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ASOCIACIÓN ESPAÑOLA DE FABRICANTES DE AUTOMÓVILES Y CAMIONES

ANFAC

ANFAC represents the common interests of automobile and truck manufacturers operating in Spain.

Lobbying Activity

Response to Revision of the CO2 emission standards for cars and vans

10 Oct 2025

El sector de la automoción europeo atraviesa un punto crítico, marcado por rápidos avances tecnológicos, restricciones comerciales y una creciente competencia global, en un contexto muy distinto al que se definieron los actuales objetivos de reducción de CO. Tal como señala la Comunicación Una brújula de competitividad para la UE y el Plan de acción industrial para el sector europeo de la automoción, la industria debe recuperar con urgencia su liderazgo en la transición hacia vehículos más inteligentes, limpios y conectados. En este marco, la Asociación Española de Fabricantes de Automóviles y Camiones (ANFAC) traslada los elementos clave a considerar en la revisión prevista en el artículo 15 del Reglamento de normas de CO para turismos y vehículos comerciales ligeros. Las circunstancias económicas y las tensiones geopolíticas actuales nada tienen que ver con aquellas bajo las cuales se diseñó la normativa. La revisión de la normativa deberá tomar en consideración este nuevo entorno, así como el hecho de que la UE no es un país y que la transición hacia los vehículos de cero emisiones se está caracterizando por regiones que avanzan a velocidades muy diferentes en este proceso por su poder adquisitivo fundamentalmente. La regulación para cumplir con los objetivos climáticos de descarbonización en el transporte por carreta no puede responsabilizar únicamente al fabricante y basarse en un procedimiento sancionador asfixiante que conduce sólo a soluciones que merman su competitividad (pagar sanciones por exceso, reducir producción, comprar créditos o reducir los márgenes). La búsqueda de la neutralidad en carbono en el transporte debe ser un objetivo compartido donde cada parte debe garantizar el cumplimiento de sus compromisos en tiempo y forma. La única manera de salvar los objetivos de descarbonización, manteniendo al tiempo la competitividad de la industria y evitando que las cuantiosas inversiones en marcha por parte de los fabricantes (250.000 M en electrificación) se conviertan en una carga más que en un activo, es la revisión urgente del marco regulatorio actual, para la puesta en marcha de un conjunto de medidas urgentes que aporten la flexibilidad que se necesita. Estas medidas deberán ser acordadas preferentemente con el sector y sus empleados (más de 13 millones de empleos directos e indirectos en Europa). Estas medidas de flexibilidad deberán plantearse sobre la base de un análisis diferenciado de cada una de estas categorías de vehículos (turismos, comerciales y pesados) pues presentan un ritmo desigual de electrificación. Así, por ejemplo, el segmento de furgonetas se encuentra en una situación especialmente compleja que debe abordarse con urgencia, dado que las ventas de furgonetas eléctricas (BEV) en los principales mercados de la UE siguen siendo muy insuficientes para cumplir con los objetivos de 2025. En la misma situación se encuentran los vehículos pesados, aunque no sean objeto de esta consulta. Las medidas de flexibilidad deberán contemplar incentivos para vehículos eléctricos de menor tamaño con el objetivo de favorecer su producción y su generalización en el mercado a pesar de sus bajos márgenes. La revisión deberá contemplar un proceso de revisión y monitorización periódica de todas las piezas regulatorias que componen el paquete Fit for 55, con el objetivo de garantizar que objetivos y condiciones habilitantes avancen en tiempo y efectividad acompasadamente. La simplificación del marco regulatorio es esencial fomentar la competitividad del sector automovilístico. Por ello, la revisión debe simplificar los procedimientos de seguimiento y notificación con el objetivo de hacerlos más eficientes, transparentes y coherentes. Mantener una sólida base manufacturera y fortalecer los distintos eslabones de esta cadena es esencial para mantener autonomía industrial y competitividad frente a terceros países.
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Spanish vehicle manufacturers urge EU to digitise battery labeling

