Low-Emission Braking: The Next Aftermarket Shift

From Tailpipe Emissions to Brake Particles: How Low-Emission Braking Technology Is Reshaping the Automotive Aftermarket

Introduction: Braking Systems Are Being Judged by More Than Stopping Performance

For decades, braking systems were evaluated mainly through three questions:

• Can the vehicle stop safely?
• Is braking performance stable and predictable?
• Can the components withstand repeated use?

Brake pads, discs, calipers, brake fluid and hydraulic lines form one of the most mature categories in the automotive aftermarket. Repair shops understand the typical failure modes, buyers can organize inventory by vehicle application, and manufacturers have established reliable production processes.

However, as exhaust emissions continue to decline, non-exhaust emissions are receiving greater attention.

Brake wear, tire abrasion and road dust are becoming more important in discussions about the environmental performance of vehicles.

In March 2026, the United Nations Economic Commission for Europe announced the adoption of a globally harmonized regulation for measuring and limiting brake particle emissions from light-duty vehicles. The framework focuses on PM10 and explicitly accounts for the effect of regenerative braking in electric and hybrid vehicles.

In July 2026, the European Union also issued implementing rules for brake-particle testing under Euro 7, followed by official publication of related regulatory updates in early September. The updated framework expands attention to PM10, PM2.5 and particle numbers and introduces procedures for evaluating passive and active brake-emission reduction technologies.

The result is a broader performance requirement for braking systems:

stopping power + durability + wear + particle emissions + material selection + service life + aftermarket compliance.

1. Why Brake Particle Emissions Have Become a New Industry Issue

Automotive emissions policy traditionally focused on the exhaust system.

As combustion engines, after-treatment systems and electric powertrains have reduced tailpipe emissions, friction-related emissions from brakes and tires have become more visible in environmental assessments.

Brake particles are generated through several processes:

• Wear of friction material on brake pads;
• Wear of the brake-disc surface;
• Oxidation and fragmentation at elevated temperatures;
• Accumulation of brake dust around the wheel;
• Release of particles into the surrounding air during driving.

The quantity and composition of brake emissions depend on many factors:

• Vehicle mass;
• Brake-system architecture;
• Pad formulation;
• Disc material;
• Brake temperature;
• Speed and deceleration rate;
• Driving style;
• Regenerative-braking share;
• Road and weather conditions.

Brake emissions are therefore not determined by the brake pad alone.

They result from the interaction of the pad, disc, caliper, vehicle-control strategy and operating conditions.

2. Why Electric Vehicles Do Not Eliminate Brake Particles Automatically

Battery-electric and hybrid vehicles can recover energy through regenerative braking.

When the driver lifts off the accelerator or applies the brake, the traction motor can operate as a generator, converting part of the vehicle’s kinetic energy into electrical energy and returning it to the battery.

Because regenerative braking can reduce the operating time of friction brakes, it may reduce pad and disc wear.

However, electric vehicles still require conventional friction braking in many situations:

• The battery is close to full charge;
• Battery temperature is outside the preferred range;
• The vehicle is descending a long hill;
• Emergency braking is required;
• Road adhesion is limited;
• The vehicle must come to a complete stop;
• Motor or battery power limits restrict regeneration.

UNECE’s 2026 regulation introduces a friction-braking share coefficient to reflect the actual contribution of friction braking under different powertrain configurations. This avoids applying one conventional test assumption to every type of vehicle.

The broader conclusion is important:

EVs reduce the use of friction brakes, but they do not remove friction brakes. Instead, braking becomes a coordinated system combining regenerative and mechanical braking.

3. What New Requirements Does Euro 7 Create for Braking Systems?

Euro 7 is not limited to tighter tailpipe-emission requirements.

For light-duty vehicles, it also brings brake-particle emissions into the regulatory framework and requires more standardized test procedures.

EU public information sets different PM10 brake-particle limits for different powertrain technologies in cars and light commercial vehicles. Battery-electric vehicles receive a lower brake-particle limit than the main alternative powertrain categories, while the regulation also introduces more demanding vehicle-lifetime requirements.

The 2026 testing updates further emphasize:

• Standardized brake test cycles;
• PM10 and PM2.5 measurement;
• Particle-number measurement;
• Vehicle-level brake-emission calculation;
• Testing of passive and active emission-reduction technologies;
• Adjustment for the actual friction-braking share.

For OEMs, braking-system environmental performance must increasingly be validated at vehicle level.

For component manufacturers, product development will need to consider:

• Friction-material formulation;
• Disc-surface treatment;
• Pad-disc compatibility;
• Temperature management;
• Wear life;
• Particle generation and dispersion;
• Braking strategies for different powertrains.

