BMW Adding Particulate Filters To All Gasoline And PHEV Models Sold in Germany


Starting next month, all BMW gasoline and plug-in hybrid vehicles sold in Germany will be fitted with a Gasoline Particulate Filter (GPF) to reduce emissions.

The move will bring all BMW gasoline vehicles in compliance with the first phase of the strict Euro 6d emissions standard a full year ahead of the September 2019 implementation date for the first stage of the new regulation. The second stage of the Euro 6d emissions standard begins in 2020, and will require further reductions in emissions for all passenger vehicles.

From the BMW press release:

BMW continues to consistently pursue the improvement of emissions in all combustion engines in summer 2018. As of July 2018, all petrol and plug-in hybrid models of the brand available in Germany will be fitted as standard with a petrol engine particulate filter and thus will already comply with the exhaust standard Euro 6d-TEMP. BluePerformance Technology including SCR catalytic converter with AdBlue injection has been a standard feature of all BMW diesel models since March 2018. This means they all offer highly efficient, multi-stage exhaust gas treatment consisting of NOx storage catalytic converter and SCR system (Selective Catalytic Reduction). Due to the particularly effective reduction of particulate emissions achieved, these comply with what will then be the most rigorous exhaust standard, namely Euro 6d-TEMP. In addition, another 39 diesel models will be going on the market with Euro 6d-TEMP rating.

In addition to the new Euro 6d standard, all passenger vehicles in the EU must also pass the Real Driving Emissions (RDE) test, designed to measure pollutants emitted while driving on the road. These tests are conducted while driving on real roads, instead of inside a controlled test facility. One can’t help but think of the Volkswagen Diesel scandal when discussing the importance of this kind of test. If this had been in effect years ago, VW may not have been able to implement the defeat-device they did to produce erroneously low emission results on their diesel vehicles.


It’s good to see the EU stepping up their efforts to reduce passenger vehicle emissions, and it’s equally good to see an automaker like BMW meeting the standards a year before they are actually forced to.

But beyond all that, this has to be seen as a win for pure electric cars too, as now PHEVs carry extra parts cost and more emissions equipment. In the future, it’s only going to get harder to make anything with an engine comply with standards, so electric is surely the way forward.

Follow this link below to view BMW’s full press release.

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14 Comments on "BMW Adding Particulate Filters To All Gasoline And PHEV Models Sold in Germany"

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SCR was the dividing line, between VW’s gross failure (up to 2.80 grams/mile without) and others rule-breaking (.2-.4 grams/mile with). Tier 2 bin 5, from around 2008 in U.S., is .07gr/mile, or less.

The EU claimed to emphasize CO2 over NOx, which leads to favouring diesel. The US the opposite. Their respective manufacturer’s strengths happen to align perfectly with what the regulations in each market favours. Detroit’s cheap but relatively simple and fuel-inefficient machines are much more competitive when fuel is cheap, and vice versa when it’s very expensive due to high fuel taxes. Again the regulations happen to align with the interests of the national champions. I think the EPA has been a much more effective regulator for cars than the EU. But the main reason is that it is federal, while in the EU you had a national authority in each country with powers to approve a car for the whole market. This was lucrative business, since (on both sides of the Atlantic) the actual testing was done by the manufacturers themselves (or more often firms hired by them) and it was a matter of reviewing and rubber-stamping documentation. Luxembourg is one of the authorities that approves most cars as compliant with regulations, and no country in the EU or EEC can then disallow the car for sale, since that would violate the single market principle. So you had 26 regulators… Read more »

Exactly, screams race to the bottom and hence failure by design..

I’ve used “regulatory capture” to describe what you wrote, but it wasn’t quite opposite goals. Euro 5 rules (pre-2012 or so) had NOx limits. Both sides of the pond were placing a ceiling on NOx. It was more that the US was first to move to a standard we now know effectively requires SCR. Give or take a year, we moved down to .07gr/mile in ~2008, while Europe moved to Euro 6 (or .08gr/kilometer, I think) in 2012. These changes were well telegraphed, and as you point out, the means to circumvent were more easily exploited in Europe.

