ASOCIACIÓN NACIONAL DE COMERCIANTES DE EQUIPOS, RECAMBIOS, NEUMÁTICOS Y ACCESORIOS PARA LA AUTOMOCIÓN
ANCERA
IDENTIFICAR RETOS DE INNOVACIÓN EN EL SECTOR DE LA AUTOMOCIÓN Y DESARROLLAR LAS ESTRATEGIAS Y PLANES PARA AFRONTAR DICHOS RETOS.
ID: 106638122719-85
Lobbying Activity
1 Dec 2025
ANCERA, representing the independent automotive aftermarket in Spain, welcomes this revision of Annex X of the Type-Approval Regulation, which is set to reshape the dynamics of the European aftermarket, and, in light of this, puts forward several proposals to enhance the effectiveness and clarity of the revised provisions. This amendment to the Type-Approval Regulation will significantly increase the dependence of independent operators on vehicle manufacturers, particularly with regard to multi-brand diagnostic tools. For effective cybersecurity integration, testing, and validation, tool developers will require timely and consistent cooperation from manufacturers. In addition, uninterrupted access to manufacturer servers for authentication, coding, and updates will be indispensable; without it, the provision of independent repair and maintenance services would be severely undermined. Given this heightened reliance on manufacturers, it is essential that authorities carry out strict monitoring to ensure full compliance with the new requirements. Where breaches occur, swift and decisive action must follow. Only through rigorous enforcement can the objectives of the Regulation be achieved. The progress made in enabling multi-brand diagnostic tools to perform parts coding and software updates is welcome. However, the amendment does not address the challenge posed by the increasing number of coded parts that are currently available only as original equipment manufacturer (OEM) components. The absence of alternative or aftermarket supply options is a matter of concern. We therefore strongly encourage the Commission to act swiftly and introduce appropriate legislation, as the lack of competition in parts supply is detrimental to the market. Further concerns arise regarding the coding of re-used parts. Market demand for cost-effective re-use solutions is clear, yet the growing practice of binding parts to a single vehicle through coding prevents their subsequent use. We recommend that the Commission require manufacturers to provide processes for decoupling parts from the original vehicle identification number, thereby enabling their re-use, refurbishment, or remanufacturing. The text should also be clarified to accurately reflect that the requirement concerns access to the full in-vehicle data stream, rather than solely to OBD information. This distinction is essential: access is needed not only for diagnostic purposes but also for a broader range of functions, including software updates, variant coding of parts, and other vehicle-related operations. It is equally indispensable for retrieving the on-board monitoring (OBM) status of exhaust pollutants, which indicates when OBM-related repair operations must be carried out. To ensure technological accuracy and prevent misinterpretation, the reference should therefore be framed in terms of access to the in-vehicle data stream. In light of these considerations, ANCERA stands ready to engage constructively with the Commission and all stakeholders to ensure that the final text fully supports a competitive, innovative, and fair aftermarket. We trust that the proposals put forward will contribute to achieving a well-functioning regulatory framework that safeguards both vehicle security and effective market access for all operators
Read full responseResponse to Clean corporate vehicles
2 Sept 2025
As a national association representing independent parts distributor/wholesaler operating in Spain, our members operate extensive fleets of delivery and/or sales vehicles. Every week, their fleets drive hundreds, and even thousands, of kilometres to deliver parts and services to workshops and customers, contributing to the repair and maintenance of 280 million vehicles on EU roads. We fully support the EUs climate neutrality goals and our members already contribute to the green transition by e.g. promoting circular practices, reducing waste and emissions, integrating BEVs into our fleets, etc. However, we are concerned about specific policy options under consideration for the legislative proposal on Clean Corporate Vehicles, particularly the suggestion of introducing Zero Emissions Vehicles (ZEV) mandates. From an operational perspective, the use of ZEVs for long-distance, high-frequency, as well as for commercial vehicles, heavily loaded journeys would cause significant disruption to the business models in our sector under current conditions. The transition to zero-emission fleets already presents several challenges for our members. Key issues include: - Lack of charging infrastructure: e.g. charging points are scarce in rural areas, no space on premises, need for improved grid capacity, etc. - Longer charging times and increased downtimes: e.g. 2-3 hours charging time, limit daily kilometres covered, loss of productivity, etc. - Insufficient vehicle range and loading capacity: e.g. current EVs cannot meet demands of businesses, require frequent recharges or route changes, etc. - High costs and limited availability of suitable vehicles: e.g. purchase price of EVs and charging point installation too costly, requires substantial upfront investment, etc. In light of these challenges, we urge the Commission to avoid the introduction of ZEV mandates. We therefore call upon the Commission to: - Prioritise flexible, market-driven measures over rigid ZEV mandates to account for diverse operational contexts. - Ensure the necessary enabling conditions by accelerating investment in charging infrastructure, reinforcing grid capacity and providing targeted financial incentives. - Develop a robust regulatory framework to enable the repairability of EVs, which will build consumer trust and support the creation of a second-hand market. - Conduct a thorough impact assessment, with a particular focus on the challenges for SMEs. - Adopt a technology neutral approach, open to various low- and zero-emission technologies.
