Germany and Italy Oppose Stiffer European Car Approval Rules
Italy and Germany are opposing attempts to give the European Union more authority over the way national car regulators approve new cars for sale. As wild as it is to learn that Germany is standing in the way of stricter automotive regulation and oversight, allow us to assure you that you’ve not misread the above statement. For some reason, Deutschland doesn’t want to see enhanced industry surveillance.
Our best guess is that the opposition has something to do with Volkswagen Group’s diesel crisis, recent concerns that BMW may have utilized a “shut off” device that masked NOx emissions, and the ongoing investigation into a German automotive cartel that may have operated for decades. But there’s also a chance these automakers simply don’t want to deal with the red tape that comes along with piling on government oversight.
According to Reuters, Germany’s official stance opposes inspections because “any kind of audit means extra bureaucracy without being beneficial.”
However, European Union Industry Commissioner Elzbieta Bienkowska told the outlet, “We need more quality and independence in the system, more checks of cars already in circulation, and European oversight,” adding that she was optimistic an agreement finally seems within reach.
The EU documents seen by Reuters show lawmakers want the Commission to be able to carry out routine audits of national car approval authorities. While some member states — like France — support two days of verification every five years, Italy and seven other nations are requesting conditions that would weaken the Commission’s oversight power. Obviously, Germany is the biggest fish among them.
One of the biggest issues surrounding the new rules is the possible expansion of on-road emission tests each country is obligated to conduct. After all, those were the types of tests that caught Volkswagen cheating in 2015 and may have also uncovered something similar with BMW this year. However, additional research needs to be done before BMW can be indicted for anything. At present, the company has dismissed the allegations as a smear campaign, claiming the manufacturer would fight any accusations to the contrary.
Still, even if BMW has done nothing wrong, the paranoia that another emissions crisis is just around the corner remains palpable. “It boils down to: do we want the Commission to put its nose in the affairs of the national type-approval authorities?” an unnamed diplomat told Reuters. “After Dieselgate, it’s hard to say no.”
A recent draft compromise has proposed member states conduct checks on one in every 40,000 new vehicles registered; 20 percent of those must include emissions tests. It’s actually less than what the European Parliament originally requested, and environmental groups have criticized the proposal for being more lax than the current U.S. standards.
The European Union also gave up on the Commission’s attempt to stop automakers from using paid laboratories for vehicle testing. Instead, they wanted to implement a system where labs were contracted by the state in hopes they would be more objective. However, the existing draft does include measures allowing the EU to issue continent-wide recalls of suspect automobiles.
[Image: University of West Virginia]
A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.
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It's funny that they're testing emissions in the photo, and there's a Honda generator with its own tailpipe, generating its own emissions (along with electricity).
It's West Virginia University, not the University of West Virginia. Different entities.