Consultation outcome

Updating the minimum emission standard for new road vehicles: government response

Updated 27 October 2026

The Department for Transport (DfT) published an open consultation on 13 April 2026 seeking views on a proposal to update the minimum emission standard for new road vehicles in Great Britain to Euro 7. The consultation closed on 25 May 2026.

The consultation covered both light-duty vehicles (cars and vans) and heavy-duty vehicles (trucks, buses and coaches). It asked questions about:

• the implementation approach
• implementation dates
• changes to in-service conformity (ISC) testing obligations

The consultation was open to all. Responses were received from private individuals and a range of organisations, including:

• vehicle manufacturers
• automotive industry trade bodies
• fleet operators
• non-governmental organisations (NGOs)

Consultation responses

We received a total of 67 responses. Of these, 44 participants responded directly through the online survey, while the remaining 23 responded by email.

Some email responses did not follow the exact question format asked and presented their response differently from the survey.

Where appropriate, we have:

• categorised responses as agreed/disagreed (where possible) and combined the totals with the survey data
• considered those email responses in association with the questions asked, where it was clear which question they related to

About the respondents

Fifty-three participants responded on behalf of organisations and 14 responses were received from private individuals.

Table 1: respondent type and number of responses

Respondent type	Number of responses
Vehicle manufacturer	15
Industry trade body	12
Fleet operator or operations trade body	8
Other type of organisation	7
Non-governmental organisation (NGO)	5
Aftermarket component supplier	3
Public sector body	2
Academic organisation	1
Private individual	14
Total respondents	67

Names of respondents have been omitted to maintain the privacy of individuals and potential sole traders.

Summary of responses

Question 7: Do you agree or disagree with the proposal to update the minimum emission standard in Great Britain to Euro 7 for new light-duty vehicles and heavy-duty vehicles?

Table 2: responses to question 7 from organisations (excluding vehicle manufacturers)

Vehicle type	Agree	Disagree	Don’t know / no response
Cars and vans	30	4	4
Trucks, buses and coaches	30	4	4

Table 3: responses to question 7 from vehicle manufacturers

Vehicle type	Agree	Disagree	Don’t know / no response
Cars and vans	12	2	1
Trucks, buses and coaches	10	2	3

Table 4: responses to question 7 from individuals

Vehicle type	Agree	Disagree	Don’t know / no response
Cars and vans	4	10	0
Trucks, buses and coaches	4	9	1

Most respondents agreed with the proposal to update the minimum emission standard to Euro 7 for:

• cars
• vans
• trucks
• buses
• coaches

Support was strong among:

• vehicle manufacturers
• automotive trade bodies
• environmental NGOs
• public sector bodies

Organisations see Euro 7 as an important step to improve air quality and public health by tackling road vehicle emissions. They also suggested that aligning the UK emission standard with the EU:

• minimises regulatory divergence
• reduces administrative burdens
• provides manufacturers with regulatory certainty for investment and development

Respondents who disagreed with the proposal included private individuals:

• raising concerns about the rising cost and repairability of new vehicles
• suggesting that Euro 7 conflicts with the zero emission vehicle mandate

Some individuals suggested that the UK should set its own rules instead of following EU standards.

A small number of fleet operators raised concerns about the readiness of the sector.

Question 8: Do you agree or disagree with the proposed implementation approach to maximise the approval routes available to demonstrate test compliance with the Euro 7 standard?

Table 5: responses to question 8

Respondent type	Agree	Disagree	Don’t know / no response
Organisations (excluding vehicle manufacturers)	25	2	10
Vehicle manufacturers	14	1	1
Individuals	6	7	1

Most respondents agreed with the proposed implementation approach of accepting EU and United Nations Economic Commission for Europe (UNECE) Euro 7 type approvals to demonstrate compliance with the requirements of Euro 7 under the GB Whole Vehicle Type Approval framework. Vehicle manufacturers and automotive industry trade bodies suggested it would avoid unnecessary duplication of type approval testing and reduce administrative and cost burdens.

Those who disagreed did so for a range of reasons.

Several private individuals questioned whether the policy would be too costly to implement and difficult to put into practice, and whether it would create unnecessary administrative burdens. A small number of individuals suggested that Euro 7 emission levels would be difficult to test and reliably prove in real-world driving conditions, and that the UK should engage more actively in shaping standards at the United Nations or set its own rules independently.

