Euro 7 represents a significant expansion of EU vehicle emissions regulation, extending beyond tailpipe emissions to additional vehicle systems. It changes far more than tailpipe limits. For the first time, brake particle emissions, tyre abrasion, battery durability, and continuous on-board monitoring (OBM) fall under a single regulatory umbrella. If you lead a test lab, manage ADAS validation, or integrate measurement systems for OEMs and Tier 1 suppliers, this regulation will reshape your test workloads, your data quality requirements, and the equipment you need to deliver audit-ready results.
This guide walks you through Euro 7 step by step: what it regulates, when it applies, how it differs from Euro NCAP, and provides practical guidance on selecting sensor systems and workflows that can support Euro 7 compliance Whether you are building a capability roadmap from scratch or upgrading an existing measurement architecture, this article gives you a structured decision framework you can act on immediately.
Step 1: Understand What Euro 7 Is (and What It Is Not)
Before making any procurement or planning decisions, you need a precise understanding of what Regulation (EU) 2024/1257 actually covers. Euro 7 is not simply „tighter tailpipe limits.“ It is a systemic expansion of what the EU considers regulated emissions, and it introduces entirely new categories of compliance testing.
What Euro 7 regulates beyond tailpipe emissions
Euro 7 unifies light-duty (formerly Euro 6) and heavy-duty (formerly Euro VI) frameworks into a single regulation. It retains and tightens exhaust emission limits for NOx, particulate matter (PM), and particulate number (PN), but it also introduces three new regulated domains:
- Brake particle emissions: For the first time, PM10 emissions from brake systems are regulated, requiring both dyno and on-road correlation testing.
- Tyre abrasion: The regulation sets a framework for measuring tyre wear rates, with measurement methods to be defined in delegated acts.
- Battery durability: Electric vehicles must demonstrate that battery state-of-health (SoH) remains above defined thresholds over extended mileage and time horizons, requiring long-term monitoring and reporting.
On-board monitoring (OBM) replaces the older on-board diagnostics (OBD) approach by requiring vehicles to continuously monitor their own emissions performance in real-world driving, not just flag faults.
What Euro 7 does NOT do
Euro 7 does not ban internal combustion engines. It does not set CO2 targets (those fall under separate EU fleet-average CO2 regulations). It does not directly regulate safety performance or crash ratings. And it does not prescribe specific measurement equipment, though it does set data quality expectations that constrain your choices significantly.
Euro 7 vs. Euro 6/VI: what expands, what tightens
Euro 6 and Euro VI were separate regulatory tracks for cars/vans and trucks/buses respectively. Euro 7 merges them. Key changes include:
| Aspect | Euro 6/VI | Euro7 |
| Scope | Separate regulations for light-duty and heavy-duty | Single unified regulation for all road vehicles |
| Exhaust pollutants | NOx, PM, PN, CO, HC | Same plus formaldehyde (HCHO), N2O; tighter PN limits down to 10 nm |
| Non-exhaust emissions | Not regulated | Brake PM10, tyre abrasion (phased in) |
| Battery durability | Not regulated | Minimum SoH thresholds at 5 years/100,000 km and 8 years/160,000 km |
| On-board monitoring | OBD fault detection | OBM: continuous, quantitative emissions monitoring |
| Real-driving emissions (RDE) | Conformity factors applied | All conditions, no boundary exclusions, wider ambient range |
Euro 7 vs. Euro NCAP: compliance vs. consumer rating (avoid common confusion)
A frequent source of confusion: Euro 7 and Euro NCAP are fundamentally different programs. Euro 7 is a mandatory EU regulation. You cannot sell a vehicle in the EU without type approval under Euro 7 once it is in force. Euro NCAP, by contrast, is a voluntary consumer safety rating program that evaluates crashworthiness, active safety, and increasingly, ADAS performance.