The academic nit-pick I find myself in most, is between VW Group and everyone else. I still find it important not to put all makes in VW’s camp. That’s because a number of makers (GM, BMW, Mercedes) were making diesels in the US w/SCR throughout this time. VW’s “lean NOx trap” was a known failure point (using diesel-rich mixture, higher particulates, to insufficiently get NOx down).

The fact that BMW had so little trouble meeting the new standards actually demonstrates that they are not all that strict, and highlights how unnecessarily lax the regulations have been so far.

Obviously the regulator has to balance many conflicting concerns – mainly jobs and the environment. With national authorities supposed to enforce the rules, but power to declare a product compliant and no other national authority able to contradict it, thereby giving it access to the whole internal market (EU + EEC) there was a system that almost guaranteed a race to the bottom as the 26 authorities were effectively competing for manufacturer’s business. The new regime still suffers from this fundamentally poor design, but at least the European Commission now has the power to oversee and override national authorities. Along with the tighter regulation the situation should improve.

Will this lend diesel new life? Possibly. But it seems more likely electric will outdo it simply on direct cost to the consumer. And then it’s probably game over except maybe for some niche applications.

How do you know how much trouble it was for BMW to meet the new registrations? You can’t assume an iceberg is small because of what you see obove the surface.

Particulate filters have been on Diesels for a long time, SCR is also a diesel tech, and all the “XYZ Blue” stuff, is basically a nice marking name for urea additions to the DN exhaust – So the news here (as I read it), is the addition of GPF (Gas Particulate Filters), on standard ICE+PHEVs – which I thought only really came into play, when ICE engines moved to GDI (direct injection), which adds a bunch to efficiency, but at the cost of more fine particles (which the GPF then cleans up)..

So either I’m missing the “mass move” of BMW to GDI, as thought the standard was 5 mg/km for the Euro 5 (2009) and 4.5 mg/km for the Euro 6 (2014) standards for particulates, so that doesn’t seem that big a change (at least to me) – The Euro 6d standard is for diesels – see: – So I’m still not clear why the add of GPF to all petrol+ICE engines..

See: and

Again, I’m clearly missing something in this article as to WHY the petrol mandate of GPF’s with no mention of GDI

Afaik all BMWs gasoline are direct injection – no more naturally aspirated, and so are almost all other cars – in the EU at least, because of the higher efficiency you’ve mentioned. Afaik for BMW they put an i at the end of each model name for direct injection motors (eg 325i). Volkswagen uses the name TSI etc etc.
Most of the newer super downsized turbo direct injection engines would have needed a gpf from the beginning, being not seldom worse than diesels with particulate emissions.
The whole regulation or better enforcment in the EU was a yoke as it has been explained well by other commenters here. Hope this changes after the scandal to the better (where way more manufacturers than just VW were involved..).

It’s simple, the new EURO6d-TEMP has the same PM values as EURO6 but the test procedure has been changed to WLTP + RDE (real driving emissions with PEMS).

GDI or not, doesn’t matter, what matters is the tailpipe emissions, even PFI engine can have too much particulates and even GDI engine can run clean so it doesn’t need a filter, but in general yes all new GDI engines will need filter. Maybe the exception will be engine with both direct and indirect injectors (D4-S) but as far as I know none of this type of engine has been homologated under EURO6d-TEMP yet.

All those cars are GDI since really long. If you want an efficient engine there is no other choice.

Prius engine is PFI, would you call that engine inefficient?

We have turbo DI engines predominately because of other characteristics not just Efficiency.

Gasoline vehicles were allowed to emit way more particulates than Diesel engines. It’s mainly a problem of direct injection engines (that’s why they’re bad) and only now they also have to reduce particulates like Diesel engines.

Hey BMW, instead of going to so many great lengths just to filter and clean up your ICE platform, why not just go electric??

I was offered a BMW 330E at a very good price while I waited for my Tesla 3 and Jaguar i-Pace but I turned the offer down due to these issues.