Some aftermarket trade bodies supported the environmental aims of Euro 7 in principle, but raised technical concerns. They called for:

• vehicle manufacturers to share compatibility data for aftermarket brake parts
• anti-tampering rules not to lock out independent repairers
• real-time access to on-board monitoring (OBM) data

Question 9: What, if any, other implementation suggestions do you want to be considered in the proposed implementation approach?

Participants commonly raised the following themes.

Implementation dates

A number of respondents emphasised that implementation dates should remain aligned with the EU and that any delay to EU implementation should be mirrored in Great Britain automatically.

Some respondents noted that the limited time between the publication of Euro 7 legislation and the implementation dates presents a challenge for industry. They recommended removing the earlier implementation date for new vehicle types seeking approval for the first time. Instead, they suggested having a single implementation date that applies to all new vehicles being registered.

One respondent suggested that Euro 7 should not be introduced before 2030, to align with the government’s commitment to end the sale of new petrol and diesel cars by 2030.

Small volume manufacturers (SVMs) and limited series production

Respondents suggested that SVM flexibilities available under EU legislation, such as declarations of compliance in place of testing and exemptions from OBM requirements, should be replicated in Great Britain.

Respondents also suggested aligning production volume thresholds for SVMs and ultra-small volume manufacturers (USVMs) in Great Britain with the small and micro volume manufacturer derogations in the Vehicle Emissions Trading Schemes (VETS) Order 2023.

Some respondents suggested allowing SVMs to use EU type approvals to the Euro 6e emission standard ahead of the proposed Euro 7 implementation date for SVMs in July 2030. They suggested this would reduce administrative burdens where they are selling the same vehicles in the EU and offer SVMs the same flexibility that was proposed to larger manufacturers by accepting EU Euro 7 type approvals.

Respondents also called for Euro 7 not to be mandated for vehicles approved under the GB small series, GB medium series or individual vehicle approval (IVA) schemes. They suggested that this would impose a disproportionate burden on small and medium-sized enterprises without meaningfully affecting environmental outcomes.

While respondents did not want Euro 7 to be mandated for these approval schemes, some did want the option to use EU Euro 7 type approvals as an alternative to the existing requirements. They suggested this would reduce administrative burdens where they are selling the same vehicles in the EU and offer flexibility in their approach to emissions approvals.

Multi-stage vehicles and special purpose vehicles (SPVs)

Vehicles built in multiple stages, where a base vehicle is converted to serve another purpose (such as a van converted to a motorhome) are known as multi-stage vehicles. SPVs are vehicles built for specific functions that may require specialist equipment. This can include ambulances, armoured vehicles and hearses, among other vehicles.

For these vehicles, some respondents recommended that emissions compliance of the base vehicle should be accepted as evidence of compliance for GB type approval schemes, regardless of any subsequent change of vehicle category that might arise because of modifications.

These respondents also outlined the difficulties and uncertainty for companies in this sector that rely on a consistent supply of base vehicles from larger manufacturers. It was mentioned that the changes to these vehicles through Euro 7 could present challenges during the vehicle conversion process. These challenges may remain unknown until those vehicles come to market.

As such, it was suggested that the department considers allowing further time for compliance for multi-stage vehicles and SPVs, or exclusion from Euro 7’s requirements in some of the GB type approval schemes.

While respondents did not want Euro 7 to be mandated for these vehicles, some did want the option to use EU Euro 7 type approvals as an alternative to the existing requirements, as with limited series production above.

End-of-series provisions

End-of-series derogations allow manufacturers to continue selling a limited number of vehicles that were built to the previous emission standard (for example, Euro 6) after a new standard (Euro 7) becomes mandatory.

Respondents referred to the importance of end-of-series derogation provisions. Some vehicle manufacturers suggested a managed transition to Euro 7, including the possibility of a limited period during which continued registration of Euro 6 vehicles would be permitted. Manufacturers also outlined that early clarity on whether derogations will be made available was important for product planning.

On-board monitoring (OBM) data requirements

Some respondents questioned whether the requirement for manufacturers to collect and retain OBM data is necessary if the government does not yet intend to collect or use it. Those respondents requested that the collection and retention requirement for vehicle manufacturers be removed until there is a defined purpose for the data.