4. 2026 Technology Showcase: Low-Emission Disc and Pad Systems

At Automechanika Frankfurt 2026, Brembo introduced the Greenance Plus Kit, combining low-particle braking, wear reduction and more visible aftermarket inspection within one product concept.

According to Brembo’s public information, Greenance Plus uses a nickel-free double-layer coating applied to the disc through Laser Metal Deposition, or LMD. The disc is paired with dedicated brake pads designed to work in coordination with the coated surface. Brembo states that, under its test conditions, the system can reduce particulate emissions by up to 90% and disc-surface wear by up to 80% compared with an equivalent uncoated cast-iron disc.

These figures are manufacturer-reported results under defined test conditions, test cycles and comparison criteria. They should not be interpreted as universal performance guarantees across every vehicle, road and driving scenario.

The technology nevertheless illustrates several important changes.

Surface engineering is becoming more important

Traditional brake-disc design relies heavily on cast-iron composition, disc dimensions, ventilation and thermal capacity.

Low-emission braking adds new priorities:

• Surface material;
• Hardness;
• Friction stability;
• Corrosion resistance;
• Wear-particle generation;
• Coating and friction-material compatibility.

Pads and discs are increasingly being developed as a system

In the aftermarket, brake pads and discs are often purchased as separate products.

If low-emission performance depends on a specific pad formulation and disc coating, they should instead be considered a matched braking system.

Service inspection can become more intuitive

Brembo has also described Easy Check technology, which uses a visible marking on the friction surface to indicate disc wear. When the marking is no longer visible, replacement is indicated.

This reflects a practical aftermarket objective:

make it easier for technicians and vehicle owners to understand whether the component remains within an acceptable service condition.

5. How Will Materials and Manufacturing Processes Change?

The industry is likely to pursue three main development paths.

Optimized friction materials

Brake-pad formulations must balance:

• Braking force;
• Friction stability;
• Noise;
• Vibration;
• Wear;
• Temperature performance;
• Particle emissions;
• Service life.

Low-metallic, copper-free and other friction-material technologies may continue to develop. However, any change must be validated through braking, durability and real-world testing. A material should not be judged only by its environmental positioning.

Improved disc materials and surface treatments

Brake discs can be improved through:

• Surface coatings;
• Laser deposition;
• Higher surface hardness;
• Bi-metal construction;
• Lower-corrosion materials;
• Improved ventilation and thermal design.

Brembo’s Greenance Plus example shows how laser metal deposition is moving from industrial surface treatment into discussions around automotive aftermarket braking products.

More system-level matching

If discs, pads, calipers and vehicle-control strategies influence one another, brake development cannot focus only on isolated component specifications.

It must evaluate the performance of the entire braking system.

6. How Will Low-Emission Braking Affect the Aftermarket?

The development of brake-particle regulation and new brake technologies is likely to change the aftermarket in several ways.

“Correct fitment" will mean more than matching dimensions

Traditional purchasing focuses on:

• Diameter;
• Thickness;
• Bolt pattern;
• Center bore;
• Caliper compatibility;
• Vehicle model and year.

Future purchasing may also require confirmation of:

• Brake-system architecture;
• Hybrid or EV application;
• Friction-braking share;
• Pad formulation;
• Disc-surface treatment;
• Vehicle-control strategy;
• Whether the disc and pad are a matched kit.

Lower brake use does not mean zero maintenance

Because EVs may rely more heavily on regenerative braking, friction components may be used less frequently.

That does not mean the system can be ignored.

Lower friction-brake usage can create other service issues:

• Surface corrosion on brake discs;
• Caliper components remaining inactive for extended periods;
• Uneven pad contact;
• Friction-performance changes in wet conditions;
• Disc deterioration after prolonged parking.

The EV aftermarket may therefore need to manage two apparently opposite problems: reduced wear and low-frequency-use maintenance.

Buyers must distinguish powertrain versions

The same vehicle name may cover:

• Internal-combustion versions;
• Hybrid versions;
• Plug-in hybrid versions;
• Battery-electric versions;
• Different battery capacities;
• Different brake specifications;
• Different axle loads and wheel sizes.

Importers and wholesalers that build inventory only by model name may face a higher risk of misapplication.

7. Practical Guidance for Overseas Parts Buyers

Build more complete product data

A brake-parts catalog should ideally include:

• Brand and product number;
• OE cross-reference;
• Vehicle model and year;
• Powertrain;
• Front- or rear-axle position;
• Disc dimensions;
• Pad shape and dimensions;
• Mounting method;
• Regional application;
• Whether the product uses low-emission or special-coating technology.

