On 31 July 2026, Commissioner Jørgensen, answering a parliamentary question from Beatrice Timgren (ECR), outlined the Commission's position on e-fuels, stressing their role in decarbonising aviation and maritime transport while maintaining that the recent proposal to amend CO2 standards for cars and vans preserves a strong market signal for zero-emission vehicles. The answer, which addresses feasibility, regulatory flexibility and geopolitical resilience, signals that the Commission is not planning to shift the car CO2 framework toward e-fuels, but is instead focusing on investment support and trade partnerships to scale up production.
The reply comes in response to Timgren's concerns about limited EV uptake, charging infrastructure gaps and high energy costs, as well as risks to energy chokepoints such as the Strait of Hormuz. Jørgensen acknowledged that e-fuel production, particularly electro-sustainable aviation fuels (eSAF), is still nascent. He pointed to the Sustainable Transport Investment Plan (STIP) and the AccelerateEU initiative as tools to accelerate investment in renewable and low-carbon fuel production, with a particular focus on eSAF. He also referenced the EU's Clean Trade and Investment Partnerships, such as the one signed with South Africa in November 2025, as a means to secure supplies from third countries.
On the regulatory front, Jørgensen reiterated that the Commission's proposal to amend the CO2 emission standards for cars and vans (COM/2025/995) aligns with the European Climate Law and maintains a strong zero-emission market signal while giving manufacturers more flexibility, including through the use of sustainable renewable fuels. This suggests that while the Commission sees e-fuels as complementary in hard-to-abate sectors, it is not prepared to dilute the core zero-emission trajectory for road transport.
The answer contains no new legislative commitments or numerical targets, but rather reaffirms existing policy directions. It underscores a cleavage between those advocating for technological neutrality and cost-efficiency in road transport—potentially including e-fuels—and the Commission's preference for a clear zero-emission mandate, with e-fuels reserved for sectors where electrification is less feasible. For car manufacturers, the flexibility to use renewable fuels may offer some relief, but the overall regulatory direction remains unchanged. For the aviation and maritime industries, the emphasis on eSAF and investment support could open new supply opportunities, though scalability remains uncertain. For EU consumers, the continued focus on zero-emission vehicles may mean ongoing pressure on EV affordability and charging infrastructure, while the geopolitical dimension highlights the EU's desire to diversify fuel supplies, potentially benefiting third-country producers through trade partnerships. The Commission's next steps will likely involve implementing the STIP and expanding Clean Trade and Investment Partnerships, while the car CO2 amendment proceeds through the legislative process.