Respondents suggested that, should OBM data capture be mandated in the future, adequate lead time would be required and that this should be subject to further consultation.

Respondents also called for early clarification on how OBM requirements will apply to vehicles registered in Northern Ireland.

Electric vehicle (EV) battery durability

Respondents welcomed the proposed introduction of electric vehicle (EV) battery durability requirements. A number of respondents called for further measures, including battery durability checks at the MOT and over-the-air access to battery durability data for third parties.

Question 10: What, if any, challenges do you foresee arising from the proposed implementation approach to implementing Euro 7 standards in Great Britain?

Challenges commonly raised by participants included the following.

Implementation dates

As with question 9, some respondents raised similar concerns regarding the proposed implementation dates.

Aftermarket and independent repair

Respondents from the aftermarket and independent repair sector were mainly concerned about the emission requirements for replacement brake parts. They highlighted the need for sufficient lead time to comply with any future replacement brake requirements, noting that the burden for testing and approval against the new standard could be significant.

Concerns were also raised that vehicle manufacturers could gain an advantage over independent operators by controlling compliance data and limiting access to aftermarket repair companies.

Fleet operators noted potential cost implications if vehicle servicing becomes more expensive because of Euro 7’s requirements. They suggested that tyres and brakes compliant with Euro 7 could be more expensive.

One heavy-duty vehicle operator suggested that the added complexity of Euro 7 engines could make them less reliable. Several operators noted that if servicing costs did increase, they would ultimately be passed on to the public.

Question 11: Do you agree or disagree with the proposed implementation dates? If you disagree, what, if any, alternative dates do you prefer?

Table 6: responses to question 11

Respondent type	Agree	Disagree	Don’t know / no response
Organisations (excluding vehicle manufacturers)	22	8	8
Vehicle manufacturers	7	8	0
Individuals	3	8	3

For those who provided a position, more respondents agreed than disagreed with the proposed implementation dates.

Respondents who agreed with the proposed implementation dates, which aligned with the EU’s timetable, emphasised the importance of regulatory alignment with the EU and Northern Ireland. They saw this as important for reducing regulatory divergence and complexity, as manufacturers and fleet operators often operate across both the UK and EU markets. Respondents explained that they would face additional cost and administrative burden if required to meet 2 different sets of type-approval requirements and compliance dates.

Those who disagreed mainly fell into 2 groups.

The first group consisted of private individuals who disagreed with Euro 7 in principle and opposed any implementation date.

The second group consisted of around half of the vehicle manufacturers, who agreed with the overall proposal but raised concerns about the feasibility of the specific implementation dates. Respondents suggested that the proposed implementation date for new light-duty vehicle types seeking type approval for the first time was challenging.

Some of the vehicle manufacturers who disagreed with this proposed date agreed with the proposed implementation date for all new light-duty vehicles being registered.

Question 12: Do you agree or disagree with the proposed changes to ISC testing obligations?

Table 7: responses to question 12

Respondent type	Agree	Disagree	Don’t know / no response
Organisations (excluding vehicle manufacturers)	12	6	20
Vehicle manufacturers	10	0	5
Individuals	5	6	3

Many respondents indicated that they did not know whether they should agree or disagree, often stating that they did not consider ISC testing to be their primary area of expertise.

Most respondents who provided a view agreed with the proposed changes to the ISC testing obligations for Euro 6 vehicles.

Organisations that disagreed were mainly concerned that changing ISC requirements risks:

• undermining compliance
• reducing accountability
• increasing the likelihood of non-compliance going undetected

Some private individuals disagreed with the proposal, suggesting it could add costs for drivers.

Question 13: Which factors, if any, should be considered to determine the minimum overall annual volume of ISC testing in Great Britain?

On the factors to determine the minimum overall volume of ISC testing, respondents commonly suggested:

• ensuring proportionality to the size of the Great Britain market and sales volumes
• avoiding testing vehicles that have been tested by an EU type approval authority
• rewarding good historical ISC performance with less ISC testing to incentivise good behaviour
• continuing to align with EU requirements

Question 14: Which factors, if any, should be considered within the risk-based assessment to prioritise ISC testing in Great Britain?

