BS-VII Emission Standards in India 2026: MoRTH Proposes New Rules for Passenger Vehicles

India's proposed next stage of vehicle emission regulation is not limited to what comes out of a car's exhaust pipe. It also looks at how vehicles perform on the road, how long their emission-control systems remain effective, how batteries hold up over time and even the particles released during braking.

The Ministry of Road Transport and Highways (MoRTH) has published draft Bharat Stage VII (BS-VII) emission standards through Notification G.S.R. 880(E), dated 12 October 2026. The proposal seeks to amend the Central Motor Vehicles Rules, 1989, by introducing BS-VII requirements for Category M1 vehicles, primarily passenger vehicles.

Under the draft, the principal technical requirements would be introduced in phases beginning on 1 April 2029, 1 April 2031 and 1 April 2035. Separate provisions also mention dates in 2030 and 2032.

For vehicle manufacturers, electric vehicle companies, component suppliers and testing agencies, the proposal raises several practical questions. Which models would be covered? What testing would be required? Would electric vehicles also need to comply? And how much time would businesses have to prepare?

The most important point is that these are proposed rules, not final BS-VII obligations. Businesses can review the draft and assess its possible impact, but the final requirements will depend on the rules ultimately notified by the government.

MoRTH Draft BS-VII Notification 2026 at a Glance

The following table summarises the notification and its main provisions.

The proposal is substantial because it deals with more than one type of pollution. Apart from exhaust gases, the draft also addresses vehicle monitoring, non-exhaust particles and long-term battery performance. This broader coverage is particularly relevant to manufacturers planning passenger vehicles for the coming years.

What Is BS-VII Emission Standards?

Bharat Stage emission standards are the rules used in India to control pollutants released by motor vehicles. They set limits on certain emissions and prescribe how vehicle manufacturers must demonstrate compliance.

The proposed Bharat Stage VII framework builds on this system but covers additional technical areas.

How BS-VII Is Different from BS-VI

Under the existing Bharat Stage VI framework, vehicle emission compliance already involves prescribed pollutant limits, testing procedures, emission-control equipment and diagnostic requirements.

The proposed BS-VII rules would add or revise requirements dealing with:

• Exhaust emission limits: Specified values for pollutants such as carbon monoxide, nitrogen oxides and particulate matter.
• Real-world driving tests: Further requirements for measuring emissions while vehicles are driven on roads.
• On-board monitoring: Systems for collecting and monitoring certain vehicle emission and consumption data.
• Brake particles: Separate limits for particulate matter generated during braking.
• Tyre abrasion: A proposed framework for particles arising from tyre wear.
• Battery durability: Minimum performance requirements for specified electric and hybrid vehicles.
• Vehicle lifetime: Provisions for checking emission-related performance over defined periods and distances.

The difference is not simply that every earlier emission limit has been reduced. Some provisions deal with how a vehicle is tested, while others concern monitoring, durability or a source of pollution not covered by the conventional exhaust-emission table.

Why Is the Government Proposing BS-VII?

A vehicle can meet an emission limit during a laboratory test, but that result does not describe every condition it will experience during use. The proposed framework addresses this wider picture through real-driving testing, continued monitoring and durability requirements.

For the automotive industry, that could mean paying closer attention to how a vehicle performs not only during approval but also over a defined operating life.

Regulatory Framework for BS-VII Emission Standards in India

The BS-VII draft has been issued under the existing legal framework for motor vehicles in India.

Motor Vehicles Act, 1988

The notification refers to Section 110 of the Motor Vehicles Act, 1988, which provides rule-making powers to the Central Government in relation to motor vehicles.

It also refers to Section 212(1), which deals with the publication of proposed rules. This is why the draft has been made available for public comments before the government considers finalising it.

Central Motor Vehicles Rules, 1989

The Central Motor Vehicles Rules, 1989, contain requirements relating to vehicle construction, safety, testing, registration and emissions.

Rule 115 deals with emission-related requirements.