Read full responseResponse to Evaluation of the Motor Vehicle Block Exemption Regulation
18 Jun 2024
ANCERA acoge con satisfacción la oportunidad de comentar la iniciativa de la Comisión de evaluar el Reglamento de exención por categorías para vehículos de motor. El MVBER proporciona seguridad jurídica sobre la aplicación del artículo 101, apartado 3, del TFUE, principalmente debido a sus tres disposiciones sectoriales únicas, que son cruciales para apoyar la competencia efectiva en el mercado posventa de la automoción. Las Directrices proporcionan orientaciones sectoriales específicas y esenciales sobre cómo aplicar las normas de competencia en el complejo contexto del sector de la automoción y, como tales, aportan más seguridad jurídica. Es fundamental que las Directrices aclaren que si se excluye del mercado a operadores independientes porque se les deniega el acceso a insumos esenciales (como información técnica, datos generados por vehículos, recambios OEM o cautivos, entro otros), es probable que ello constituya una infracción del artículo 101, apartado 1, del TFUE o del artículo 102 del TFUE. Además, las directrices subrayan que los fabricantes de vehículos no pueden restringir a los usuarios finales en su elección de reparaciones y piezas independientes durante el período de garantía para trabajos que no estén cubiertos por la misma. Las normas sectoriales y adaptadas siguen siendo la mejor solución para esta industria clave. Sin el MVBER, los participantes en el mercado tendrían que basarse en los principios generales del Derecho de la competencia, que serían menos apropiados, más difíciles de interpretar y más costosos de tratar, especialmente para las PYME, que forman una parte esencial del mercado independiente de recambios de automoción. Dejar expirar el MVBER o las Directrices suplementarias daría lugar a inseguridad jurídica. Se perdería la valiosa experiencia y orientación adquirida con los sucesivos reglamentos desde 1980. Esta incertidumbre podría frenar la innovación y dar lugar a pleitos evitables y a costes innecesarios. Las normas de competencia específicas del sector siguen siendo una parte esencial de un marco legislativo que mantiene abiertos y competitivos los mercados posventa de la automoción. Los vehículos de motor son productos de larga duración, y cabe esperar que los vehículos producidos hoy se utilicen hasta bien entrada la década de 2040. La edad media de los vehículos en el parque automovilístico de la UE supera los 12 años, y los consumidores tienden a conservar sus vehículos durante más tiempo. La necesidad cotidiana de los ciudadanos de una movilidad asequible por carretera es más relevante que nunca. Más allá de las instalaciones de telediagnóstico, los 320 millones de vehículos europeos siguen siendo mantenidos o reparados físicamente en talleres, y este parque automovilístico sigue teniendo necesidades concretas de piezas (de hardware), como pastillas de freno, caudalímetros de aire o válvulas EGR, a menudo combinadas hoy en día con codificación de piezas o actualizaciones de software. - La "libertad" de comercio de piezas de recambio sigue siendo fundamental para el buen funcionamiento del mercado posventa. Sin la disponibilidad de piezas de recambio (específicas de una marca), no pueden prestarse servicios independientes de reparación y mantenimiento y no existe la libertad de elección del usuario en el mercado posventa. En este sentido, es importante tener en cuenta que un vehículo es un sistema único, lo que significa que la falta de disponibilidad o de acceso a una sola pieza puede impedir la plena capacidad de prestar servicios independientes de reparación y mantenimiento de manera que se permita la competencia efectiva de los operadores independientes. Aún queda mucho por hacer, sobre todo en lo que respecta a la disponibilidad de piezas de recambio, por ejemplo, el acceso a piezas OEM/OES suele estar restringido, el acceso a piezas cautivas sigue siendo problemático y los mayoristas independientes no pueden comprar a distribuidores o talleres autorizados.