Make matched disc-and-pad relationships explicit

If the disc and pad were developed as a coordinated system, the supplier should clarify:

• Whether they must be installed as a set;
• Whether they can be paired with conventional pads;
• Bedding-in requirements;
• Maintenance intervals;
• Replacement criteria;
• Vehicle application range.

Monitor the regulatory environment in the target market

Not every market will adopt Euro 7 or equivalent brake-particle requirements at the same time.

However, regulatory changes can influence other regions through vehicle imports, branded aftermarket networks, fleet purchasing and premium repair markets.

Importers can evaluate whether to introduce low-emission brake products according to local EV penetration, imported vehicle mix and workshop capability.

Do not use “environmentally friendly" as the only purchasing criterion

Low-emission brake products still need to meet requirements for:

• Braking safety;
• Thermal stability;
• Durability;
• Noise control;
• Vehicle fitment;
• Supply consistency;
• Aftermarket serviceability.

Environmental performance should be part of a complete evaluation—not a substitute for the other technical requirements.

8. How PSQ Views the Next Stage of Brake-System Development

PSQ focuses on automotive chassis parts, vehicle-to-component matching and international automotive-parts supply.

As braking technology evolves, overseas customers are likely to manage two parallel demand streams.

The first is the established repair market, including:

• Brake pads;
• Brake discs;
• Calipers;
• Brake fluid;
• Brake hoses;
• Wheel hubs and bearings;
• Suspension and steering-related chassis components.

The second is the emerging demand created by EVs and low-emission braking systems, including:

• Brake products for hybrid and electric vehicles;
• Low-wear or low-particle brake discs;
• Special surface-treated components;
• Matched disc-and-pad kits;
• Components that work with electronic and regenerative braking.

For suppliers, the priority is not simply to add more product lines. It is to improve the ability to:

• Identify different powertrains;
• Confirm axle position and brake specification;
• Distinguish ICE, hybrid and EV applications;
• Manage disc-and-pad compatibility;
• Provide clear technical documentation;
• Organize inventory according to customer-market demand;
• Coordinate bulk orders and export supply.

This is consistent with PSQ’s focus on vehicle matching, inventory organization, warehousing and international supply-chain coordination. For overseas importers, wholesalers and distributors, a supplier that can provide established brake products while understanding emerging brake technologies will be better positioned for a market where multiple vehicle generations coexist.

9. Likely Brake-Technology Trends Over the Next Three to Five Years

Standardized brake-particle testing

As UNECE and Euro 7 requirements develop, brake-particle emissions will increasingly become part of regulation, certification and procurement evaluation.

More joint development of pads and discs

More products may be developed as coordinated pad-disc systems rather than as isolated components.

Wider use of surface-treatment technologies

Coatings, laser deposition, composite materials and advanced surface treatments may expand in premium vehicles, EVs and selected aftermarket applications.

Closer coordination between regenerative and friction braking

Vehicles will adjust the balance between the two braking modes according to battery state, road conditions and braking demand.

Low-frequency-use maintenance as a new EV service issue

Disc corrosion, caliper mobility and long-term parking conditions may require more attention.

More detailed brake-parts catalogs

Buyers will increasingly care about powertrain, system version, axle position, regional vehicle specification and matched pad-disc relationships.

Conclusion: Braking Is Becoming a Safety and Environmental-Performance System

The fundamental purpose of a brake system remains unchanged: it must slow and stop the vehicle safely.

In the 2026 technical and regulatory environment, however, braking performance now includes:

• Stopping power;
• Stability;
• Durability;
• Wear;
• Particle emissions;
• Materials and manufacturing processes;
• Regenerative-braking coordination;
• Aftermarket life-cycle performance;
• Fitment and regulatory requirements.

UNECE’s global brake-particle framework, the EU’s Euro 7 implementation procedures and Brembo’s low-emission disc-and-pad technology showcase at Automechanika Frankfurt 2026 all point in the same direction:

Brake components are evolving from simple mechanical wear parts into system products that combine safety, durability, environmental performance and application data. 

For overseas automotive-parts buyers, the most important step will not be to find the lowest-priced brake pad or disc in isolation.

It will be to work with a supplier that can identify the correct vehicle application, understand differences between powertrain technologies, provide reliable product information and deliver consistently across international markets.

If you are sourcing brake pads, brake discs, calipers, wheel hubs, bearings or other automotive chassis products, you are welcome to explore PSQ’s product coverage, vehicle-matching capability and international supply support.