MoRTH proposes inserting a new sub-rule after Rule 115(22) to provide for Bharat Stage VII standards for Category M1 vehicles.

Automotive Industry Standards

Several provisions refer to Automotive Industry Standards, particularly AIS-215 and its different parts.

These standards are relevant to areas such as:

• Emission testing.
• Vehicle diagnostics.
• Brake particle measurement.
• Tyre abrasion.
• Battery durability.
• Engine power measurement.
• Conformity assessment.

Manufacturers would need to read the applicable technical standards together with the final vehicle rules. A reference to an automotive testing standard does not automatically mean that a manufacturer must obtain a separate BIS licence. The legal requirement and the applicable testing or approval route must be established separately.

What Has MoRTH Proposed Under the Draft BS-VII Rules?

The notification proposes several changes affecting how covered passenger vehicles would be tested and monitored.

A. Revised Emission Limits

The draft specifies pollutant limits for positive-ignition and compression-ignition engines. These limits cover carbon monoxide, hydrocarbons, nitrogen oxides, particulate matter and particle numbers. Manufacturers would need to identify the applicable limits according to their engine and fuel technology.

B. Wider Testing Coverage

The proposal includes laboratory testing, real-driving emission measurements and conformity checks during production and service. This means that the compliance assessment would not be restricted to one initial emission test.

C. Monitoring Vehicle Performance

On-board diagnostics and monitoring systems are a major part of the draft. These provisions are intended to support the detection and recording of specified emission and energy-consumption information.

D. Brake and Tyre Particles

The draft introduces separate provisions for brake-related particulate emissions and tyre abrasion. Some limits are specified, while others have been left for later notification.

E. Electric and Hybrid Vehicle Batteries

The proposal includes minimum battery-performance thresholds for specified electric and hybrid vehicles. These relate to energy performance over defined periods and distances.

F. Environmental Vehicle Passport

The proposed Environmental Vehicle Passport would make specified information about a vehicle's environmental performance available to its user.

G. Vehicle Lifetime and Security

The notification also addresses deterioration of emission-control systems, vehicle lifetime requirements, protection against tampering and certain safety and cybersecurity matters. Each of these areas has a different technical purpose. Manufacturers should therefore assess them separately rather than applying one general compliance checklist to every vehicle.

Which Vehicles Will Be Covered Under BS-VII Emission Standards?

The draft mainly deals with Category M1 vehicles.

What Is an M1 Vehicle?

Category M1 generally covers motor vehicles constructed to carry passengers, with no more than eight seats in addition to the driver's seat. Passenger cars and other vehicles meeting this classification fall within the category.

A vehicle's regulatory category should be confirmed from its approved specifications. Commercial names such as SUV, sedan or MPV do not, by themselves, decide the classification.

Applicability by Vehicle Technology

Not every test applies to every vehicle.

For instance, a purely electric vehicle does not have conventional combustion-engine exhaust emissions. It may still fall within other provisions covering battery durability, brake particles and applicable vehicle systems.

What About Commercial Vehicles?

The notification contains a separate, limited provision involving certain N2 vehicles between 3.5 and 5 tonnes that originate from an N1 vehicle type.

The approval authority may grant emission type approval subject to the stated N1-related conditions. That provision does not mean that every truck, bus or commercial vehicle is automatically covered by all the M1 requirements in this notification.

BS-VII Implementation Timeline: When Will the Proposed Rules Apply?

MoRTH has outlined three broad phases for implementing the proposed standards. There are also individual technical provisions with dates between those phases.

Phase I: From 1 April 2029

The draft proposes BS-VII emission standards for all models of Category M1 vehicles manufactured on or after 1 April 2029.

The first phase includes the specified exhaust emission limits, testing requirements and relevant monitoring and battery durability provisions. For manufacturers, this would make the type of vehicle and its manufacturing date important when assessing applicability.

Phase II: From 1 April 2031

The second phase introduces brake particle limits according to powertrain technology.