However, there is significant overlap in the measurement infrastructure required. Both programs demand high-accuracy position and motion reference data, tight time synchronization, and traceable calibration. Many test labs that perform Euro NCAP validation of driver assistance systems also handle emissions or durability compliance work, and they often share ground-truth stacks, data loggers, and post-processing pipelines across both programs. This is why procurement decisions should consider both Euro 7 and Euro NCAP requirements simultaneously.
Step 2: Know the Euro 7 Timeline and Build Your Capability Roadmap
Timing is everything. Euro 7 does not arrive all at once. Regulation (EU) 2024/1257 was published in the Official Journal in April 2024 and entered into force 20 days later. But the compliance dates are staggered, giving you a defined window to prepare. While the core application dates are defined in the regulation, several measurement methods and detailed procedures will be specified through implementing and delegated acts over time.
Key milestone dates
| Scope | Vehicle categories | Applies from |
| Type approval – new vehicle types | M1, N1 | 29 November 2026 |
| Registration – all new vehicles | M1, N1 | 29 November 2027 |
| Type approval – new vehicle types | M2, M3, N2, N3, O3, O4 | 29 May 2028 |
| Registration – all new vehicles | M2, M3, N2, N3, O3, O4 | 29 May 2029 |
Step 3: Identify Which Euro 7 Requirements Change Test Design the Most
Not every requirement in Euro 7 affects your measurement workflow equally. Four areas stand out as the most demanding in terms of new test design, instrumentation, and data management.
Brake emissions: why chassis-dyno and on-road correlation becomes central
Euro 7 introduces PM10 limits for brake systems, measured using a standardized dyno procedure (based on the UN GTR work). However, regulators and OEMs alike need confidence that dyno results correlate with real-world driving. This means running on-road brake emission measurement campaigns with precisely known vehicle speed, deceleration profiles, and position data.
For test engineers, this translates to a need for high-accuracy inertial measurement: you must know exact braking forces, longitudinal deceleration, and speed profiles with sub-percent accuracy. In practice, many test programs rely on GNSS/INS systems with centimeter-level position accuracy and high update rates (e.g. up to 200 Hz) to achieve reliable correlation results.
Tyre abrasion: measurement implications and repeatability challenges
Tyre wear measurement is technically challenging. Abrasion rates depend on road surface, vehicle load, driving style, temperature, and tyre compound. Euro 7 introduces tyre abrasion as a regulated category but defers specific measurement methods to delegated acts, recognizing that the metrology is still maturing.
What this means for test teams: expect requirements for controlled route definitions, precise speed and acceleration profiling, and potentially gravimetric or optical tyre wear quantification. The vehicle dynamics data (position, velocity, lateral and longitudinal acceleration, yaw rate) must be traceable and synchronized, because regulators will want to understand the correlation between driving behavior and wear outcomes.
Battery durability and performance: long-horizon testing and reporting
For battery electric vehicles (BEVs) and plug-in hybrids, Euro 7 requires that battery state-of-health (SoH) remains above 80% at 5 years or 100,000 km and above 72% at 8 years or 160,000 km. OEMs must provide SoH data to vehicle owners and type-approval authorities via the on-board monitoring system.
This creates a new class of long-duration testing: accelerated aging, calendar aging, and fleet monitoring campaigns that span years. Data integrity over these time horizons is non-trivial. You need robust logging, versioned configurations, and unbroken calibration traceability across years of data collection.
On-board monitoring (OBM): continuous compliance, diagnostics, and data governance
OBM represents one of the most significant changes compared to previous OBD-based approaches. Instead of simply detecting faults (as with OBD), vehicles must continuously estimate their own emissions and flag when they exceed thresholds. For test and validation teams, this means:
- Validating OBM algorithms against ground-truth emissions measurements in real driving.
- Running extended RDE campaigns across wider ambient conditions (expanded temperature, altitude, and load ranges versus Euro 6).
- Establishing data governance frameworks that retain OBM validation data for audit purposes.
The expanded RDE envelope, with fewer boundary exclusions, means more urban driving, more stop-and-go, more challenging GNSS environments. Your position and motion reference system must handle these conditions reliably.
