Euro 7 and GSR2 in Poland – New Requirements for Electric Vehicles

Last updated: 24.08.2026

Euro 7 and GSR2 introduce new type-approval, emissions, battery durability and safety requirements for vehicle manufacturers, importers and dealers in the auto industry operating in the European Union. The rules affect passenger vehicles, light-duty vehicles, heavy-duty vehicles and electric vehicles, including requirements concerning non-exhaust emissions and mandatory safety systems.

For automotive businesses, the key issues include implementation deadlines, emission limits, battery durability standards, GSR2 compliance obligations and the resulting responsibilities of manufacturers, importers and dealers.

Euro 7 in Poland – Implementation Dates for Passenger and Commercial Vehicles

The introduction of new EU technical regulations definitively refutes the popular myth that electric vehicles, due to the lack of tailpipe emissions, are completely excluded from environmental control regimes.

Regulation (EU) 2024/1257, establishing the regime referred to as Euro 7 in Poland, entered into force in May 2024 and, for the first time in history, directly covers battery electric vehicles (BEVs).

The timeline for introducing the new type approval and registration obligations for category M1 and N1 vehicles is as follows:

Vehicles type-approved before the deadline dates can still be registered for one additional year after their entry into force (transition period). This is an essential phase of implementing Euro 7 and GSR2 in Poland.

Euro 6 and Euro 7 – Key Differences in Emission Requirements

Until now, Euro emission standards applied exclusively to internal combustion and hybrid vehicles, measuring tailpipe emissions.

Euro 7 changes this rule and, in order to control emissions beyond the tailpipe, for the first time covers electric vehicles with requirements regarding non-exhaust emissions, including brake particle emissions and tire wear.

Euro 7 Emission Limits for Electric Vehicles

This is particularly significant because electric vehicles, due to their higher mass resulting from the traction battery, can generate greater tire wear than comparable petrol cars and other internal combustion vehicles. Regenerative braking reduces brake wear but does not eliminate it completely.

Brake particulate emission limits:

• BEV (fully electric vehicles): maximum 3 mg/km of brake dust (PM10),
• Internal combustion vehicles and hybrids: maximum 7 mg/km (the higher limit accounts for the lack of recuperation).

Tire emission limits:

• Euro 7 provides for emission limits from tire abrasion—final values will be established by the European Commission by mid-2026 if the UN forum WP.29 does not adopt its own standards.

For importers of electric vehicles the above requirements must be met by the vehicle at the level of its type approval. The manufacturer is responsible for designing the vehicle so that it meets these limits—the importer is responsible for ensuring that the vehicle they import holds the correct type approval.

Euro 7 Battery Durability Requirements for Electric Vehicles

The Euro 7 standard introduces for the first time in the history of uninitated regulations statutory minimum requirements regarding the durability of traction batteries in electric vehicles.

SOH (State of Health) is an indicator of battery health—the ratio of current capacity to factory capacity. A vehicle whose battery in an In-Service Conformity (ISC) test does not meet these parameters is non-compliant with the type approval.

Euro 7 – Consequences for Vehicle Manufacturers, Importers and Dealers

1. For vehicles type-approved from mid-2026, these parameters will be a condition for the validity of the type approval—and not just a voluntary warranty commitment of the manufacturer. The manufacturer/importer must ensure that vehicles operated according to instructions meet these minimum parameters.
2. A consumer whose vehicle does not meet SOH parameters within the protection period has a claim against the manufacturer under the in-service conformity procedure (ISC). The dealer can be held liable if they sold a vehicle with information about higher battery parameters than actually guaranteed.
3. The residual value of EVs sold from mid-2026 should be clearly higher than earlier models—because buyers on the secondary market have a statutory guarantee of minimum battery capacity.

GSR2 Safety Systems Required for New Vehicles in the European Union

In parallel, from July 7, 2024, all new vehicles registered in the EU must absolutely possess advanced, mandatory active safety systems in accordance with the GSR2 Poland regulation.

This package includes integrated systems detailed in the table below, representing the official key systems required by the GSR2 Poland framework:

An exemption from part of the GSR2 requirements is possible with small series type approval, which means that vehicles with a small type approval may not possess all of the above systems.

Missing GSR2 Systems – Liability of Importers and Dealers

From July 7, 2024, a vehicle registered in Poland for the first time should meet GSR2 requirements. This applies to new vehicles—not those already registered.

A vehicle with a small series type approval, granted before July 7, 2022, or covered by an exemption from GSR2, can legally lack part of the required systems. Its sale is legal, but creates concrete information obligations.

For the importer

An importer introducing into circulation a vehicle that does not possess GSR2 systems (on the basis of small series type approval with an exemption) is obliged to explicitly inform all entities in the distribution chain about this fact and ensure that this information reaches the final consumer.

For the dealer

A dealer selling a vehicle without GSR2 systems to a consumer who was not informed about it exposes themselves to:

• liability under implied warranty (the lack of safety systems that the consumer could reasonably expect constitutes a physical defect),

• liability for unfair market practice (informational omission),

• potential tort liability in the event of an accident that occurred due to the lack of the required system.

Internal Combustion Vehicle Ban in 2035? – Current Regulatory Status

A frequently asked question is whether the sale of new petrol cars and other internal combustion vehicles will be banned in 2035. The answer is more complex than the media shortcut.

At the end of 2025, the European Commission revised its approach to the 2035 issue.

Instead of a definitive ban on sales of new internal combustion vehicles, the EC proposed replacing it with an obligation for manufacturers to reduce carbon dioxide (CO₂) emissions by 90% compared to the 2021 level.

The difference is substantial: a 90% reduction in CO₂ emissions is possible both through electromobility and through e-fuels (synthetic climate-neutral fuels).

For EV dealers and importers, this means that the market for internal combustion vehicles will not be eliminated in 2035 by decree, but economic pressure resulting from ETS2 (from 2027) and fleet regulations (from 2030) will still strongly drive electrification across road transport.

Legislative status as of May 2026: the revision proposal is the subject of negotiations between the EC, the Council of the EU and the European Parliament. The final shape of the regulation is not yet known.

Euro 7 and GSR2 Compliance for Vehicle Importers and Dealers

Euro 7 and GSR2 may affect vehicle type approval, market access, battery durability requirements, safety systems and the responsibilities of manufacturers, importers and dealers.

Contact us to discuss how these requirements may apply to your business and the vehicles you place on the Polish and EU markets.

FAQ – Euro 7 and GSR2 in practice