Read full responseResponse to Review of the Designs Directive
25 Jan 2023
On 28 November 2022, the European Commission proposed a revision of the Design Directive (COM(2022) 667) and the EU Design Regulation (COM(2022) 666). One of the main points is the introduction of an EU-wide Repair Clause in the Directive and the confirmation of a permanent Repair Clause in the Regulation. The Repair Clause is an indispensable precondition to the achievement of the liberalisation of the spare parts market, the completion of the EU internal market for spare parts and circular economy. The case of the automotive aftermarket is particularly illustrative. The Repair Clause allows consumers to purchase visible spare parts (such as car bumpers, windscreens and automotive lighting) from the producer of their choice, irrespective of the brand of their vehicles. It stimulates purchasing power for the owners of more than 300 million of vehicles in the EU, as well as innovation and employment for more than 500.000 independent aftermarket operators (many of them being SMEs or entrepreneurs), legal certainty and growth, hence making the right to repair more tangible, accessible and affordable. ANCERA provides the following comments on the European Commissions proposal: 1) We welcome the introduction of an EU-wide Repair Clause in the Design Directive (Art. 19(1)), which is indeed the right choice from a legal and economic perspective. 2) However, we regret the newly introduced restriction of the Repair Clause to form-dependent component parts of complex products only, both in the Design Directive (Art. 19(1)) and in the Regulation (Art. 20a(1)). In our view, this restriction is not justified under any intellectual property principle, it contradicts the original intention of the EU legislator, and it would weaken the position of consumers. 3) We also regret the introduction of unclear and redundant information requirements for consumers on product design (Art. 19(2) of the Directive and Art. 20a(2) of the Regulation), which will neither improve consumer information nor fit with the realities of the spare parts market. It is crucial to have accurate information requirements for all market participants; such requirements are already better addressed in existing consumer protection laws. 4) The Repair Clause will not fully benefit the millions of motorist consumers as long as it does not apply to new and existing designs. Thus, we recommend a far shorter and more flexible transition period, leaving the choice to Member States whether they want to apply the Repair Clause to existing designs from day 1, and at most until 3 years from the entry into force of the new Directive (Art. 19(3)).
Read full responseResponse to Review of the Supplementary Guidelines to the Motor Vehicle Block Exemption
30 Sept 2022
As parts distribution association, ANCERA welcomes the prolongation of the Motor
Vehicle Block Exemption Regulation in order to ensure effective competition in the automotive
industry. Effective regulation is necessary to ensure that all relevant market players have the
opportunity to continue and further develop their own innovative business models, in light of the
changing technological landscape.
As parts distribution association, we observed that vehicle manufacturers are developing and
implementing new solutions in the market which could negatively affect competition in the
aftermarket. A growing number of parts which, were earlier accessible for the aftermarket, have
become captive in recent years. Some of this captivity has been introduced as a result of introducing
software-based solutions like activation codes or unlock tokens which are only usable via the vehicle
manufacturers’ tools and is shared or not with its own authorised network. We would like to
highlight here that while ANCERA fully supports the need for (cyber-)security protection
measures, it should also be ensured that such implementation is not an indirect means to impose
restrictions on independent business operators to conduct their business.