It also addresses tyre abrasion and further monitoring requirements. The draft does not provide every tyre-related numerical value. Those missing technical details would need to be established through subsequent notifications.

Phase III: From 1 April 2035

The third phase introduces a common proposed brake particulate matter limit for Category M1 vehicles across the listed powertrain technologies.

Certain particle-number requirements remain unspecified.

Why Are 2030 and 2032 Also Important?

The detailed provisions contain specific dates for real-driving emissions testing and monitoring-data availability. For example, the draft identifies 1 April 2030 for a particular RDE type-approval provision and 1 April 2032 for certain OBM and OBFCM data requirements.

These do not align perfectly with every reference in the broad phase table. The difference should be clarified before businesses rely on a final implementation schedule.

Important: The notification also contains a proposed general commencement date of 1 October 2026, which precedes its issue date of 12 October 2026. That inconsistency needs official clarification. It should not be treated as proof that BS-VII is already in force.

Proposed BS-VII Emission Limits for Passenger Vehicles

One of the most important parts of the draft is Table 1, which specifies emission limits for Category M1 vehicles. The limits are expressed in milligrams per kilometre for most pollutants. Particle number uses a different measurement.

Proposed Emission Limit Table

Source: Table 1, G.S.R. 880(E). These are proposed values. Their application must also be read with the fuel-specific testing conditions. A dash means the table does not provide a separate value.

Carbon Monoxide Limits

Carbon monoxide is produced when carbon-containing fuel does not burn completely. Under the proposal:

• Positive-ignition engines have a CO limit of 1,000 mg/km.
• Compression-ignition engines have a CO limit of 500 mg/km.

These values should not be mixed with the separate diagnostic thresholds used by on-board systems.

Hydrocarbon Limits

The draft distinguishes between total hydrocarbons and non-methane hydrocarbons.For positive-ignition engines, it provides a THC limit of 100 mg/km and an NMHC limit of 68 mg/km. The draft separately provides a combined THC and NOx value for compression-ignition engines.

Nitrogen Oxide Limits

Nitrogen oxides are formed during combustion and are relevant to air-quality regulation. The proposed limits are 60 mg/km for positive-ignition engines and 80 mg/km for compression-ignition engines.

Particulate Matter and Particle Number

Particulate matter refers to the mass of emitted particles. Particle number measures how many particles are emitted. The draft specifies a PM limit of 4.5 mg/km and a PN10 limit of 6 × 10¹¹ particles/km for both listed engine categories. The units matter here. Particle mass and particle number are not interchangeable measurements.

Evaporative Emission Limits

The draft separately specifies an evaporative emission limit of 1.5 grams per test for the relevant M1 vehicle models. Evaporative emissions generally relate to fuel vapours escaping from applicable fuel systems.

The testing procedure is linked to AIS-215 Part 1. For manufacturers, the practical task would be to identify the tests applicable to each fuel and powertrain configuration rather than assuming every vehicle requires every test in the Gazette.

Vehicle Testing and Type-Approval Requirements Under BS-VII

Meeting a numerical emission limit is only one part of the proposed framework. Manufacturers would also need to demonstrate compliance through the relevant testing and conformity procedures. The draft distinguishes three important stages.

Type Approval (TA)

Type approval assesses whether a particular vehicle type meets the applicable requirements.

The proposed test matrix covers matters such as:

• Gaseous pollutants and particulate emissions.
• Carbon dioxide and fuel consumption, where applicable.
• Electric energy consumption and range.
• Evaporative emissions.
• Battery durability.
• Diagnostic and monitoring systems.
• Engine power.
• Safety and anti-tampering declarations.
• Geofencing technology, where relevant.

Testing requirements vary by engine, fuel and vehicle type.

Conformity of Production (CoP)

CoP checks whether vehicles coming off the production line remain consistent with the approved vehicle type. The draft proposes an annual conformity period for each engine model, including its variants.

