European emission standards
The European emission standards are vehicle emission standards that regulate pollution from the use of new land surface vehicles sold in the European Union and European Economic Area member states and the United Kingdom, and ships in European territorial waters. These standards target air pollution from exhaust gases, brake dust, and tyre rubber pollution, and are defined through a series of European Union directives that progressively introduce stricter limits to reduce environmental impact.
Euro 7, agreed in 2024 and due to come into force in 2026, includes non-exhaust emissions such as particulates from tyres and brakes. Until 2030 fossil fueled vehicles are allowed to have dirtier brakes than electric vehicles.
Background
In the European Union, emissions of nitrogen oxides, total hydrocarbon, non-methane hydrocarbons, carbon monoxide and particulate matter are regulated for most vehicle types, including cars, trucks, locomotives, tractors and similar machinery, barges, but excluding seagoing ships and aeroplanes. For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised test cycle. Non-compliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads. No use of specific technologies is mandated to meet the standards, though available technology is considered when setting the standards. New models introduced must meet current or planned standards, but minor lifecycle model revisions may continue to be offered with pre-compliant engines.Along with emissions standards, the European Union has also mandated a number of computer on-board diagnostics for the purposes of increasing safety for drivers. These standards are used in relation to the emissions standards.
During the early 2000s, Australia began harmonising Australian Design Rule certification for new motor vehicle emissions with Euro categories. Euro III was introduced on 1 January 2006 and is progressively being introduced to align with European introduction dates.
Euro 7 was formally given approval by EU countries in April 2024.
Toxic emission: stages and legal framework
The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4, Euro 5, Euro 6 and Euro 7 for Light Duty Vehicle standards.The legal framework consists in a series of directives, each amendments to the 1970 Directive 70/220/EEC. The following is a summary list of the standards, when they come into force, what they apply to, and which EU directives provide the definition of the standard.
- Euro 1 :
- * For passenger cars—91/441/EEC.
- * Also for passenger cars and light lorries—93/59/EEC.
- Euro 2 for passenger cars—94/12/EC
- * For motorcycle—2002/51/EC —2006/120/EC
- Euro 3 for any vehicle—98/69/EC
- * For motorcycle—2002/51/EC —2006/120/EC
- Euro 4 for any vehicle—98/69/EC
- Euro 5 for light passenger and commercial vehicles—715/2007/EC
- Euro 6 for light passenger and commercial vehicles—459/2012/EC and 2016/646/EU
- Euro 7 for light- and heavy-duty vehicles—2024/1257/EU
The classifications for vehicle category are defined by:
- Commission Directive 2001/116/EC of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers
- Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheeled motor vehicles and repealing Council Directive 92/61/EEC
Emission standards for passenger cars
From a technical perspective, European emissions standards do not reflect everyday usage of the vehicle as manufacturers are allowed to lighten the vehicle by removing the back seats, improve aerodynamics by taping over grilles and door handles, or reduce the load on the generator by switching off the headlights, the passenger compartment fan, or simply disconnecting the alternator which charges the battery.
Emission standards for motorcycles (two- and three-wheelers) - Category L
The Euro emissions regulations for two- and three-wheelers were first introduced in 1999 — some seven years after the cars were first regulated. In further difference to passenger cars, it was first with the introduction of the Euro III emissions standard in 2006 that motorcycles were de facto required to use three-way catalytic converters. With the introduction of Euro V, standard two-stroke engine motorcycles are challenged by the strict HC and PM emissions limits. It is expected that technologies such as direct injection, combined with petrol particulate filters, could be needed for these motorcycle engine types to meet the Euro V demands.| Tier | Date | CO | HC | PM | NMHC | |
| Euro I | 1999 | 13.0 | 0.3 | 3.0 | ||
| Euro II | 2003 | 5.5 | 0.3 | 1.0 | ||
| Euro III | 2006 | 2.0 | 0.15 | 0.3 | ||
| Euro IV | 2016 | 1.14 | 0.09 | 0.17 | ||
| Euro V | 2020 | 1.00 | 0.06 | 0.10 | 0.0045 | 0.068 |
| Euro V+ | 2024 | 1.00 | 0.06 | 0.10 | 0.0045 | 0.068 |
Emission standards for light commercial vehicles
Emission standards for trucks and buses
The emission standards for trucks and buses are defined by engine energy output in g/kWh; this is unlike the emission standards for passenger cars and light commercial vehicles, which are defined by vehicle driving distance in g/km — a general comparison to passenger cars is therefore not possible, as the kWh/km factor depends, among others, on the specific vehicle.The official category name is heavy-duty diesel engines, which generally includes lorries and buses.
The following table contains a summary of the emission standards and their implementation dates. Dates in the tables refer to new type approvals; the dates for all new registrations are in most cases one year later.
Emission standards for large goods vehicles
| Standard | Date | CO | HC | PM | |
| Euro 0 | 1988–92 | 12.3 | 15.8 | 2.6 | NA |
| Euro I | 1992–95 | 4.9 | 9.0 | 1.23 | 0.40 |
| Euro II | 1995–99 | 4.0 | 7.0 | 1.1 | 0.15 |
| Euro III | 1999–2005 | 2.1 | 5.0 | 0.66 | 0.1 |
| Euro IV | 2005–08 | 1.5 | 3.5 | 0.46 | 0.02 |
| Euro V | 2008–12 | 1.5 | 2.0 | 0.46 | 0.02 |
| Euro VI | 2012–19 | 1.0 | 1.2 | 0.36 | 0.01 |
| Standard | Date | CO | HC | PM | |
| Euro 0 | 1988–92 | 11.2 | 14.4 | 2.4 | NA |
| Euro I | 1992–95 | 4.5 | 8.0 | 1.1 | 0.36 |
| Euro II | 1995–99 | 4.0 | 7.0 | 1.1 | 0.15 |
Emission standards for non-road mobile machinery
The term non-road mobile machinery is a term used in the European emission standards to control emissions of engines that are not used primarily on public roadways. This definition includes off-road vehicles as well as railway vehicles.European standards for non-road diesel engines harmonise with the US EPA standards, and comprise gradually stringent tiers known as Stage I–V standards. The Stage I/II was part of the 1997 directive. It was implemented in two stages, with Stage I implemented in 1999 and Stage II implemented between 2001 and 2004. In 2004, the European Parliament adopted Stage III/IV standards. The Stage III standards were further divided into Stage III A and III B, and were phased in between 2006 and 2013. Stage IV standards are enforced from 2014. Stage V standards are phased in from 2018 with full enforcement from 2021.
As of 1 January 2015, EU Member States have to ensure that ships in the Baltic, the North Sea and the English Channel are using fuels with a sulphur content of no more than 0.10%. Higher sulphur contents are still possible, but only if the appropriate exhaust cleaning systems are in place.