Independent Parts distributors require access to the technical information, including activation
information, needed to enable their parts to be installed, activated and kept updated on vehicles
where such measures are present. Captivity has also been introduced due to lack of interoperability
and compatibility information being made available for independent parts producers to develop
parts and services for the vehicles. This has negatively affected the product portfolio of the
independent parts distributors, where certain captive parts are simply not available for the
aftermarket. Independent repair networks have been faced with a lack of choice of parts and repair
information required to complete their services. We expect this trend to increase in future with the
introduction and implementation of cybersecurity regulation. While on one hand we suggest the SGL
to include measures underlining independent operator’s rights to develop and introduce such parts,
we would also call for the MVBER to include the rights for independent distributors to purchase and
distribute OE captive parts on a wholesale level, so that independent workshops are able to compete
with the OEMs authorised networks.
We welcome technological progress. It is necessary for the development of the industry as a whole,
however such progress should not result in excluding independent business operators from
performing their operations. As the Motor Vehicle Block Exemption regulation is the basis for
ensuring competition in the automotive aftermarket sector, the revision of the block exemption
regulation should include in the Guidelines these new technical trends and support development of
robust legislative measures without further ado.
Read full responseResponse to Specifications for the provision of cooperative intelligent transport systems (C-ITS)
5 Feb 2019
The full benefits of C-ITS can only be fulfilled if legislation is in place for both the interoperable access to the vehicle and its data, together with the ability to exchange data with the vehicle remotely wherever this may be. The infrastructure that may exist in urban areas is already a significant challenge, both technically and financially, but having an interoperable, standardized in-vehicle platform using internet (wide area network) communication would allow a much wider access to the vehicle and a much faster implementation of the benefits to both the vehicle driver and society in general.
However, vehicle manufacturers (OEMs) are currently developing isolated and OEM-specific ITS applications as part of their proprietary vehicle design and this implements more control on their value chain and protects their own business models from competitors by means of technical restrictions, leading to reduced customer choice and higher prices, ignoring the goals of a digital single market.
Only a legally mandated standardization of methods to interact with the vehicle, the infrastructure and the driver ( Interoperable Telematics Platform) enables a highly automated and highly efficient (in terms of increased throughput, higher average speed, less traffic accidents and smaller ecological footprint) European road networks. Additionally, for a truly Digital Single Market, through the standardization of data and access models, the European consumer and Road Authorities can freely choose from a variety of service providers and transfer data easily from one service provider to another to ensure competitive prices for highly attractive digital services by a strong competition that will allow European entrepreneurs to strive also on international markets.
The technical and financial challenge of installing the infrastructure is significantly reduced (or even eliminated) if the vehicle is able to exchange data using wide area network communications and a standardized, interoperable in-vehicle platform. This would support both the C-ITS requirements, but also other vehicle related services, in turn creating a more compelling business case for a whole range of competing service providers to provide additional services above and beyond just the C-ITS requirements.
An efficient homogenous road network can only be ensured if every communication element (each car and each infrastructure node) can be safely and securely controlled via a unified and standardized set of commands, actions and controls (described in an open telematics platform for each network node).
The ability to remotely access a vehicle, its data and resources will also provide a range of opportunities to monitor the status of the vehicle when it is being driven to provide predictive services (e.g. predictive repair and maintenance requirements, emission system functions etc.) which will allow in-service emissions monitoring and the ability to remotely identify when a vehicle requires repair and maintenance, together with the identification of the replacement parts required - allowing these parts to be delivered to the right place at the right time – significantly reducing the overall cost of repair to the consumer.
We feel strongly that C-ITS will provide significant benefits to vehicle drivers and society, but that the current limitations created by vehicle-manufacturer-specific (proprietary) implementations create not only high costs, but limit the wider benefits of being able to remotely exchange data with a vehicle. Direct interoperable access to the vehicle, its data and resources via an interoperable, standardized in-vehicle telematics platform (such as proposed by the e-Call Regulation) will not only support the requirements of C-ITS, but also a wider range of other vehicle-related services, creating not only a much higher motivation to implement the C-ITS functions, but reducing the time and cost of creating the infrastructure that is otherwise required.
Read full response