Step 4: Understand What Euro 7 Means for Measurement Quality
Euro 7 does not merely add new test categories. It raises the bar for what constitutes „good enough data.“ Auditors, type-approval authorities, and OEM quality teams increasingly demand evidence that measurement systems are synchronized, traceable, robust against environmental challenges, and reproducible across labs and campaigns.
Synchronization: 1PPS, IEEE 1588 PTP, triggers, and multi-sensor time bases
When you correlate brake emission dyno data with on-road measurements, or synchronize OBM outputs with reference gas analyzers, every data stream must share a common, verifiable time base. Euro 7’s broader test scope makes this harder because you are now combining more sensors: GNSS/INS, gas analyzers, particle counters, CAN bus data, brake pressure sensors, and potentially camera or lidar feeds.
Look for systems that support IEEE 1588 Precision Time Protocol (PTP) for network-based synchronization, 1PPS (one pulse per second) for hardware-level time alignment, and TTL trigger I/O for event-driven capture. Even small timing offsets between data streams can lead to misalignment between vehicle dynamics and emission events, affecting correlation quality.
Traceability: calibration, uncertainties, configuration control, audit trails
Traceability under Euro 7 means that every measurement result can be linked back to a calibrated instrument with known uncertainty, used in a documented configuration, on a specific date, by a trained operator. This is not new in principle, but Euro 7’s expanded scope (brake emissions, tyre wear, battery SoH, OBM validation) multiplies the number of instruments and campaigns that must be covered.
Demand calibration certificates with stated uncertainties from your sensor suppliers. Maintain configuration baselines for every test setup. Log firmware versions, mounting positions, lever-arm offsets, and antenna placements. These details become critical when an auditor asks you to reproduce a result from 18 months ago.
Robustness: GNSS outages, multipath, tunnels, indoor/urban canyon bridging
Expanded RDE conditions under Euro 7 mean more urban driving, more tunnels, and more environments where GNSS signals are blocked or degraded. If your position and velocity reference drops out for 30 seconds in a tunnel, your brake emission correlation dataset has a gap exactly where braking events may be most frequent.
This is where high-grade inertial navigation becomes essential. A tactical-grade or navigation-grade IMU inside a GNSS/INS system can bridge GNSS outages for tens of seconds or even minutes, maintaining position and velocity accuracy through dead reckoning. High-grade GNSS/INS systems designed for automotive testing environments can bridge GNSS outages through tightly coupled inertial fusion.
Reproducibility: coordinate frames, offsets, lever arms, mounting and alignment
When multiple labs or test sites need to produce comparable results, every geometric detail matters. The lever arm between your GNSS antenna and the IMU measurement center, the mounting angle offsets, the coordinate frame convention (ISO 8855 vs. sensor-native), and the alignment procedure all affect the accuracy of your position, velocity, and attitude outputs.
Document everything. Use alignment routines provided by your sensor supplier. Verify lever-arm entries against physical measurements. And ensure that your post-processing software applies the same corrections consistently across campaigns.
Step 5: Select Your Euro 7-Ready Test and Measurement Systems
This is the core buying decision. You need to assemble a measurement architecture that satisfies Euro 7’s data quality expectations, handles the new test categories, and remains maintainable across years of compliance campaigns. Here is how to approach it systematically.
Step 5a: Define your use cases (dyno, proving ground, on-road, urban, multi-vehicle)
Start by mapping every test type you will need to perform under Euro 7. For each, note the environment, the required measurements, and the accuracy expectations:
- Chassis dyno: Controlled environment, no GNSS needed, but synchronization with emission analyzers is critical.
- Proving ground: Good GNSS visibility, high-speed maneuvers, need for centimeter-level accuracy and high update rates.
- On-road RDE: Mixed environments including urban canyons, tunnels, highways. GNSS/INS bridging is essential.
- Urban stop-and-go: Worst-case GNSS multipath. Requires strong inertial aiding.