On risk-based prioritisation, respondents commonly suggested including factors such as:

• vehicle manufacturers or powertrain families with weak historical ISC performance
• vehicle models not covered by EU ISC programmes
• vehicles where OBM data or remote sensing suggests elevated emissions risk
• discrepancies between laboratory and real-world emissions

Question 15: Any other comments?

The Vehicle Emissions Trading Schemes Order 2023

Respondents agreed that the VETS Order should be updated to include reference to Euro 7 vehicles, while continuing to keep vehicle categories that were not previously covered by the order out of scope.

In addition, respondents agreed that vehicle manufacturers should be able to continue to use plug-in hybrid electric vehicle (PHEV) CO₂ values calculated in line with Euro 6d for compliance with the non-ZEV scheme of the VETS Order if the vehicle has been approved to Euro 7.

Heavy-duty vehicles

Respondents supported the proposal for a further consultation dedicated to heavy-duty vehicles when the relevant EU legislation has been made available and implementation dates have been confirmed.

Respondents raised a concern regarding the scope change between Euro VI and Euro 7. M1 passenger and N1 goods vehicles previously approved as heavy-duty vehicles would be required to meet Euro 7’s light-duty vehicle requirements from the earlier implementation dates. It was suggested that this could impose significant burden.

Government response

The government has carefully considered the responses to this consultation. Having done so, we have decided to proceed with updating the minimum emission standard for new road vehicles in Great Britain to Euro 7.

Progressing with Euro 7

We will proceed with updating the minimum emission standard in Great Britain to Euro 7 for new cars, vans, trucks, buses and coaches, as well as brakes, tyres, and replacement pollution control devices for these vehicles. This reflects our commitment to improve air quality and minimise regulatory divergence between Great Britain, Northern Ireland and the EU with respect to vehicle approval standards.

We will implement Euro 7 by accepting EU and equivalent UNECE type approvals to demonstrate compliance with Euro 7 requirements under the GB Whole Vehicle Type Approval framework. This approach:

• avoids the need for GB-specific type approval testing
• reduces administrative burdens for manufacturers
• ensures that a single specification of vehicle can be sold across the UK

Implementation dates

The proposed implementation dates provoked a range of responses, particularly with regard to light-duty vehicles.

While many were supportive of the goal to align with the EU’s implementation dates, a number of manufacturers noted that the proposed implementation date for new vehicle types seeking type approval for the first time (29 November 2026) would leave insufficient lead time for updating certain vehicle model lines and would not align with their product planning cycles. However, a significant majority of respondents were supportive of keeping the proposed implementation date for all new vehicles being registered of 29 November 2027.

Having considered these responses, we have decided not to implement a mandatory implementation date for new light-duty vehicle types in our legislation.

The proposed implementation date for all new light-duty vehicle registrations of 29 November 2027 will be kept. This approach will limit disruption to manufacturers’ existing product programmes and offer flexibility as they transition to Euro 7, while reaching alignment with Northern Ireland and the EU from the implementation date for all new vehicle registrations.

For SVMs, the proposed implementation date for all new light-duty vehicle registrations of 1 July 2030 will be kept.

A further consultation will follow regarding implementation dates for heavy-duty vehicles. Any delay to EU implementation that may arise from ongoing negotiations within the EU’s automotive omnibus regulation would be mirrored in Great Britain.

Small volume manufacturers (SVMs) and limited series production

For light-duty vehicles, the production volume thresholds for SVMs and USVMs used for Euro 7 in Great Britain will align with those used in the VETS Order. SVMs will be defined as manufacturers registering fewer than 2,500 cars or vans in Great Britain per year, and fewer than 1,000 for USVMs. Views will be sought regarding a definition for an SVM of heavy-duty vehicles in a further consultation.

To reduce administrative burdens for SVMs ahead of Euro 7’s implementation in July 2030, the existing Euro 6d legislation will be amended to allow SVMs to use EU type approvals to the Euro 6e emission standard.

Having considered the consultation responses, the government has decided to implement Euro 7 only for unlimited series vehicles at this stage.

