Tyres, brake dust, and batteries regulated by EU diktat & New on board diagnostics made mandatory
Euro emission rules for vehicle exhausts are set to be tightened as from November 26th. Euro 7 builds on Euro 6d in several ways. But those with an existing lower Euro specification car won’t have to comply.
Some of the changes tighten existing limits on gases that petrol and diesel engines produce. Others are new additions that have never been part of EU standards and subject to British debate.
Brake and tyre particle emissions are included. Because of their extra weight electric cars leave behind more brake and tyre dust than do equivalent petrol and Diesel models.
Following on from consumers’ complaints that electric cars’ batteries don’t last much beyond 70,000 miles – a replacement cost of over £16,000 for even an electric compact – battery life is to be regulated with manufacturers expected to confirm in their Euro 7 declaration battery durability. This will provide a consumers’ baseline from which to expect how quickly batteries can degenerate in normal vehicle use. And applicable in national consumer law.
And an on board diagnostics (OBD3) system will be mandatory that monitors all emissions’ systems reporting back a dashboard warning if components are at risk of failing.
Euro 4 for petrol and Euro 6 for Diesel-fuelled vehicles will still be the limiting factor for controlled emission zones and London’s uLez £12.50 toll schemes.
Local councils will still apply parking charges according to an emissions’ tariff irrespective of the fact that an euro-compliant car – just like an earlier built car – when parked emits no exhaust. And takes up just as much road space as does an earlier built vehicle. But hikes in parking and road tolls are expected as motorist-hating councils try to take advantage of Euro 7 in the autumn as an excuse to up revenue.
All new cars on sale in Great Britain must comply by November 2027. For heavier vehicles, vans and trucks, full compliance is required from May 2028 for new models and November 2028 for all new vehicles.
Ulster operates under different arrangements following EU type approval rules directly, meaning Euro 7 compliance timelines there mirror the EU’s schedule rather than Great Britain’s.
Given the impetus for Euro 7 and its compulsory adoption throughout the EU comes from Net “stupid” Zero, it’s for UK’s Government to decide – if allowed to under Brexit arrangements – to comply with EU’s diktats. Or design its own set of rules that reflect the fact that no matter what is done in UK, the country will still be responsible for just 1 per cent of the world’s carbon emissions.
And, if you want to see a more technical aspect of this, I thoroughly recommend this insightful piece from Brian Gregory, Policy Director at The Alliance of British Drivers, which is attached.
ENDS
With thanks to Motoring Chronicle for their original research.
Author Richard Town is a former GLC councillor and metropolitan police driver. He writes here on behalf of The Alliance of British Drivers (ABD).
For all media enquiries, contact Paul Naylor on 07914 304 504 or email paul@mediaandyou.co.uk
Notes: Founded in 1992, the Alliance of British Drivers (ABD) is the leading organisation promoting the interests and concerns of drivers in the United Kingdom.
The UK has over 37 million drivers – that is a majority; we should stop tolerating the way we are treated by the government and local councils.
Cars, vans and taxis account for 80% of the mileage of all trips in the UK, and over 65% of goods being carried by road. The road network, and the people who use it, are of vital importance to the nation’s economy. Drivers should expect the road network to be improved and maintained to a standard that is fit for purpose. They should be able to use the roads in a safe and responsible manner without being subject to unreasonable charges, restrictions or penalties.