- Multi-vehicle synchronization: Platoon testing, cut-in scenarios, or ADAS validation with multiple instrumented vehicles. PTP and 1PPS across vehicles become mandatory.
Step 5b: Select your ground-truth stack (GNSS/INS class, update rate, drift, redundancy)
Your GNSS/INS system is the backbone of your measurement architecture. Key selection criteria:
The ADMA system family from GeneSys covers these requirements across multiple performance tiers, from cost-effective configurations for proving-ground work to high-end setups with navigation-grade IMUs for the most demanding urban and tunnel scenarios.
| Parameter | Minimum for Euro 7 RDE | Typical targets for test setups covering both Euro 7 and Euro NCAP use cases |
| Position accuracy (RTK) | 2 cm CEP | 1 cm CEP or better |
| Velocity accuracy | 0.05 km/h | 0.02 km/h |
| Update rate | 100 Hz | 200 Hz or higher |
| GNSS outage bridging | 10 seconds at < 0.5 m drift | 30+ seconds at < 0.5 m drift |
| Dual antenna (heading) | Optional | Strongly recommended |
| Interfaces | CAN, Ethernet | CAN, Ethernet, PTP, 1PPS, TTL I/O |
Step 5c: Ensure hard synchronization across the whole rig (PTP/1PPS/TTL I/O)
Synchronization is not a „nice to have.“ It is a compliance requirement when you need to correlate time-stamped emission data with vehicle dynamics. Ensure that:
- Your GNSS/INS system outputs a 1PPS signal locked to GNSS time.
- Your data logger supports IEEE 1588 PTP as a grandmaster or slave clock.
- All CAN and Ethernet data streams are time-stamped at the hardware level, not in software.
- Trigger I/O lines are available for event-driven capture (brake application, emission threshold exceedance)
Many modern test platforms, including GeneSys systems, integrate these synchronization interfaces directly into the hardware architecture. The Data Logger and SensorX/MeasureX modules provide the I/O backbone for a fully synchronized measurement chain.
Step 5d: Data logging and formats (raw + fused, metadata, versioning, long-term storage)
Log both raw sensor data (raw GNSS observables, raw IMU data) and fused navigation outputs.
Raw data allows post-processing with updated algorithms or corrections. Fused data gives you
real-time results for quick validation in the field.
Ensure your logging system captures metadata automatically: sensor serial numbers, firmware
versions, configuration files, calibration dates. Use structured, non-proprietary formats where
possible, or at minimum ensure export to common formats (CSV, MDF4, ASAM ODS). For battery
durability campaigns spanning years, plan for long-term data storage with integrity checks
Step 5e: Post-processing, QA, and reporting (repeatable pipelines, uncertainty outputs)
Post-processing is where measurement quality is either confirmed or lost. Use software that can
reprocess raw GNSS/INS data with forward-backward smoothing for maximum accuracy. GeneSys
offers ADMA Post-Processing (ADMA-PP) and Analyzer tools that produce uncertainty estimates
alongside position, velocity, and attitude outputs, giving you auditable quality metrics for every data
point.
For teams integrating with robotic platforms or automated test systems, ROS driver availability
ensures that GNSS/INS data flows seamlessly into existing software ecosystems without custom
middleware development.
Step 5f: Services that de-risk audits (calibration, training, support, documentation)
Equipment alone is not enough. Auditors want to see that your people are trained, your instruments
are calibrated on schedule, and your documentation is complete. When selecting a sensor supplier,
evaluate:
- Calibration services: Does the supplier offer factory calibration with certificates traceable to national standards?
- Training: Are courses available for installation, operation, and post-processing?
- Support SLAs: What is the response time for technical issues during critical test campaigns?
- Documentation packages: Can the supplier provide configuration baselines, change logs, and calibration histories as a bundled audit package?
GeneSys Elektronik GmbH provides all of these as integrated services, not bolt-on extras. This is particularly valuable for labs that must maintain compliance across multiple instruments and multi-year campaigns.
