Diesel Emissions Claims Paused

Where diesel claims stand

We are not currently taking or referring new diesel emissions claims, and to our knowledge no UK firm is actively opening new claims at scale. This page previously offered an eligibility checker; it has been withdrawn while the litigation position is resolved.

What the court decided

After a 13-week trial that examined 20 representative vehicles across five lead manufacturers — Mercedes-Benz, Ford, Renault, Nissan and Peugeot/Citroën — Lady Justice Cockerill found that only three vehicles contained prohibited defeat devices: one Mercedes model and two Peugeot/Citroën models. Even for the Mercedes vehicle, the judge was not persuaded the device made a real-world difference to NOx emissions in the test vehicle examined. The allegations tested against Ford, Renault and Nissan were dismissed — the court found their emissions software did not meet the legal definition of a prohibited defeat device.

Crucially, the judge declined to follow key rulings of the EU's Court of Justice on what counts as a defeat device. That post-Brexit divergence means software that would likely be unlawful across the EU is, on this judgment, permitted in Great Britain. The judge herself acknowledged that if her interpretation of the law is wrong, a majority of the sample vehicles would have contained an unlawful defeat device — which is why the appeal question matters so much.

Why new claims aren't running

Diesel emissions claims were always group legal actions run by solicitors on no win, no fee terms. Those firms fund the litigation upfront and only recover if claims succeed. The July judgment removed the legal foundation for most of the claims: three of the five manufacturers tested were cleared entirely, and the narrower British definition of a defeat device undermines the wider claims against the other nine manufacturer groups — including Vauxhall, BMW, Jaguar Land Rover and Volkswagen/Porsche — whose cases were queued behind the lead trial. With most routes to compensation closed unless the judgment is overturned, firms have stopped taking on new claimants, and referral services like ours have paused with them.

What happens next

Two things are still live. First, a further trial is listed for October 2026 to decide what follows from the findings that did succeed — including any damages for the affected Mercedes and Peugeot/Citroën vehicles. Second, the claimant firms, who represent 1.6 million vehicle owners, have said they are considering seeking permission to appeal, arguing the court's narrow reading of the law is out of step with the rest of Europe.

The realistic projection

Based on where things stand today: if permission to appeal is refused or an appeal fails, diesel claims in Great Britain will likely be limited to the specific Mercedes and Peugeot/Citroën findings, with damages decided from October 2026 — a far smaller pool than the millions of vehicles originally claimed for. If an appeal succeeds, the wider litigation could revive, but appellate proceedings would realistically run into 2027 or beyond before any compensation flows. Either way, no new claim started today would progress until the appeal position is settled. We'll update this page as the litigation develops, and if claims reopen we'll say so here first.

What you can do now

There is nothing you need to do, and nothing you can usefully pay anyone to do. Be cautious of any service still advertising diesel emissions eligibility checks or asking for upfront fees — the litigation position above applies to everyone. If you registered with a law firm before the judgment, your position is protected by that firm and you should direct questions to them. If you'd like to be told if diesel claims reopen, you can contact us.

What was the diesel emissions scandal?

'Dieselgate' began in 2015 when Volkswagen admitted fitting software to diesel cars that recognised laboratory emissions tests and reduced emissions only during testing. In real-world driving, affected cars emitted far more NOx than their official figures. VW settled the English claims against it in 2022. The Pan-NOx litigation extended the same core allegation — cycle-recognition software and other emissions strategies — to most major diesel manufacturers who sold vehicles under the Euro 5 and Euro 6b standards, roughly 2009 to 2016. It is that wider allegation the High Court has now largely rejected under British law.

Common questions

Can I still make a diesel emissions claim?

Not at the moment. Following the 10 July 2026 judgment, firms are not opening new diesel claims while appeals are considered. If the position changes we will update this page.

I already joined a diesel claim — what happens to it?

Your claim remains with the law firm running it. Claims tied to the successful findings (certain Mercedes and Peugeot/Citroën vehicles) proceed to the October 2026 remedies trial; the rest depend on whether an appeal is pursued and succeeds. Your firm will write to you — you don't need to do anything.

Why did the UK reach a different answer from Europe?

The judge decided, post-Brexit, not to follow the EU Court of Justice's case law on what counts as a defeat device, and applied a narrower interpretation. That is the central issue any appeal would test.

Could diesel claims come back?

Yes, in two ways: an appeal could overturn the narrow interpretation and revive the wider litigation, or the October 2026 trial could establish compensation for the vehicles where findings succeeded. Neither would produce quick payouts — think 2027 at the earliest for any wider revival.

Is this the same as the VW emissions settlement?

No. Volkswagen settled the English claims against it in 2022 for £193 million without admitting liability. The Pan-NOx litigation covers the other manufacturers, and it is that litigation the July 2026 judgment addresses.

Diesel emissions claims are currently paused in the UK