It also refers to special AIS-215 Part 6 provisions where production during six months is below 250 vehicles per model, including variants.

The exact procedure must be determined from the applicable standard.

In-Service Conformity (ISC)

A vehicle's performance may change after it enters service. In-Service Conformity deals with checking relevant requirements during the vehicle's operating life. The draft addresses this through provisions concerning emissions, monitoring, battery condition and durability, depending on the vehicle technology.

Not every assessment requires the same tests. Tables 3A and 3B of the draft distinguish which requirements apply at each stage and to each technology.

What Is WLTP Testing?

The Worldwide Harmonized Light-Duty Test Procedure (WLTP) is a prescribed testing framework used to assess relevant vehicle emissions, fuel consumption and energy performance under controlled conditions.

The proposed rules refer to WLTP-based tests under the applicable AIS-215 procedures. Manufacturers working on several fuel variants may need separate assessments depending on the test matrix.

Real Driving Emissions: How Will Vehicles Be Tested on Roads?

Laboratory testing gives manufacturers controlled conditions. Real Driving Emissions (RDE) testing measures relevant pollutants while a vehicle is driven on roads under prescribed conditions.

The draft includes RDE requirements for applicable Category M1 vehicles.

Portable Emissions Measurement Systems

RDE testing uses Portable Emissions Measurement Systems (PEMS). These systems measure specified vehicle emissions during road testing. The applicable test conditions and evaluation procedures are linked to AIS-215 Part 1.

Proposed Conformity Factors

The draft requires carbon monoxide emissions to be measured and recorded during the relevant RDE tests. It also refers to margin requirements under AIS-215 Part 1.

What Does This Mean for Manufacturers?

Manufacturers would need to consider how their vehicles perform under the applicable road-testing procedure, not only under a laboratory cycle. The detailed RDE type-approval provision refers to 1 April 2030.

Because the phase table also addresses road testing from 2029, the relationship between the provisions should be clarified before final compliance planning.

On-Board Diagnostics and Monitoring Requirements

The draft places particular emphasis on systems that can identify faults, monitor emissions and record consumption information.

On-Board Diagnostics (OBD)

OBD helps identify faults affecting the vehicle's emission-control system.

The draft proposes that relevant systems should be capable of:

• Identifying likely areas of malfunction.
• Recording fault codes in computer memory.
• Communicating relevant information outside the vehicle.
• Meeting the applicable diagnostic requirements.

Table 14 provides separate OBD thresholds.

These are diagnostic thresholds, not the general emission limits shown earlier.

On-Board Monitoring (OBM)

OBM is intended to monitor and register specified emission information. Under the draft, the system should be capable of identifying exceedances of at least 2.5 times the relevant exhaust emission limit.

The detailed provision states that OBM data should be available through the OBD port for vehicles manufactured on or after 1 April 2032.

On-Board Fuel Consumption Monitoring (OBFCM)

OBFCM concerns the recording of real-world fuel and electric energy consumption.

The draft distinguishes between two stages:

• OBFCM-I: The detailed provision identifies data availability from 1 April 2030.
• OBFCM-II: The detailed provision identifies OBD-port and anonymous over-the-air data arrangements from 1 April 2032.

The applicable demonstration procedures would be linked to AIS-215.

Why Do These Systems Matter?

For manufacturers, these provisions concern vehicle electronics as much as conventional engine technology. Development teams may need to coordinate emissions engineering, control-system software, diagnostic interfaces and technical documentation. However, the precise requirements should be assessed after reviewing the final rules and applicable technical standards.

Brake Particle Emission Requirements Under BS-VII

The proposed BS-VII standards also address pollution generated during braking. This is relevant to both combustion-engine vehicles and electric vehicles.

Proposed Brake Particle Limits from 1 April 2031

Table 6 specifies PM10 limits according to powertrain technology.

These values apply per vehicle under the proposed testing framework.

Proposed Brake Particle Limits from 2035

Table 10 provides a common proposed brake PM10 limit of 3 mg/km per vehicle for Category M1 vehicles manufactured on or after 1 April 2035. The numerical limit for brake particle number is to be notified separately.