4 Aug 2025
Topic — This consultation aims to align product legislation with the digital age through simplification.
Message — ANFAC requests eliminating redundant physical documentation that adds cost and complexity. They propose strengthening the Battery Passport as a central digital information hub accessed via QR codes.123
Why — Digitalisation would lower manufacturing costs by removing obsolete and environmentally burdensome physical labeling requirements.45
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Response to Revision of the Roadworthiness Package

28 Jul 2025

The Spanish Association of Automobile and Truck Manufacturers (ANFAC) considers that European Commissions Roadworthiness Package (RWP) aims to enhance road safety and environmental standards through updated regulations on Periodic Technical Inspections (PTI), Roadside Inspections (RSI), and vehicle registration. While PTI legislation (Directive 2014/45/EU) has proven effective in ensuring vehicles meet safety standards and reducing accident risks due to technical failures, further progress requires better alignment between manufacturers and inspection bodies, with clear, harmonized procedures across the EU. However, it should be noted that technical defects cause less than 1% of fatal accidents in the EU, expanding PTI requirements without strong evidence of safety or environmental benefits could lead to unnecessary bureaucracy. Instead, efforts should focus on improving accident data, harmonizing inspection procedures, and facilitating mutual recognition of PTI certificates across Member States. Please find ANFAC's position paper concerning the RoadWorthiness Package attached. KEY MESSAGES 1. Emissions testing in roadworthiness inspections, remote sensing, and noise measurements: A key concern is the introduction of measurement systems in the Roadside Inspection (RSI) Directive based on remote sensing technologies. These systems operate outside the framework of type-approval and PTI and lack technical justification. They do not address current challenges and may cause serious adverse effects, like legal uncertainty. 2. The expansion of the inspection scope and requirements in PTI lacks technical justification and proportionality: The PTI Directive proposal introduces a series of additional obligations for vehicle owners without having rigorously assessed their necessity, relevance to road safety, or economic impact. This is particularly striking considering that technical defects in vehicles account for only a minimal fraction of road accidents in the European Union, with the vast majority caused by human errorresponsible for 90% of fatal accidents on EU roads. An independent study commissioned by ACEA in 2024, titled Study on the Roadworthiness Package, concluded that the initial introduction of PTI had a clear and positive impact on reducing accidents caused by technical failures. However, the marginal effect of adding new inspection requirements in countries where PTI systems are already well established is limited. Currently, most fatal accidents are attributed to human factors, road conditions, or other external elements. Technical defects are present in fewer than 1% of vehicles involved in fatal accidents, and are the primary cause in an even smaller share of cases. Even under optimal conditions, a more exhaustive PTI cannot entirely eliminate this type of accident. One of the most concerning elements of the proposal is the expansion of inspection requirements to 62 new electronic systems, many of which are not directly related to road safety. There is no evidence that failures in these systems are determining factors in serious or fatal accidents. 3. Avoid conflicting regulation on assessment of software version and integrity. 4. Periodic odometer reading and reporting requires further development. 5. PTI checks on electronic systems suffering from obsolescence and/or relying on external infrastructure.
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Meeting with Elena Sancho Murillo (Member of the European Parliament)

25 Jun 2025 · Relevant issues to the ITRE Committee

Spanish carmakers urge faster EU action on Euro 7 rules

13 May 2025
Topic — The European Commission is consulting on technical standards for vehicle emission type-approval.
Message — ANFAC wants the EU to finish the first set of rules quickly while following technical industry advice. They also demand the second set of rules by early 2026 to allow enough time for car testing.123
Why — A clear timeline reduces technical uncertainty and prevents a rush to meet deadlines.45
Impact — National authorities risk a surge of requests they cannot handle if rules are delayed.67
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Spanish carmakers urge swift adoption of Euro 7 rules

