The transition from Euro 6 to Euro 7 marks a major shift in European emission-control regulations. These new rules reshape catalyst design, durability expectations, and real-world performance requirements. They also increase the technical burden on t\u0159\u00edcestn\u00e9 katalyz\u00e1tory<\/a>, diesel aftertreatment systems, and particulate-control technologies. To comply with Euro 7, manufacturers must improve catalyst activity, reduce ultrafine particles, manage new pollutants, and ensure long-term system stability.<\/p>\n\n\n\n Euro 7 expands pollutant categories, tightens durability limits, and adds new test conditions that capture real-world driving more accurately than Euro 6. This pushes catalyst engineering toward faster light-off performance, better thermal resistance, and enhanced monitoring strategies.<\/p>\n\n\n\n Euro 6 regulations have controlled NOx, CO, PM, and hydrocarbon emissions since 2014. Euro 7 builds on this foundation but broadens the scope. It adds ammonia and nitrous oxide limits, regulates particles from 10 nm, and introduces standards for brakes and tires.<\/p>\n\n\n\n Euro 7 differs from Euro 6 in several ways:<\/p>\n\n\n\n These changes require more advanced catalyst chemistry and stronger system integration.<\/p>\n\n\n\n Euro 7 requires catalytic converters and filters to remain effective for 200,000 km or 10 years<\/strong>, which doubles Euro 6\u2019s 100,000-km requirement. Manufacturers need stronger substrates, more stable washcoat formulations, and optimized PGM distribution.<\/p>\n\n\n\n To meet durability goals, catalyst engineers focus on:<\/p>\n\n\n\n Euro 7\u2019s OBD rules also require earlier detection of catalyst degradation, which demands more sensitive monitoring sensors and software.<\/p>\n\n\n\n Euro 7 regulates particles down to 10 nm (PN10)<\/strong>, while Euro 6 covered only 23 nm (PN23). This forces the adoption of higher-efficiency gasoline particulate filters and more advanced diesel particulate filters.<\/p>\n\n\n\n To meet PN10, engineers improve:<\/p>\n\n\n\n This impacts gasoline, diesel, and hybrid powertrains.<\/p>\n\n\n\n Euro 7 introduces new emission limits that influence catalyst chemistry.<\/p>\n\n\n\n Euro 7 restricts ammonia slip from SCR systems. Manufacturers must use:<\/p>\n\n\n\n N\u2082O becomes a regulated pollutant. Catalyst choices shift toward:<\/p>\n\n\n\n This change reduces greenhouse-gas emissions and improves real-world performance.<\/p>\n\n\n\n Euro 7 expands RDE test coverage. Catalyst systems must work at:<\/p>\n\n\n\n Manufacturers must implement faster light-off for t\u0159\u00edcestn\u00e9 katalyz\u00e1tory <\/a>using:<\/p>\n\n\n\n Diesel systems must integrate:<\/p>\n\n\n\n These enhancements ensure stable NOx conversion during low-speed, low-load city driving.<\/p>\n\n\n\nEuro 7 Represents a Major Step Beyond Euro 6<\/h2>\n\n\n\n
\n
Catalyst Durability Requirements Increase<\/h2>\n\n\n\n
\n
Ultrafine Particle Regulation (PN10)<\/h2>\n\n\n\n
\n
New Pollutant Categories<\/h2>\n\n\n\n
Ammonia (NH\u2083)<\/h3>\n\n\n\n
\n
Nitrous Oxide (N\u2082O)<\/h3>\n\n\n\n
\n
Real-World Driving Emissions Testing<\/h2>\n\n\n\n
\n
\n
Table 1. Euro 6 vs Euro 7 Key Technical Differences<\/h2>\n\n\n\n
Parametr<\/th> Euro 6<\/th> Euro 7<\/th> Dopad<\/th><\/tr><\/thead> Trvanlivost<\/td> 100 000 km<\/td> 200,000 km<\/td> Requires stronger catalysts<\/td><\/tr> Particle Size<\/td> 23 nm<\/td> 10 nm<\/td> Higher filter efficiency<\/td><\/tr> NOx<\/td> M\u00edrn\u00fd<\/td> Stricter<\/td> Advanced SCR\/TWC designs<\/td><\/tr> Ammonia<\/td> Not regulated<\/td> Regulated<\/td> Needs ASC catalyst<\/td><\/tr> N\u2082O<\/td> Not regulated<\/td> Regulated<\/td> Vanadium SCR trend<\/td><\/tr> RDE thresholds<\/td> Limited<\/td> Expanded<\/td> Cold-start optimization<\/td><\/tr> Brake\/tire particles<\/td> \u017d\u00e1dn\u00fd<\/td> Ano<\/td> Applies to EVs too<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Euro 7 Requirements for Diesel Engines<\/h2>\n\n\n\n
\n
Euro 7 Requirements for Gasoline Engines<\/h2>\n\n\n\n