How Would Testing Be Conducted?

The draft refers to the WLTP brake cycle and AIS-215 Part 4. The precise testing procedure and applicable conformity requirements must be assessed through the relevant technical standard.

Impact on Brake and Vehicle Manufacturers

Brake-system manufacturers may need to study the proposed particle limits and their relationship with component performance.

Vehicle manufacturers may also need to consider how brake design and the overall vehicle system affect test results. The draft regulates the relevant vehicle performance requirement. Any separate obligation directly imposed on component suppliers must be established from the applicable rules.

Tyre Abrasion Requirements Under the Proposed Rules

Tyres gradually lose material while a vehicle is driven. The draft addresses tyre abrasion as a separate technical area. Table 8 refers to limits for C1 tyres associated with M1 vehicles from 1 April 2031.

However, the numerical tyre-abrasion limit has not been provided in the draft. Table 9 also states that the relevant type-approval testing applicability requirements will be notified separately.

What Does This Mean for Tyre Manufacturers?

The draft indicates that tyre abrasion is part of the proposed regulatory framework. For businesses supplying passenger-car tyres, this may be relevant to future product testing and technical development.

But it would be incorrect to claim that the Gazette already provides a final tyre-abrasion limit. Manufacturers should monitor the separate notification before treating any numerical value as a confirmed requirement.

Battery Durability Requirements for Electric and Hybrid Vehicles

The BS-VII draft includes requirements relating to how certain electric and hybrid vehicle batteries perform over time. These requirements concern battery performance rather than a general requirement to replace batteries after a fixed number of years.

Minimum Battery Performance Requirements

Table 5A sets out energy-based Minimum Performance Requirements (MPR) for pure electric vehicles and off-vehicle charging hybrid electric vehicles.

The specified thresholds apply to the vehicle categories identified in the draft table.

What Does Battery Energy Retention Mean?

Battery energy retention concerns how much of the relevant battery's original energy capability remains over time. The proposed figures provide minimum performance levels for specified periods and distances.

The measurement procedure is linked to applicable technical standards.

What About Driving Range?

The draft separately provides for range-based minimum performance requirements.

However, the numerical range-based values are marked for future notification. It would therefore be incorrect to assume that the energy-based percentages automatically apply to driving-range retention.

What Could Change for EV Manufacturers?

If the provisions are finalised, manufacturers may need to give greater attention to:

• Battery durability testing and validation.
• Battery management systems.
• State-of-health monitoring.
• Technical performance records.
• Vehicle integration and energy-management systems.

The actual compliance assessment would depend on the final rules and applicable standards, including AIS-215 Part 9.

These regulatory thresholds should not be described as automatic consumer warranty guarantees.

Environmental Vehicle Passport: What Is Proposed?

The Environmental Vehicle Passport (EVP) is another feature of the draft BS-VII framework. Its purpose is to make specified environmental-performance information available to vehicle users.

What Information Would Be Available?

The draft identifies information relating to:

• Fuel consumption.
• Traction battery state of health.
• Pollutant emissions.
• Information generated by relevant on-board monitoring systems.
• Other applicable vehicle-performance parameters.

How Would Users Access It?

The proposal provides for the EVP to be made available along with the relevant certificate of conformity and type-approval documentation. It also refers to arrangements for displaying EVP information inside the vehicle.

What Does This Mean for Manufacturers?

Manufacturers may need to consider how the required information is generated, maintained and presented. The draft does not establish a separate EVP registration application or government fee.

BS-VII Requirements for CNG, Hydrogen, Ethanol and Other Fuels

The draft covers several types of fuels and fuel combinations. This matter because the tests applicable to a petrol vehicle may not be identical to those required for a vehicle using another fuel.

CNG, Bio-CNG and Biogas Vehicles

The notification includes vehicles using CNG, biomethane, biogas and related fuels. It refers to particular reference-fuel standards and safety requirements.