Step 6: Euro NCAP Testing: Where Labs Typically Share Tools with Euro 7 Programs
Many automotive test labs do not operate in a single-regulation silo. The same proving ground, the same instrumented vehicles, and often the same engineering teams handle both emissions compliance and safety rating work. Understanding where Euro NCAP and Euro 7 overlap can save you significant capital and integration effort.
What is Euro NCAP testing and why it is measurement-intensive
Euro NCAP is the European New Car Assessment Programme, a voluntary program that rates vehicles on occupant protection, vulnerable road user protection, child safety, and safety assist features. Since 2018, Euro NCAP has placed increasing weight on active safety and ADAS performance, testing automatic emergency braking (AEB), lane keeping, and other systems against precisely defined scenarios with soft targets and controlled trajectories.
Vehicle testing for Euro NCAP ratings demands ground-truth measurement of vehicle position, speed, heading, and relative distance to targets at accuracies that match or exceed what Euro 7 RDE testing requires. This is why many labs invest in a single, high-performance GNSS/INS platform that serves both programs
Euro NCAP validation of driver assistance systems: ground truth, synchronization, KPIs
ADAS validation under Euro NCAP requires measuring the vehicle’s response to defined scenarios with sub-decimeter position accuracy and millisecond-level timing. Key performance indicators include time-to-collision (TTC), braking onset time, lateral offset, and deceleration profile. All of these depend on a reliable, high-update-rate inertial navigation solution.
Sensors used in Euro NCAP testing typically include a roof-mounted or trunk-mounted GNSS/INS unit (often dual-antenna for heading), a data logger capturing CAN bus data from the vehicle’s ADAS ECU, and camera or lidar systems recording the scenario. The GNSS/INS system acts as the authoritative ground truth against which all other measurements are referenced.
Euro NCAP test systems comparison: evaluation criteria for IMU-based setups
When comparing systems recommended for Euro NCAP testing, focus on these criteria:
| Criterion | Why it matters for NCAP | Typical threshold |
|---|---|---|
| Position accuracy (RTK) | Target and vehicle position must be known precisely for TTC calculation | 1 to 2 cm CEP |
| Velocity accuracy | Speed at braking onset is a primary KPI | 0.02 to 0.05 km/h |
| Heading accuracy (dual-antenna) | Lateral offset and path tracking | 0.1 degrees or better |
| Latency | Real-time data for robotic target control | < 5 ms output latency |
| Multi-vehicle support | Synchronized measurement on test vehicle and target carrier | PTP + 1PPS |
| Environmental robustness | Outdoor proving ground conditions: temperature, vibration, weather | IP65 or better, MIL-STD vibration |
The best equipment for Euro NCAP tests combines all of these in a single, compact unit with straightforward integration. This is the design philosophy behind the ADMA series from GeneSys, which is used by Euro NCAP test equipment suppliers and independent labs worldwide.
Which systems are recommended for Euro NCAP testing? (selection framework)
Rather than endorsing a single product, use this framework to evaluate any IMU-based Euro NCAP testing system:
- Does it meet Euro NCAP’s published accuracy requirements for the specific test protocols you run?
- Can it bridge GNSS outages long enough for your test environment (e.g., near buildings, under bridges)?
- Does it integrate with your existing data logging and robotic target control systems via standard interfaces?
- Is the supplier able to provide calibration certificates, training, and responsive support?
- Does the total cost of ownership (acquisition, calibration, maintenance, training) fit your multi-year budget?
GeneSys ADMA systems are widely deployed in Euro NCAP testing contexts, and the company provides the full service chain from commissioning through recalibration. But regardless of supplier, apply this framework rigorously.
Step 7: Which systems are recommended for Euro NCAP testing? (selection framework)
Use this checklist to evaluate any measurement system you are considering. Score each criterion on a 1 to 5 scale and weight according to your priorities.
