Comparison of China-EU Automobile Emission Standards: Standard Evolution and Answers to Import Concerns
Welcome to my automotive industry blog! As an enthusiast who follows global automotive environmental protection trends, today I'd like to talk to you about the comparison of automotive emission standards between Europe and China. These two regions are both giants in the global automotive market, and their emission standards not only affect local production but also directly relate to cross-border trade and the compliance of imported vehicles. Especially recently (December 2025), the EU's adjustment to its 2035 zero-emission target has resurfaced many customers' concerns about importing Chinese cars—for example, your customers may worry that Chinese-made models may not meet Europe's strict requirements, leading to import obstacles or additional costs. This article will start with an overview of the standards, conduct a detailed comparison, and finally provide practical answers to address import concerns. Let's get started!
Evolution of European Automobile Emission Standards
Europe's vehicle emission standards, centered around the "Euro" series, are developed by the European Union and primarily target exhaust pollutants (such as NOx, PM, CO) and greenhouse gases (such as CO2). The current mainstream standard is Euro 6 (implemented since 2014), which introduced Real Driving Emissions (RDE) testing to ensure that vehicles also meet the limits under real-world driving conditions. For CO2 emissions, the EU has set fleet-wide average targets: 93.6 g/km in 2025 (a 15% reduction from the 2021 baseline), and plans to further reduce it by 55% in 2030.
However, in 2025, there was a significant adjustment to EU policies. The original 2035 target of "banning the sale of internal combustion engines" (100% zero tailpipe emissions) was relaxed to a 90% emission reduction, which means that some internal combustion engine vehicles using e-fuels (synthetic fuels) or biofuels will be allowed to continue to be sold. The upcoming Euro 7 (expected to be implemented for new vehicles starting in 2027) will further tighten limits, such as reducing PM to 0.0045 g/km, and introduce new controls on brake particles and tire wear, but the overall stringency is not as strict as expected. This reflects the EU's balance between environmental protection and the competitiveness of the automotive industry, especially in the face of competition from Chinese electric vehicles.
The rapid development of China's vehicle emission standards
China's emission standards are mainly based on the "National" series, which draws on the Euro system but has accelerated localization in recent years. From National 1 (2000) to the current National 6b (implemented nationwide since 2023), China's standards have exceeded the strictness of Euro 6 in certain limits. National 6b adopts a fuel-neutral design (unified limits for gasoline/diesel), with a NOx limit of 0.035 g/km, lower than Euro 6's 0.06 g/km (gasoline). Additionally, China emphasizes RDE testing and has introduced N2O (nitrous oxide) limits.
Looking ahead, the National 7 standard is expected to release a draft by the end of 2025 and be implemented before 2030. It will further reduce NOx to 20mg/km (67% lower than Euro 7), and introduce new controls on greenhouse gases (such as CO2 and methane), low-load testing, etc. The development of Chinese standards is faster, partly due to the need to address local air pollution (such as smog) and promote the transformation of new energy vehicles - the sales of new energy vehicles already accounted for over 50% in 2025.
Detailed Comparison of China-EU Emission Standards
Although the two frameworks are similar (both based on the WLTP test cycle), there are differences in limits, implementation, and focus. The following table summarizes the current standards (light passenger vehicles, units g/km, except PN in #/km):
| Pollutant | Euro 6 (Petrol) | Euro 6 (Diesel) | National 6b (Unified) |
| CO | 1 | 0.5 | 0.5 |
| HC | 0.1 | - | 0.05 |
| NMHC | 0.068 | - | 0.035 |
| NOx | 0.06 | 0.08 | 0.035 |
| PM | 0.005 (Direct Injection) | 0.005 | 0.003 |
| PN | 6.0×10¹¹ | 6.0×10¹¹ | 6.0×10¹¹ |
Data source: Official standards of the EU and China. As can be seen from the table, China 6b is more stringent in terms of NOx and PM (e.g., NOx is 40% lower), while Euro 6 differentiates by fuel type. China also requires a longer durability test (200,000 km vs. 160,000 km for Euro).
In terms of implementation time, Europe started early (Euro 1 from 1992), but China has caught up rapidly and has implemented stricter versions ahead of schedule in certain cities (such as Beijing). In terms of test procedures, both use WLTP + RDE, but China's RDE covers higher altitudes and a wider range of environments. In the future, Euro 7 will focus on non-exhaust emissions (such as brake particles), while China's National 7 will place more emphasis on volatile organic compounds and real-time telemetry.
Overall, Chinese standards have shifted from "following" to "running side by side" and even "leading", especially in the fields of electrification and hybrid technology. This is due to government subsidies and the advantages of the local supply chain.
Addressing Import Concerns: Can Chinese Cars Meet European Requirements?
Many customers worry that Chinese-made cars (especially electric or hybrid vehicles) may fail to meet emission standards when imported into Europe, leading to customs seizure or hefty fines. Don't worry, this is not an absolute obstacle! In 2025, the import of Chinese cars into the EU will be mainly influenced by the following factors:
First, all imported vehicles must obtain EU Type Approval, which certifies compliance with Euro standards and safety regulations. This includes emission tests, crash tests, etc. Many Chinese brands such as BYD, NIO, and MG have successfully obtained approval and are selling in Europe—for example, BYD's electric models have passed Euro 6/Euro 7 compatibility tests. For battery electric vehicles (BEVs), due to zero tailpipe emissions, they naturally meet CO2 targets and only need to focus on battery durability and the carbon footprint of the supply chain (affected by the CBAM Carbon Border Adjustment Mechanism).
Second, tariffs and policies: By the end of 2024, the EU will impose additional tariffs (up to 38.1%) on Chinese EVs to address subsidy competition, but this will not affect emission compliance. After the EU relaxes its 2035 targets in 2025, the import opportunities for hybrid models (PHEV) will increase - Chinese PHEVs often have a range exceeding 100km, low actual emissions, and can easily meet the standards. If your clients import internal combustion engine vehicles, ensure that the models have been upgraded to China VIb or higher, which can usually pass Euro 6 certification (Chinese standards are stricter).
Potential Challenges: Some low-end Chinese vehicle models may require additional modification or testing, with costs amounting to approximately several thousand euros; non-compliance of the supply chain with European standards may lead to maintenance difficulties. Recommendations: Choose brands with European certification, consult local customs in advance (such as using Form HS-7 for declaration), and consider having logistics partners assist in obtaining the CoC (Certificate of Conformity). Overall, the import of Chinese vehicles into Europe in 2025 is feasible, as evidenced by many successful cases.
Conclusion: Opportunities outweigh challenges
A comparison of China-EU emission standards shows that China has already caught up and even taken the lead in terms of strictness and innovation, contributing to global environmental protection. Regarding concerns about imports, the key is to choose compliant models and prepare documents in advance - your customers can rest assured that Chinese cars are conquering the European market with high cost-effectiveness. If you have specific questions about models, feel free to leave a message for discussion! Remember to follow the blog, and we'll talk about the trend of electric vehicle battery recycling in the next issue.
