The Independent Automotive Aftermarket Federation (IAAF), working closely with FIGIEFA, has warned that the introduction of Euro 7 regulations could lead to a “two-tier” market for braking components and seriously disadvantage the independent aftermarket.
Euro 7 is the next emissions standard for vehicles in Europe, designed to further reduce air pollution not only from exhaust gases but also from non-exhaust sources such as brake particulate emissions.
While the goal of cleaner air is widely supported, the IAAF says the current form of the regulation places an unmanageable burden on parts manufacturers and risks locking independent suppliers out of the market.
Under Euro 7, brake particulate emissions will be tightly regulated for the entire braking system, meaning discs, pads, drums and linings will have to meet strict particulate matter limits as a complete “friction couple”.
Rather than testing individual components, manufacturers would need to certify every disc-and-pad combination through costly lab testing.
The IAAF says this represents a massive testing burden, with thousands of combinations needing to be approved in a very short time, and with limited laboratory capacity across Europe.
The regulation is due to apply to new vehicle type approvals from November 29, 2026, and to all new vehicle registrations from November 29, 2027.
However, the IAAF believes these dates are unrealistic and would lead to serious consequences for the aftermarket. If replacement brake parts have to meet these standards immediately, but independent suppliers cannot get their parts tested in time, many of those parts simply won’t be available.
This could effectively force garages and motor factors to source compliant brake parts only through vehicle manufacturers, giving OEMs a dominant position and shutting out independent suppliers.
The result, the IAAF says, would be a two-tier market in which owners of newer vehicles have no choice but to use main dealer channels for brake components, undermining consumer choice and competition.
Another major issue is the lack of technical data from OEMs, which would be required for independent manufacturers to ensure compatibility and compliance.
The IAAF argues that without mandatory data sharing, independent companies will be unable to meet the new requirements even if they have the capacity to test.
To avoid this market distortion, the IAAF and FIGIEFA are calling for several changes.
They are urging the European Commission to extend the implementation timelines, noting that other industries such as tyre manufacturers have been given until 2036 to adapt.
They also want OEMs to be legally required to share the necessary technical data and for the regulations to allow component interoperability, meaning that individual brake pads or discs can still be fitted as long as they meet the required standards, rather than having to fit an entire matched pair from the same source.
The IAAF says it remains fully committed to reducing emissions and pollution, but stresses that regulation must be fair and realistic, protecting aftermarket jobs and preserving consumer choice.
Without amendments, Euro 7 could hand a near-monopoly to vehicle manufacturers in the brake components market and undermine the independent aftermarket entirely.