13 May 2025
Topic — The consultation establishes technical testing methods and requirements for Euro 7 emission standards.
Message — ANFAC urges the Commission to finalize the first package quickly while integrating technical recommendations from ACEA. They demand the second regulatory package be adopted by January 2026 to allow sufficient preparation.12
Why — Timely adoption prevents excessive pressure on manufacturers when finalizing entire model portfolios.3
Impact — National authorities face a surge in requests if the regulatory timeline slips.4
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Response to Update of references to regulatory acts in the Annexes to the General Vehicle Safety Regulation

7 Jan 2025

From ANFAC we would like to share two requests in relation to the consultation "Have Your Say" on "Road safety General Vehicle Safety Regulation (update of references to regulatory acts in Annexes): 1. An additional reference should be included in Annex 2 of GSR2: Regulation (EU) 2022/1426 with B (5a): Compliance is required in case of fully automated vehicles for category M1 to N3 in the two lines E6 Systems to replace drivers control and E7 Systems to provide the vehicle with information on state of vehicle and surrounding área. 2. B2 Enlarged head impact zone adjustment of columns M1 and N1 from C to C (**) with ** in application of the transitional provisions of amendments to UN Regulation No 127, type approvals issued using the specific provisions related to WAD 2,100 boundary on the bonnet top shall continue to be accepted until 1 September 2029 and TA issued using the specific provision of rear physical edge of the bonnet instead of BRRL shall continue to be accepted until 1 Sept. 2031.
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Meeting with Valdis Dombrovskis (Commissioner) and Association des Constructeurs Européens d'Automobiles and

20 Nov 2024 · High Level European Car Summit, organised by EPP and ACEA. EVP Dombrovskis was invited to give a speech.

Meeting with Rosa Serrano Sierra (Member of the European Parliament) and CEOE - Confederación Española de Organizaciones Empresariales and Aena, S.M.E. S.A.

19 Nov 2024 · Priorities for European Commission 2024-2029

Response to Detailed procedures for the in-service verification of CO2 emissions from heavy-duty vehicles

9 Oct 2024

ANFAC believes that the proposed heavy-duty vehicle ISV regulation of CO2 emissions will lead to an stringency of the HDV CO2 standards regulation for new vehicles and vehicles already in the fleet. The introduction of HDV ISV regulation could result into a more stringent HDV CO2 regulation depending on the a-values set for the statistical evaluation of HDV ISV testing. Therefore, we attached a document with some identified issues over the proposed implementing regulation.
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Spanish manufacturers urge delay in emissions reporting rules

10 Jun 2024
Topic — Expansion of CO2 monitoring requirements to include additional heavy-duty vehicle categories.
Message — Reporting obligations for buses and certain lorries should only start in 2025. Data format specifications must be provided immediately to allow for IT system configuration.12
Why — This avoids technical and legal challenges associated with recalculating already completed certificates.3
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Response to Revision of EU legislation on end-of-life vehicles