Technical criteria
| Criterion | Weight (example) | Score (1 to 5) |
|---|---|---|
| Position accuracy (RTK, cm-level) | High | |
| Velocity accuracy (< 0.05 km/h) | High | |
| Update rate (100 Hz minimum, 200 Hz preferred) | Medium | |
| GNSS outage bridging (drift per 30 s) | High | |
| Synchronization interfaces (PTP, 1PPS, TTL) | High | |
| Environmental rating (IP, temperature, vibration) | Medium | |
| Output latency (< 5 ms for real-time control) | Medium/High |
Operational criteria
| Criterion | Weight (example) | Score (1 to 5) |
|---|---|---|
| Installation time (target: < 1 hour for vehicle swap) | Medium | |
| Training availability and quality | Medium | |
| Support SLA (response time during campaigns) | High | |
| Maintainability (field-replaceable antennas, cables) | Low/Medium | |
| Software usability (acquisition, post-processing) | Medium |
Compliance and audit criteria
| Criterion | Weight (example) | Score (1 to 5) |
|---|---|---|
| Calibration certificates with stated uncertainties | High | |
| Configuration baseline documentation | High | |
| Change log and firmware version tracking | Medium | |
| Data retention and export capabilities | High | |
| Cybersecurity (encrypted data, access control) | Medium |
Step 8: Avoid Common Pitfalls
Even experienced test teams make mistakes when transitioning to new regulatory requirements. Here are the most common pitfalls and how to avoid them.
Underestimating GNSS vulnerability in expanded RDE routes
Euro 7 removes many of the boundary exclusions that Euro 6 allowed. Your RDE routes will now include more tunnels, urban canyons, and parking structures. If your GNSS/INS system cannot bridge these gaps with inertial dead reckoning, you will have unusable data segments. Test your system in worst-case environments before committing to a campaign schedule.
Treating synchronization as a software problem
Software timestamps are not good enough. Network jitter, OS scheduling delays, and buffer latencies can introduce tens of milliseconds of error. Use hardware synchronization (1PPS, PTP, TTL triggers) and verify time alignment at the start of every campaign.
Neglecting lever-arm and mounting documentation
A 5 cm lever-arm error translates directly into position error, and it compounds in dynamic maneuvers. Measure and document lever arms with millimeter precision. Store these values in your configuration baseline. Re-verify after any vehicle swap or reinstallation.
Buying for today’s regulation, not tomorrow’s delegated acts
Euro 7 delegates many technical details (tyre abrasion methods, specific OBM thresholds) to future acts. Buy systems with headroom: higher accuracy, more interfaces, and more flexible software than you strictly need today. The cost of upgrading mid-campaign is far higher than the cost of specifying slightly better equipment upfront.
Ignoring the overlap with Euro NCAP investments
If your lab also runs Euro NCAP tests, do not procure separate, incompatible measurement chains. A single high-performance GNSS/INS platform with appropriate interfaces can serve both programs, reducing capital expenditure and simplifying training and maintenance.
Glossary: Key Terms for Euro 7 and Automotive Testing
| Term | Definition |
|---|---|
| Euro 7 | EU Regulation 2024/1257 governing exhaust and non-exhaust emissions, battery durability, and on-board monitoring for all new road vehicles. |
| OBM | On-Board Monitoring: continuous, quantitative in-use emissions monitoring required under Euro 7, replacing simpler OBD fault detection. |
| RDE | Real Driving Emissions: testing conducted on public roads under real traffic conditions, as opposed to laboratory cycles. |
| PTP (IEEE 1588) | Precision Time Protocol: a network-based synchronization standard achieving sub-microsecond time alignment between devices. |
| 1PPS | One Pulse Per Second: a hardware timing signal, typically from a GNSS receiver, used to synchronize data acquisition systems. |
| Ground truth | The highest-accuracy reference measurement in a test setup, against which all other measurements are compared. |
| Uncertainty | A quantitative expression of the range within which the true value of a measurement is expected to lie, stated with a confidence level. |
| GNSS/INS | Global Navigation Satellite System / Inertial Navigation System: a tightly coupled fusion of satellite positioning and inertial sensors for robust, high-accuracy navigation. |
| Lever arm | The physical offset vector between a sensor’s measurement center and a reference point (e.g., vehicle rear axle), which must be precisely measured and compensated. |
| SoH | State of Health: a metric expressing a battery’s current capacity relative to its original capacity, regulated under Euro 7 for BEVs and PHEVs. |
Frequently Asked Questions
When does Euro 7 actually take effect?
