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Legislations worldwide have started imposing stringent emission standards for particulate matter (PM) emitted by diesel engines. The main reason for these actions is the adverse effects on human health caused by particle emissions. Conventional ceramic Diesel Particulate Filters (DPF) have proven exceptionally effective in reducing particulate emissions with efficiencies of 90% or more. However, these filters require regular active regenerations as well as periodical ash removal in order to avoid a blockage of the exhaust line. These procedures are both costly and complex and as a result alternative aftertreatment solutions have been developed. One of these solutions is the Particle Oxidation Catalyst, POC-X. The main aim of the POC-X is not to equal the high efficiencies of the DPF, but to achieve the best possible particle reduction without creating the risk of blocking or the need for complex filter regeneration procedures.

In order to meet the challenging CO2 targets beyond 2020 without sacrificing performance, Gasoline Direct Injection (GDI) technology, in combination with turbo charging technology, is expanding in the automotive industry. However, while this technology does provide a significant CO2 reduction, one side effect is increased Particle Number (PN) emission. As a result, from September 2017, GDI vehicles in Europe are required to meet the stringent PN emission limits of 6x1011 #/km under the Worldwide harmonized Light vehicles Test Procedure (WLTP). In addition, it is required to meet PN emission of 9x1011 #/km under Real Driving Emission (RDE) testing, which includes a Conformity Factor (CF) of 1.5 to account for current measurement inaccuracies on the road. This introduction of RDE testing in Europe and China will especially provide a unique challenge for the design of exhaust after-treatment systems due to its wide boundary conditions.