PGMs' prominent and lasting role in ultra-clean cars

PGM catalysts make ICE and hybrids ultra‑clean – already today

Modern gasoline and diesel exhaust after‑treatment systems rely on platinum‑group metals (PGMs) in close‑coupled and under‑floor catalysts, gasoline particulate filters and advanced control strategies to cut pollutants far below legal limits. 

In recent years, IPA has partnered with the Association for Emissions Control and Climate (AECC) and other stakeholders to develop demonstrator vehicles that prove ultra‑low pollutant levels are achievable with state‑of‑the‑art emission control technologies. These vehicles show that combining advanced after‑treatment systems with optimised controls can deliver “ultra‑low” and even “zero‑impact” pollutant emissions from gasoline and diesel vehicles under a wide range of real‑world driving conditions.

One gasoline demonstrator combined multiple three‑way catalysts with a catalysed particulate filter and sophisticated controls to keep regulated pollutants close to background air levels, even when operated on sustainable e‑gasoline. A diesel demonstrator presented at the Vienna Motor Symposium achieved ultra‑low NOx emissions in challenging urban, motorway (up to 160 km/h) and hilly driving by using a modular after‑treatment layout optimised for both low and high exhaust temperatures. A heavy‑duty demonstration truck integrating proven PGM‑based and non‑PGM technologies has likewise shown that ultra‑low NOx, ammonia, nitrous oxide and ultrafine particle emissions are feasible with minimal CO₂ impact, including when running on 100% renewable fuels.

Hybrids as a key pillar of electrification
Hybrid powertrains pair an internal combustion engine (ICE) with an electric motor and battery, offering drivers an accessible first step into electrification while helping manufacturers lower fleet CO₂ emissions.

• Mild hybrids (MHEVs) use a small 48‑volt battery mainly to support auxiliaries and provide short boosts, improving efficiency without electric‑only driving capability.
• Full hybrids (HEVs) feature larger batteries, can move the vehicle over short distances in electric mode at low speeds, and significantly cut fuel consumption in urban traffic.
• Plug‑in hybrids (PHEVs) extend this concept with much larger batteries that can be charged from the grid, allowing 50–60 miles of electric‑only driving in typical models before the ICE is needed for longer trips.

In the European vehicle fleet, hybrids already account for more than 10 million cars, underlining their mass‑market role in the transition away from pure ICE.

Why clean ICE and e‑fuels should remain part of the mix

The IPA–AECC demonstrator vehicles illustrate that ICE vehicles equipped with state‑of‑the‑art PGM‑based after‑treatment and appropriate engine calibration can reach ultra‑low pollutant emissions even when running on renewable fuels such as e‑gasoline.  When such fuels are produced using captured CO₂ and renewable electricity, life‑cycle greenhouse‑gas emissions can be dramatically reduced, aligning clean combustion with climate‑neutrality goals while leveraging existing vehicle and fuel infrastructure. Hybrids equipped with advanced after‑treatment combine efficient ICE operation with electrified driving, further lowering fuel use and CO₂ emissions without compromising long‑distance capability or refuelling convenience. Maintaining a technology‑neutral framework that allows new ICE and hybrid vehicles operating exclusively on certified CO₂‑neutral fuels beyond 2035 would safeguard affordability and consumer choice while still meeting air‑quality and climate targets.

Euro 7 and the regulatory context for 2035
Upcoming Euro 7 standards further tighten pollutant limits and durability requirements, with NOx caps of 60 mg/km applied across fuel types and extended compliance over 10 years or 200,000 km, reinforcing the need for robust PGM‑based catalysts. At the same time, the EU’s CO₂ framework under Regulation (EU) 2023/851 requires a 100% tank‑to‑wheel CO₂ reduction for new cars and vans from 2035, effectively phasing out new fossil‑fuel ICE vehicles under current rules. Political debate has intensified, and recital 11 of Regulation 2023/851 already asks the Commission to develop a path for registering cars that run exclusively on CO₂‑neutral fuels after 2035, specifically to address e‑fuels. In parallel, discussions around implementing Euro 7 and defining the role of e‑fuel‑only vehicles show that legislators recognise the potential of clean combustion technologies within a broader climate‑neutral mobility mix.

Call for a balanced 2035 outcome
Experience from IPA and AECC demonstration programmes shows that the technologies required for ultra‑low pollutant emissions in light‑ and heavy‑duty vehicles are already available today and can be implemented at relatively low additional cost. With Euro 7 set to raise the bar further, PGM‑based emission control systems will continue to ensure that modern hybrids and ICE vehicles – especially when combined with sustainable e‑fuels – are effectively “near‑zero” in terms of air‑quality impact over the vehicle lifetime. Rather than a de facto blanket phase‑out of combustion technology, EU policy should recognise these advances by enabling the registration of ICE and hybrid vehicles running exclusively on CO₂‑neutral fuels after 2035, alongside battery‑electric and fuel‑cell models. Such a balanced regulatory pathway would allow Europe to harness the full potential of clean combustion, PGMs and renewable fuels in delivering climate‑neutral mobility for all segments of society.