4 Dec 2023

The Spanish Automobile Manufacturers' Association (ANFAC) is firmly committed to advancing the EU towards a modern, resource-efficient, and competitive economy. We welcome the European Commission's Proposal for a Regulation on circularity requirements for vehicle design and on management of end-of-life vehicles (ELVs). However, a circular economy approach which looks all key issues comprehensively is essential to a sustainable and competitive Spanish automotive industry. ANFAC's key messages on circularity requirements for vehicle design and on the management of ELVs are described bellow: 1. Minimum recycled content target A. Ambitious recycled content targets can be realistic only if the following preconditions are met: Any target should be based on the plastics definition from the European Commission's Joint Research Centre (thermoplastics + Polyurethane foams). Both mechanical and chemical recycling should be accepted. Special thresholds for legacy Substances of Concern (SoC) should be set. Pre-consumer and post-consumer recycled content must count towards the calculation. Responsible bio-based feedstocks should be included in the calculation. B. ANFAC strongly recommends the approach of technology neutrality towards new recycling technologies. 2. Extended producer responsibility (EPR) A. Differently from consumer products, an ELV is a valuable good. Possible insufficient profits claimed by a waste management operator cannot be verified by a producer and this can lead to financial inconsistencies. Only contracted waste management operators should be entitled to claim a deficit compensation. B. The producer should have the right to define the collection system when called upon his extended responsibility. Any approach contradicting free-market principles should be rejected. 3. Circularity strategy Most of the elements of the circularity strategy proposed by the new Regulation are outside the remit of manufacturers. Where relevant to vehicle producers, the circularity strategy should be applied to the manufacturer as a whole and not at the vehicle type level. 4. Mandatory dismantling The underlying criteria behind the list of parts and components, subject to mandatory removal from ELVs and possible exemptions, is unclear. Removal of parts and components for reuse or remanufacturing should remain driven by market demand and ecological feasibility (toxicity, CO2 footprint, durability, etc). 5. Leadtime between publication and implementation of design-impacting delegated acts Delegated acts impacting vehicle design and material definition should be published at least five years before the related application date to take into account the long development cycle of vehicles 6. New type-approval requirements A. The ELV draft contains new type approval requirements (Art. 4 13), e.g. changes to calculation methodologies, raising many new demands on manufacturers and type approval authorities who therefore require clear clarification, tools and processes of how these new requirements affect the issuing of new type approvals. Furthermore, the new demands introduce divergence from the globally harmonised UN R133 regulation and thus loss of synergies whereby EU divergence from non-EU markets will require duplication of workload to meet the same aims without additional Benefit. B. The proposal allows type approval according to the current Directive 2005/64/EC pending its repeal. Transitional measures are needed to ensure that such approvals remain valid after the entry into force of the new rules (i.e., 72 months after the entry into force). 7. Multistage vehicles and dismantling information in type approval A. Extended producer responsibility requirements should apply to the bodywork of multistage vehicles. B. Providing dismantling information should become part of type approval for categories M2, M3, N2, N3, O3.
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Response to European Critical Raw Materials Act

30 Jun 2023

Please find attached detailed comments for the CRMA as well as associated NZIA. In general, Spanish automotive industry welcomes the activities to facilitate and simplify procedures but is aware of the subsidiarity and lack of EU competencies in that area - member states will be key to deliver. Streamlined and enhanced financial instruments are missing as well, especially for NZIA. Reporting obligations should be limited to minimum and not to be duplicated (similar actions required from industry as well as from the member states). There is no clarity how the reporting obligations (related to permanent magnets and recyclability) will be transposed in the type-approval legislation.
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Response to Transitional measures for smart tachograph 2 regarding its use of OSNMA

8 Mar 2023

La Asociación Española de Fabricantes de Automóviles y Camiones (ANFAC) como representante de los fabricantes de vehículos en España, apoya a la DG MOVE para encontrar una propuesta coherente y proporcional con el objetivo de definir el mejor camino a seguir para implementar las nuevas funciones del G2V2, pero sin que ello afecte negativamente (costes, calidad, responsabilidad) a la industria del vehículo pesado. La instalación del tacógrafo G2V2 no es una solución plug&play, los fabricantes de vehículos pesados se encuentran al final de la cadena de valor del tacógrafo, como destinatarios y protagonistas: pruebas finales, validación e integración de los tacógrafos en los vehículos. Por ello, sobre la base de la propuesta de modificación de la Comisión Europea al texto del reglamento, los fabricantes necesitan tener un marco de seguridad jurídica que aporte certidumbre, con un calendario consolidado y acorde a las necesidades de la industria. En este sentido, se adjuntan comentarios por escrito con nuestras principales consideraciones. Muchas gracias. Julián Brouté Asociación Española de Fabricantes de Automóviles y Camiones (ANFAC)
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Meeting with Adriana Maldonado López (Member of the European Parliament)