Euro 7 will not be mandated for vehicles approved under the GB small series, GB medium series, or individual vehicle approval (IVA) schemes, given the disproportionate technical and financial burden this would place on smaller manufacturers without meaningfully affecting environmental outcomes. Manufacturers using these approval schemes will, however, be given the option to use EU Euro 7 type approvals as an alternative.

Multi-stage vehicles and special purpose vehicles

We recognise that for many manufacturers of multi-stage vehicles and SPVs, the transition to a new emission standard presents uncertainty and potential disruption to their operations.

Many of these vehicles are produced by small and medium-sized enterprises and address very specific societal needs. The government therefore wants to ensure that a fair and proportionate approach to the transition to new emission standards is taken for these businesses.

As set out above, we plan to mandate Euro 7 only for vehicles produced in unlimited series at this stage. We will also engage further with multi-stage vehicle and SPV manufacturers during the development of legislation to ensure that appropriate measures are taken to avoid disproportionate burdens on this sector. Manufacturers of these vehicles will, however, be given the option to use EU Euro 7 type approvals as an alternative, as with limited series production above.

Aftermarket and replacement brakes

The government recognises the concerns raised by aftermarket component suppliers and trade bodies about the application of Euro 7 brake wear requirements to replacement brakes.

The government’s intention is that replacement brakes fitted to Euro 7 vehicles will not initially be required to meet the new brake wear requirements.

The department is supporting work at the United Nations to prepare a new UN Regulation on Uniform Provisions concerning the Approval of Non-Original and Identical Brake Parts with Regards to the Particulate Emissions.

When this regulation has been adopted and has entered into force, additional time would be offered before replacement brakes have to meet the new requirements.

We will continue to engage with aftermarket industry stakeholders to develop a suitable timeframe over the coming months as work at the United Nations progresses.

The Vehicle Emissions Trading Schemes Order 2023

The VETS Order will be amended to account for the introduction of Euro 7 at the earliest legislative opportunity. This will ensure that:

• Euro 7 vehicles are captured by the schemes
• the existing flexibility allowing manufacturers to use PHEV CO₂ values calculated in line with Euro 6d for compliance with the non-ZEV scheme can apply to vehicles approved to Euro 7

The PHEV CO₂ flexibility is available until 2030.

The government is also mindful that N1 goods vehicles currently approved under heavy-duty Euro VI legislation could come within the scope of VETS upon transition to Euro 7’s light-duty requirements. This will be considered carefully when making amendments to the order.

Next steps

DfT will lay a statutory instrument under powers in the Product Regulation and Metrology Act 2025 to update the minimum emission standard for all new unlimited volume light-duty vehicle registrations in Great Britain to Euro 7 from 29 November 2027. For SVMs, this date will be 1 July 2030.

Until the statutory instrument comes into force, the Vehicle Certification Agency (VCA) will not be able to accept EU Euro 7 type approvals to demonstrate compliance with the requirements of the GB Whole Vehicle Type Approval framework. This would also apply to Euro 7-TEMP approvals, which are temporary EU approvals that let manufacturers certify vehicles before all the Euro 7 requirements apply. Manufacturers wishing to approve vehicles in Great Britain should be cautious to rely on this route ahead of, or close to, the EU’s new types date of 29 November 2026.

Manufacturers wishing to approve Euro 7 vehicles for sale in Great Britain in the interim may wish to consider using approvals to UN Regulations. Under Item 2A of part II of annex II of Regulation (EU) 2018/858, UN Regulations equivalent to Euro 6e are currently listed.

If a manufacturer presents approvals to later series of those regulations, such as R83.09, R154.04, and R168.01, these would also be accepted as equivalent. We would therefore encourage manufacturers to use this route to guarantee acceptance.

Regarding the implementation of Euro 7’s heavy-duty vehicle requirements, a future consultation will follow in due course, when the relevant EU implementing legislation has been further developed and implementation dates have been confirmed.

In relation to the changes to ISC testing obligations for Euro 6 vehicles, we will:

• implement a proportionately scaled approach for the Great Britain market
• work with VCA to develop risk-based assessment for ISC testing that, where possible, prioritises vehicle families that are unlikely to be tested in the EU

We are grateful to all those who took the time to respond to this consultation. The responses will be considered carefully as we develop the final implementation plan for Euro 7 in Great Britain. We look forward to continuing to engage with stakeholders as the detailed implementation work progresses.