Next Generation eCall Finally Moves to 4G and 5G

Back in 2022, I wrote about the transition from the original eCall system to Next Generation eCall, or NG eCall. At the time, one of the big concerns was what would happen to millions of vehicles relying on 2G and 3G as mobile operators gradually switched off these legacy networks.

Four years later, the transition is no longer something happening in the distant future. 2026 is an important year for NG eCall in Europe.

For anyone unfamiliar with eCall, it is the European emergency calling system built into vehicles. Following a serious accident, the vehicle can automatically call the European emergency number 112, or the call can be triggered manually. Along with establishing a voice connection, the vehicle sends a Minimum Set of Data (MSD) containing information such as its location, direction of travel and other relevant vehicle information. eCall has been required for new M1 and N1 vehicle types in the EU since April 2018.

The problem is that the original eCall architecture was designed around circuit-switched 2G and 3G networks. The MSD is transferred using an in-band modem during the emergency voice call.

NG eCall takes a different approach. It uses packet-switched connectivity and IMS, allowing eCall to operate over 4G LTE and 5G. At the protocol level, it becomes an IMS emergency call, with SIP used for call signalling and the eCall MSD carried as emergency-call data within the SIP-based session.

This transition became much more significant on 1 January 2026. From that date, new M1 and N1 vehicle types in the EU have to support packet-switched eCall. Public Safety Answering Points (PSAPs) that were already deployed are also required to support eCall over packet-switched 4G/5G networks from the beginning of 2026.

The standards have continued to evolve as well. Commission Delegated Regulation (EU) 2025/1871 updated the regulatory references to the newer EN 17184:2024, covering eCall high-level application protocols using IMS over packet-switched networks, and EN 17240:2024, covering end-to-end conformance testing. There are transitional arrangements during 2026, with the newer EN standards becoming mandatory for new type approvals from 1 January 2027.

There is also evidence that the ecosystem is moving from specifications to actual interoperability testing. In June 2026, ETSI organised its latest NG eCall Plugtests in Ljubljana. Testing focused on interoperability between In-Vehicle Systems (IVS) and PSAPs over 4G LTE, and importantly included access to a real Telekom Slovenije mobile network rather than relying entirely on simulated infrastructure. Testing used ETSI TS 103 683, with EN 17240:2024 conformance testing also supported.

However, moving new vehicles to NG eCall does not make the legacy problem disappear.

The existing European vehicle fleet contains a very large number of cars whose eCall systems still depend on 2G/3G. EU rules therefore require PSAPs to continue supporting circuit-switched eCall while at least one circuit-switched mobile network remains operational in the relevant Member State.

A European Commission Joint Research Centre study published in May 2026 highlights the scale of the challenge. Its modelling estimates that there could still be around 66.8 million passenger vehicles equipped with circuit-switched eCall at the end of 2027. The study considers several possible mitigation approaches, including upgrading suitable existing eCall units to 4G, using 4G-capable third-party eCall systems and providing aftermarket solutions for vehicles that cannot otherwise be upgraded.

So, in some ways, we now have two parallel eCall transitions taking place. New vehicles and emergency infrastructure are moving towards IMS-based NG eCall over 4G and 5G, while the industry still has to work out how to keep tens of millions of older vehicles able to contact emergency services as 2G and 3G networks disappear.

The short Rohde & Schwarz video below provides a good overview of how eCall and NG eCall work, followed by an explanation of how the technology can be tested from the GNSS module and telematics control unit (TCU) through to complete vehicle-level testing.