Hydrogen-Powered Vehicles

The draft addresses hydrogen used in internal-combustion engines and also recognises fuel-cell vehicles in the relevant testing and powertrain classifications. These are different technologies, so the applicable tests must be checked separately.

Ethanol and Flex-Fuel Vehicles

The proposal refers to vehicles using E20, higher ethanol blends and flex-fuel arrangements. For specified bi-fuel and flex-fuel configurations, the relevant tests must be carried out for both fuels, subject to the conditions in the draft.

A specific footnote also provides that a vehicle tested with E100 need not be tested again with E85.

Methanol and Biodiesel Vehicles

The notification includes relevant references for methanol fuels, biodiesel and different blends. These references help determine which fuel specifications are relevant during type approval and production conformity.

Important Fuel Specifications Mentioned in the Draft

The draft also includes additional standards and annexures for fuels such as LPG, diesel, biodiesel and hydrogen.

Manufacturers must distinguish between reference fuels used for testing and commercial fuels used in the market. There are also inconsistencies in some cited fuel-standard references within the draft. These should be verified before a manufacturer adopts them as final technical specifications.

Vehicle Lifetime and Emission Durability Requirements

Vehicle emission performance can change as components age. The BS-VII draft addresses this by specifying vehicle lifetime periods and deterioration requirements.

Proposed Main Lifetime

Table 12B identifies a main lifetime of: Up to 160,000 kilometres or 8 years, whichever comes first.

Proposed Additional Lifetime

The draft then identifies an additional lifetime extending after the main lifetime and up to: 200,000 kilometres or 10 years, whichever comes first. It also specifies a durability multiplier of 1.2 for gaseous pollutants during the additional lifetime.

Deterioration Factors

Deterioration factors are used in the assessment of emission-control performance as systems age. The draft provides assigned factors for positive-ignition engines and refers to ageing-based procedures for compression-ignition engines.

What Does This Mean for Manufacturers?

These provisions may affect durability testing, validation of emission-control systems and technical records. Manufacturers would need to assess whether their systems can meet the applicable requirements over the prescribed period.

The proposed lifetime periods should not be confused with the vehicle's commercial warranty, service interval or expected usable life.

Anti-Tampering, Vehicle Safety and Cybersecurity Requirements

The draft also addresses the protection of important vehicle systems.

Anti-Tampering Provisions

The notification refers to measures intended to minimise vulnerabilities that could permit unauthorised alterations to:

• Fuel and reagent injection systems.
• Engine control units.
• Pollution-control devices.
• Traction batteries and battery-management systems.
• Odometers.
• Electric motors and control systems.
• On-board diagnostic and monitoring equipment.

The purpose of these provisions is to protect the integrity of relevant vehicle systems throughout their operating life.

Alternative-Fuel Safety Requirements

The draft refers to AIS-024 and AIS-028 Revision 1 for applicable CNG, Bio-CNG and HCNG vehicles. Hydrogen-fuelled internal-combustion vehicles are linked to AIS-195.

Ethanol Compatibility Labelling

For ethanol fuel levels above 20%, the draft proposes that the vehicle manufacturer define compatibility and display it using a clearly visible label under the relevant AIS-171 requirements.

Cybersecurity and Over-the-Air Security

The notification refers to cybersecurity and OTA security requirements to be notified under the Central Motor Vehicles Rules.

It does not provide every technical requirement within the current draft. Manufacturers should therefore examine any separate notifications before deciding which security tests or declarations are required.

Geofencing and the Proposed BS-VII-G Vehicle Category

The notification also provides for vehicles equipped with internal-combustion engines and geofencing technology.

Manufacturers may seek recognition of applicable vehicles as BS-VII-G vehicles. The proposed provision requires the technology to be demonstrated during type approval and verified during the vehicle's lifetime under the relevant AIS procedure.

