentiate between the two categories. Light-duty vehicles used the number system and heavy-duty vehicles used roman numerals.

Euro 7 is the first emissions standard to apply to all vehicles, irrespective of their class or engine type. Therefore, the industry is using the term Euro 7 rather than the roman numeral version.

Will there be any more updates to the emissions standards?

Euro 7 is the final transitional step towards greener driving before a final shift to clean transport by 2050 so we expect that Euro 7 will be the last set of European Commission vehicle standards.