10 Jan 2023 · Situación Sector Automoción

Meeting with Isabel García Muñoz (Member of the European Parliament)

1 Dec 2022 · Fit for 55

Meeting with Izaskun Bilbao Barandica (Member of the European Parliament)

13 Jul 2022 · AFIR

Response to Evaluation and revision of the Weights and Dimensions Directive

18 Feb 2022

Agradecemos a la Comisión la iniciativa para revisar la Directiva de pesos y dimensiones dentro del marco de la estrategia de movilidad sostenible e inteligente. Dado que se pretende evaluar si las reglas de la actual directiva son suficientes para asegurar el libre movimiento de bienes y la reducción de las emisiones de efecto invernadero, desde el sector del automóvil, como importante sector industrial en España y Europa, y directamente involucrado en el diseño y fabricación de los vehículos queremos poner de manifiesto lo siguiente: Desde el punto de vista tecnológico de los vehículos: • La Directiva actual no tiene en cuenta algunas especificidades de diseño de los vehículos de emisión cero, como los camiones eléctricos de batería y de pila de combustible y su combinación con los semirremolques. Para avanzar en la electrificación del sector es necesario que éstas se tengan en cuenta para todos los vehículos, incluyendo los pesados, permitiendo superar las longitudes máximas, las longitudes combinadas y las restricciones de peso, según las necesidades de cada tipo de vehículo. Por ejemplo, serán necesarias excepciones de aumento de peso mayores para camiones más grandes dada su mayor necesidad de almacenamiento de energía. • Deberá tenerse en cuenta el coste total de propiedad de los vehículos a la hora de establecer dichos límites máximos para estos vehículos de bajas o cero emisiones para que no sean una traba a su introducción. Desde el punto de limitaciones a la circulación de los vehículos: - Coincidimos en que las reglas actuales dificultan la utilización de vehículos euromodulares (EMS) al limitar exclusivamente su utilización al ámbito nacional o estrictamente a acuerdos bilaterales. En los países en los cuales está ya en funcionamiento la circulación de vehículos euromodulares, como es el caso de España, ha quedado demostrada las ventajas medioambientales y las nulas implicaciones en la seguridad vial, así como la mejora de competitividad del transporte y la industria. Es por ello, que es necesario ampliar el ámbito de circulación de este tipo de vehículos generalizando su uso en todo el territorio de la UE y sin condicionantes en el paso fronterizo. En ningún caso consideramos que esta generalización del paso transfronterizo deba limitarse a vehículos de cero emisiones. Estas configuraciones ya garantizan una reducción de emisiones independientemente de su tecnología. - También consideramos que es imprescindible igualar las condiciones en toda la UE en relación con la carga máxima autorizada para que pueda situarse hasta un mínimo de 44 toneladas, sin que esta esté sujeta a la decisión particular del Estado Miembro. Este aumento generalizado de la masa máxima favorece la reducción de emisiones, ayuda a reducir la huella de carbono, mejora la competitividad de la industria y resuelve en parte el problema de escasez de conductores. Hay muchos estudios que cuantifican las mejoras que podrían obtenerse en todos estos aspectos. - Por último, sería necesario, homogeneizar en toda la UE el aumento de altura a 4,5m y favorecer el paso transfronterizo. Los argumentos son los mismos que aplican al resto de puntos anteriores y relativos al aumento de capacidad de carga. Mejora de la competitividad, reducción de emisiones y fortalecimiento de la industria europea que puede aprovechar las sinergias entre Estados.
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Spanish car makers demand infrastructure before tighter CO2 limits

26 Nov 2020
Topic — The European Commission is reviewing CO2 emission standards for new passenger vehicles.
Message — ANFAC insists that stricter CO2 targets must be matched by massive investment in infrastructure. They advocate for maintaining incentive mechanisms like super-credits to support the market transition. The association also seeks a predictable investment environment with fixed legislative acts by 2025.123
Why — Retaining super-credits and delaying strict targets would reduce their regulatory compliance costs.4
Impact — Climate goals suffer if regulatory stringency is reduced to protect car manufacturers' profit margins.5
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Response to Revision of Alternative Fuels Infrastructure Directive