Geofencing generally involves using location-based technology to manage or influence specified vehicle functions. The draft should be read carefully before making claims about precisely how such vehicles would operate.

Which Technical Requirements Are Still Awaiting Notification?

Several parts of the draft refer to requirements that will be notified separately.

This is particularly important for manufacturers preparing future product plans.

A value that has not yet been specified cannot be treated as zero or assumed from another table. Until the relevant final requirements are available, businesses should separate confirmed source information from provisional engineering assumptions.

How Will the Proposed BS-VII Rules Affect Automotive Businesses?

The proposed rules may affect different businesses at different stages of manufacturing and product development.

Passenger Vehicle Manufacturers

Passenger vehicle manufacturers would need to review how their models compare with the proposed emission limits.

This may involve engineering, testing and regulatory teams. The extent of work would depend on the vehicle's engine, fuel, emissions technology and planned manufacturing date.

Electric Vehicle Manufacturers

EV manufacturers may need to examine battery durability, brake particle emissions and vehicle information systems. Not every BS-VII requirement concerns exhaust emissions.

This is why the draft is relevant even to manufacturers producing vehicles without conventional combustion engines.

Automotive Component Manufacturers

Component suppliers may need to consider how their products support compliance with the proposed standards.

Relevant areas may include:

• Brake systems.
• Tyres.
• Emission-control components.
• Battery management.
• Engine electronics.
• Monitoring and diagnostic equipment.

The draft does not automatically impose every vehicle-level obligation directly on each supplier. Applicability would depend on the relevant legal provisions and supply arrangements.

Testing and Type-Approval Agencies

Testing agencies may need to examine the proposed procedures, technical standards and equipment requirements. Any operational changes would depend on the final rules and applicable approval framework.

Alternative-Fuel Vehicle Manufacturers

Manufacturers using CNG, hydrogen, ethanol, methanol or other specified fuels may need to review fuel specifications, safety provisions and the relevant testing matrix.

Business Impact Summary

The table describes likely areas of preparation. It should not be read as confirmation that every business now has a new mandatory filing obligation.

What Challenges Could Manufacturers Face During BS-VII Implementation?

The draft covers several different technologies, so manufacturers may need to coordinate work across teams that ordinarily handle separate parts of vehicle development.

Product Development and Validation

Engineering teams may need to assess whether existing vehicle designs can meet the proposed limits. Where the draft introduces a new test or revised performance requirement, manufacturers may need additional validation work.

Testing and Laboratory Planning

Testing programmes may become more detailed because the draft covers exhaust emissions, RDE, brake particles, battery durability and other performance areas. Actual testing costs and timelines cannot be established from this notification alone.

Electronic System Integration

OBD, OBM, OBFCM and EVP provisions involve vehicle software, hardware and information systems. Manufacturers may need to assess whether existing systems can produce and communicate the required data.

Supplier Coordination

A vehicle manufacturer may depend on suppliers for brakes, tyres, batteries and control systems. Where a vehicle-level requirement affects component performance, technical coordination may become necessary.

Uncertainty Before Finalisation

The biggest issue at this stage is that the rules are still proposed. Some numerical requirements remain unspecified, and certain dates require clarification.

Manufacturers should therefore avoid treating preliminary technical planning as proof that final statutory compliance has already been established.

What Should Vehicle Manufacturers Do Before the BS-VII Rules Are Finalised?

Businesses do not need to wait until the final notification to understand the proposal. However, preparation should be proportionate to the draft's status.

Step 1: Confirm Vehicle Applicability

Start with the vehicle's regulatory category, engine technology and fuel type. Do not assume that every requirement applies to every model.

Step 2: Review Proposed Emission Limits

Compare the draft limits with existing technical and test information. Identify areas that may need further evaluation.

Step 3: Examine Type-Approval Requirements

Check the relevant testing and declaration requirements under the proposed framework.

Step 4: Assess Monitoring Systems

Review the vehicle's existing OBD, monitoring and consumption-data capabilities.

