The legislative initiative is based on the directive for the respective national main inspections. This is a topic that is highly relevant for workshops and inspection services in Europe and therefore also of great importance for MAHLE Lifecycle and Mobility.
After the initial dust has settled, we will analyze the most important aspects of the draft law and its potential impact on workshops. Until the end of July, companies and associations can still report back to the EU Commission and provide their input on the draft law.
MAHLE is working hard in Brussels to ensure that the main inspection remains a viable business model, particularly for workshops, even with the new law. Inspection methods must remain practicable and feasible, while at the same time actually revealing existing safety gaps. The draft law includes the following points:
The planned reform of the main inspection poses new challenges for workshops, but also offers opportunities for those who adapt to the changes in good time. MAHLE is supporting workshops as a partner and at the same time advocating practical solutions at EU level.
Alex Erdmann is Manager External Affairs at MAHLE Lifecycle and Mobility. He commutes between Berlin and Brussels and works with associations, organizations and political decision-makers to ensure that laws and regulations are passed in an industry-friendly manner for MAHLE and its customers.
The proposed measures place new demands on the equipment and the qualifications of workshop employees. At best, existing units will be upgraded with software updates for new measurement methods. With its Emission Pro series and the TechPRO diagnostic unit, MAHLE offers compatible solutions that are connected via a standardized platform. For checking driver assistance systems, there is the TechPRO Digital ADAS for calibration after repairs such as windshield replacement or sensor removal.
The new testing requirements demand continuous training for workshop personnel. The testing of high-voltage systems in electric vehicles and ADAS calibration in particular require specific specialist knowledge. Therefore: invest in training in good time to be prepared for the new requirements.
MAHLE regularly offers events and training courses on these topics. Other market players also provide similar information formats that workshops should make use of. Industry and trade associations can also provide information on the latest developments and consequences of regulation.
In Germany in particular, the plan for an annual general inspection for older vehicles is causing a stir. The draft stipulates that vehicles older than ten years should be subject to an annual inspection. In addition, there are no longer any exemptions for motorcycles. Electrically powered two-wheelers will also be included in the scope for the first time.
However, there is no clear statistical evidence that annual testing is necessary: Less than one percent of car traffic accidents in Europe are due to technical defects. Should the EU nevertheless make annual testing mandatory, it would be essential to ensure that the scope and costs remain within reasonable limits and are comparable across the EU.
Why was the reaction in Germany so intense, while it was barely noticeable in other EU countries? The reason is simple: in most member states (with the exception of Germany, France, Luxembourg, Cyprus and Denmark), the annual inspection of vehicles is already common practice, in some cases even from the time of initial registration.
In many EU countries, the so-called 4-2-2-1 system applies: the first main inspection takes place after four years, the second and third after a further two years each, until finally an annual inspection obligation applies. However, the scope of these annual inspections is often reduced and the costs for consumers are correspondingly lower. This is a decisive factor when considering mobility costs.
Since the draft law was published with a significant delay, the challenge now is to regulate both current and future generations of vehicles. The latter will be significantly more digital and equipped with more assistance systems. The draft provides for up to 62 electronic safety systems to be tested. A critical point here is that the scope of testing is predominantly limited to the vehicle's "electronic interface". A more comprehensive inspection via the OBD interface, which is used during the inspection anyway, would be preferable.
The new test points for high-voltage systems in electric and hybrid vehicles are particularly innovative. This takes account of the rapid growth in electromobility and ensures that road safety is also guaranteed for these drive types.
A new method of NOx measurement is under discussion. MAHLE has been involved in research and development together with trade associations, testing organizations and other equipment manufacturers. However, it has become apparent that many vehicles are unable to provide the temperature data required for the procedure.
In addition, not all test stations are able to "warm up" the vehicle sufficiently for an emissions test. Practical improvements must be made here.
In future, a separate "delegated act" is to define the details for particle measurement in petrol engines - a sign of how complex this issue is and that the law is not complete. MAHLE would clearly prefer the method to be developed before the regulation is adopted.
In future, the tests will also be supported by remote measurements of exhaust emissions in ongoing road traffic (remote sensing).
The draft stipulates that at least 30 percent of the registered vehicle fleet should be checked by such remote measurements.
For the first time, driver assistance systems (ADAS) are also to be included in the main inspection, currently only by testing via the "electronic interface". Studies by organizations such as DEKRA show that even the smallest inaccuracies in the sensors - caused by seemingly harmless parking bumps, for example - can have a significant impact on the systems and even cause total failures.
In corresponding association committees, MAHLE is currently working on practical and cost-efficient solutions for ADAS testing. This is no easy task, as testing must be both fast and cost-effective.
From our point of view, stationary ADAS testing devices enable efficient testing. At the same time, they can be used in day-to-day workshop operations for the increasingly necessary calibration after repairs.
Another focus of the draft is on digitalization. Electronic test certificates are to become the standard solution, with the option of a traditional paper printout remaining.
The national vehicle registers and databases for main inspections are to be networked via the so-called MOVE-HUB system, which will enable the real-time exchange of vehicle data between member states.
A number of measures are planned to combat speedometer manipulation: Odometer readings are to be recorded in a national database every time a vehicle is serviced or repaired. In addition, vehicle manufacturers will have to transmit the odometer readings of networked vehicles on a quarterly basis.
According to the draft law, however, only inspection services and national authorities currently have access to this database, which is to include even more information than just the mileage. MAHLE is committed to ensuring that end customers can also access this relevant data on their vehicles and, with their consent, make it available to third parties such as service providers and workshops.
A test from a member state other than the country of registration should be provisionally valid for six months across borders. In addition, member states are to be given the option of recognizing test certificates from other EU countries.