Euro 7 was adopted in April 2024 and entered into force shortly thereafter. The regulation introduces staggered compliance dates depending on vehicle category and approval status.
For passenger cars and vans (M1, N1), Euro 7 applies to new vehicle types from 29 November 2026, and to all new vehicles from 29 November 2027.
For heavy-duty vehicles (M2, M3, N2, N3, O3, O4), the requirements apply to newvehicle types from 29 May 2028, and to all new vehicles from 29 May 2029.
Additional technical requirements and test procedures will be introduced progressively through implementing and delegated acts over the following years.
Does Euro 7 apply to electric vehicles?
Yes. While BEVs have no tailpipe emissions, Euro 7 regulates brake particle emissions (which apply to all vehicles), tyre abrasion, and battery durability. BEVs must demonstrate that battery SoH remains above 80% at 5 years/100,000 km and above 72% at 8 years/160,000 km. OBM requirements also apply, monitoring non-exhaust emissions and battery performance in real-world use.
How does Euro 7 differ from Euro NCAP?
Euro 7 is a mandatory EU regulation governing emissions and durability. Euro NCAP is a voluntary consumer safety rating program evaluating crash protection and ADAS performance. They are entirely separate programs with different governance structures. However, both require high-accuracy vehicle dynamics measurement, which is why test labs often share GNSS/INS ground-truth systems, data loggers, and post-processing tools across both programs.
What accuracy do I need from a GNSS/INS system for Euro 7 compliance testing?
For on-road RDE and brake emission correlation testing, you should target 1 to 2 cm position accuracy (RTK), better than 0.05 km/h velocity accuracy, and 200 Hz update rate. Crucially, the system must maintain accuracy during GNSS outages (tunnels, urban canyons) through inertial bridging, with drift of less than 0.5 m over 30 seconds of signal loss.
Can I use the same measurement equipment for Euro 7 and Euro NCAP testing?
In most cases, yes. A high-performance GNSS/INS system with dual-antenna heading, PTP synchronization, and low-latency real-time output will satisfy the requirements of both programs. This is one of the strongest arguments for investing in a premium ground-truth platform: it serves multiple regulatory and rating programs, maximizing return on investment.
What is on-board monitoring (OBM) and how does it change testing?
OBM under Euro 7 requires vehicles to continuously estimate their own emissions performance during real-world driving and alert when thresholds are exceeded. For test teams, this means validating OBM algorithms against reference-grade emissions measurements across expanded ambient conditions. It increases the number and variety of RDE campaigns, and it places higher demands on data integrity and long-term reproducibility.
How do I handle GNSS signal loss during urban RDE testing?
Use a tightly coupled GNSS/INS system with a high-grade inertial measurement unit (IMU). During GNSS outages, the IMU continues to provide position, velocity, and attitude updates through dead reckoning. Systems like the GeneSys ADMA series are designed specifically for automotive environments and offer configurable inertial bridging that maintains sub-meter accuracy for extended outage periods. Additionally, post-processing with forward-backward smoothing can further improve accuracy in outage regions.
Where can I find the official Euro 7 regulation text?
The full text of Regulation (EU) 2024/1257 is available on the EU’s official legal database at EUR-Lex. This is the authoritative source for all provisions, timelines, and delegated-act references. For technical standards referenced by the regulation (UN GTR procedures for brake emissions, etc.), consult the UNECE Working Party on Pollution and Energy (GRPE) documentation.