Step 5: Review Battery, Brake and Tyre Requirements

For applicable models, assess the proposed performance requirements and testing methods.

Step 6: Check Relevant Technical Standards

Review the official versions of the referenced AIS and IS standards. Pay attention to amendments and requirements that depend on separate notifications.

Step 7: Record Outstanding Clarifications

Maintain a list of unclear dates, pending numerical values and incomplete technical references.

Step 8: Consider Submitting Comments

Where a proposed provision raises genuine technical or operational concerns, affected businesses may submit their observations during the consultation period.

Step 9: Track the Final Notification

Before making a final compliance decision, confirm the adopted text, applicable dates and technical standards. These steps are practical recommendations, not new compulsory filings created by the draft itself.

How Can Businesses Submit Comments on the Draft BS-VII Rules?

MoRTH has invited objections and suggestions on the proposed rules.

The notification provides a thirty-day consultation period starting from the date on which Gazette copies are made available to the public. Affected businesses and other interested persons can submit comments to the Ministry.

The exact closing date should be confirmed from the applicable public-availability date and counting rules. Businesses submitting technical comments should refer to the relevant draft provision and explain their concern clearly. The notification does not make participation in the consultation compulsory.

How Corpseed Can Help with Regulatory Compliance Services

A new automotive regulation can raise questions even before it becomes mandatory. A manufacturer may understand the broad announcement but still need to establish which provisions affect its products, which technical standards are relevant and whether a separate approval requirement applies.

This is where regulatory compliance services and product-specific compliance reviews can be useful.

Corpseed provides business regulatory, product-compliance and environmental consultancy services. The appropriate support for an automotive business will depend on the specific vehicle, component or manufacturing activity involved.

Regulatory Applicability Assessment

Before preparing for a new requirement, the business needs to establish whether it is covered.

A regulatory assessment can examine the relevant vehicle category, applicable legislation, technical references and current status of the proposed rules.

This helps prevent businesses from treating every newly published draft as an immediate compliance deadline.

Product Compliance Services

Automotive products and components can be subject to different safety, quality and technical requirements.

Corpseed's product compliance services can support a review of relevant product regulations, documentation and applicable standards, subject to the actual service scope.

Where an automotive approval is required, the competent authority and approved testing process must be identified separately.

Technical Compliance Consulting

Technical regulations can affect product specifications, testing records and compliance documentation.

Technical compliance consulting may help businesses organise applicable regulatory references and identify areas requiring further technical review. This should not be confused with a guarantee of vehicle type approval or homologation.

Environmental Compliance Services

Automotive manufacturers may also operate facilities subject to separate environmental laws and pollution-control requirements.

Corpseed's environmental compliance services can assist with relevant environmental regulatory matters where applicable. These facility-level obligations should not be confused with the proposed BS-VII vehicle-emission standards.

Regulatory Documentation and Compliance Review

Businesses may benefit from reviewing existing technical and compliance records before changing product specifications. The immediate question is whether the draft introduces a potential future requirement, changes an existing obligation or references another applicable standard.

Need Clarity on the Proposed BS-VII Rules?

Vehicle manufacturers and related businesses can approach Corpseed for regulatory compliance assistance relevant to their products or operations.

A proper applicability review can help identify which requirements deserve attention now and which should be monitored until the government issues the final rules.

Key Takeaways

MoRTH has proposed Bharat Stage VII emission standards through Draft Notification G.S.R. 880(E), dated 12 October 2026. The proposal primarily concerns Category M1 vehicles and covers exhaust emissions, testing procedures, monitoring systems, battery durability, brake particles and tyre abrasion.

The main proposed implementation phases begin in April 2029, April 2031 and April 2035, while certain detailed provisions refer to dates in 2030 and 2032. Some numerical limits and security requirements have yet to be notified separately.

For automotive manufacturers, the immediate priority is to understand the draft, identify the provisions relevant to their vehicles and follow the final rule-making process. The proposed standards should not be treated as legally effective merely because the draft has been published.