4 May 2020

En el marco de la evaluación inicial de impacto de la revisión de la Directiva 2014/94/UE relativa a la implantación de infraestructuras para los combustibles alternativos, la Asociación Española de Fabricantes de Automóviles y Camiones (“ANFAC”), adjunta un documento con sus consideraciones al respecto que, de la misma manera se resumen a continuación:  Obligatoriedad de registro de los puntos de recarga y suministro accesibles al público  Establecimiento de objetivos concretos y monitorizables sobre los puntos de recarga y suministro accesibles al público  Garantizar la interoperabilidad de los puntos de recarga de acceso público  Obligatoriedad del despliegue de infraestructura de recarga eléctrica para vehículos pesados  Estructura de peajes de acceso a la energía eléctrica  Simplificación trámites administrativos para favorecer el despliegue de la infraestructura de recarga pública de alta potencia  Despliegue de la infraestructura de suministro de hidrógeno
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Response to EU rules on industrial emissions - revision

21 Apr 2020

Regarding the public consultation opened by the European Commission on Inception Impact Assessment for the Revision of the Industrial Emissions Directive, ANFAC (Spanish Automobile Manufacturers' Association) expounds its comments bellow. In the first place, we remain doubtful of the appropriateness of the timing for this revision, given that several BREFs have yet to be adopted. Our current assessment of the IED performance, and its previous legislation, has so far proven to achieve the directive objectives. The current situation experienced by the European industry due to COVID-19 will have a huge impact, both economically and labor, on its own. Hence, although the document from the European Commission states that with this revision “there are not expected to be large economic impacts”, we ask the Commission to reflect on the temporal suitability of this revision. Rather than a revision, we suggest focusing future efforts into improving the implementation of the Industrial Emissions Directive, using the collective experience acquired since the directive was introduced. Specifically, the following aspects must be taken into consideration: - Improve the BAT process: IED should focus on a better-defined structure of the BAT process, with clearly defined responsibilities, rights and duties, and legal basis for transparency and decision making. Corresponding rules must be laid down in the IED. - Process Review: The process of reviewing the BREFs is becoming increasingly costly economically and in terms of human resources, given that their complexity is increasing greatly. The IED must evaluate the efficiency of the process to simplify it, focusing only on the most relevant environmental aspects (KEI) and making the process more efficient and participatory. - Circular economy: ANFAC considers that the Circular Economy should not be addressed in the IED, as it is addressed in other existing legislation. In any case, overlapping with the existing regulatory framework (such as Waste Framework Directive or ELV Directive) or any regulatory framework under development must be avoided and clear and reasonable exemptions must be stated.
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Spanish Manufacturers Urge Reduced CO2 Data Verification Requirements

16 Mar 2020
Topic — This consultation addresses the verification and correction of heavy-duty vehicle CO2 emission data.
Message — ANFAC proposes limiting vehicle checks to 2% to minimize additional administrative efforts. They recommend single-step communication of certificates rather than repetitive documentation exercises. Finally, manufacturers should not be solely responsible for correcting cryptographic hash discrepancies.123
Why — The proposal would help manufacturers avoid massive, expensive, and time-consuming documentation exercises.45
Impact — The Commission loses oversight by checking fewer vehicles for CO2 emission data quality.6
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ANFAC opposes retroactive CO2 reporting for heavy-duty vehicles

16 Mar 2020
Topic — This consultation updates data requirements for monitoring CO2 emissions from heavy-duty vehicles.
Message — ANFAC considers that collecting data from January 2020 is a retroactive requirement. They propose that verifying vehicles registered from July 2020 should be enough. They support reporting vehicle categories to avoid numerous requests for discrepancies.123
Why — This reduces administrative costs by avoiding unnecessary retroactive data collection for manufacturers.4
Impact — Regulators lose access to technical parameters for vehicles registered in early 2020.5
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Meeting with Miguel Arias Cañete (Commissioner) and Association des Constructeurs Européens d'Automobiles

8 May 2019 · Latest developments in the EU in the field of Mobility

Meeting with Miguel Arias Cañete (Commissioner)

22 Feb 2019 · Climate neutral strategy

Meeting with Rolf Carsten Bermig (Cabinet of Commissioner Elżbieta Bieńkowska)

14 Feb 2019 · new balearic law on diesel

Meeting with Miguel Arias Cañete (Commissioner)

15 Nov 2018 · CO2 regulation

Meeting with Silvia Bartolini (Cabinet of Vice-President Miguel Arias Cañete)

12 Apr 2018 · Mobility Package

Meeting with Miguel Arias Cañete (Commissioner) and Association des Constructeurs Européens d'Automobiles and

19 Feb 2018 · Cars, CO2 standards

Response to Real-Driving Emissions in the EURO 6 regulation on emissions from light passenger and commercial vehicles (RDE3)

7 Dec 2016

ANFAC (Spanish Association of Car & Truck Manufacturers) understands that the European Commission has come forward with a new proposal for some of the essential elements needed for legislation on real driving emissions (RDE). The automobile industry agrees with the need for emissions to reflect better the real-world conditions and in this sense it has committed to this. Although the most efficient scenario would have been a complete RDE Regulation, there are already two Regulations (published in March and April 2016) on which the industry is in full swing and investment to comply with the short implementation dates (September 2017). Supplier contracts have now been assigned. Furthermore, in the coming months two more RDE pieces will adopted, including new requirements from September 2017. Even with a favorable scrutiny of the European Parliament, the third package of RDE will be published in April or May 2017 and it takes effect from September 2017. In other words, this means that manufacturers will have only 4 to 5 months lead-time to address the new challenges of RDE, far away from the concept of “Better Regulation”. ANFAC considers that the industry needs realistic timeframes and conditions that take into account the technical and economic realities of today's markets. Therefore it is important to stablish sufficient lead-time to allow manufacturers to plan and implement the necessary changes, such us, developing the performance and design requirements for the complete emission control system, testing and evaluating the emission control system in laboratory tests, integrating the new systems into prototype vehicles and evaluating in a wide variety of on-road conditions, making any changes to vehicle bodywork, making final vehicle design changes before production sign-off, changes to production lines to accommodate new vehicle components and training for production employees, changes to vehicle repair and maintenance information, etc. On the other hand, another important issue is the problem related to the new definition of vehicle type in WLTP regulation that enters into force from September 17 (NT) and September 18 (NR). It is necessary to ensure that the WLTP regulation does not interfere with the dates that were agreed for NOx RDE. The impacts on planning and manufacturing could be highly relevant for the industry. ANFAC also considers important to take a decision on RDE package 3 by end of December in a complete, robust and certainty legislation. Other issues should be defined without delay such as RDE boundary conditions for LCV’s, PN-PEMS improvements and precision (margin greater than 0.5), approval process of PEMS and quality of market fuels for reducing real driving emissions. In conclusion, ANFAC considers that the industry needs clarity and predictability to continue being competitiveness and continue investing in technologies that meet even higher standards and contribute to improve air quality and fight against climate change.
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Meeting with Miguel Arias Cañete (Commissioner)

3 Oct 2016 · Visit to IVECO's plant on the occasion of the 70th anniversary of the PEGASO brand/ CO2 Emission Standards for Vans and HDV

Meeting with Miguel Arias Cañete (Commissioner) and

8 May 2015 · Climate and Energy priorities of the EU and future of the car sector

Meeting with Miguel Arias Cañete (Commissioner) and

17 Feb 2015 · Decarbonisation of the Road Transport