The best way to do that is with better fuel injectors. If diesel-engine manufacturers want to avoid adding new, expensive systems to clean up the exhaust after combustion, they must improve the diesel combustion process. But by the time Euro 5 becomes law, possibly in 2008 or 2009, the NOx limit is likely to be 170 milligrams per kilometer. The initial EU proposal for Euro 5 standards called for reducing NOx emissions to 200 milligrams per kilometer, from 250 milligrams, and particulates to 5 milligrams per kilometer, from 25 milligrams, for diesel engines. Until Delphi decided to try extending the use of solenoid injectors, many industry executives expected that Euro 5 standards for oxides of nitrogen (NOx) and particulate emissions would force most manufacturers to switch to piezo injectors. That pushes the total European injector volume beyond 80 million units a year. Suppliers decline to discuss revenues from injectors, but one unit of the complex part is needed for every cylinder in a car engine. The injector debate pits a well-established technology being pushed toward its known performance limits against a more costly, undeveloped one with perhaps greater potential. says it can improve the performance of conventional solenoid - or electromagnetic - injectors enough to avoid investing in piezo injectors.ĭenso, of Japan, the fifth and smallest of the leading injector manufacturers, plans to continue developing both technologies. German suppliers Robert Bosch GmbH and Siemens VDO Automotive and Italian supplier Magneti Marelli say injectors using piezo technology are the only way large diesel engines can meet future Euro 5 rules. Suppliers of diesel fuel injectors are fighting a technology battle to win new business as tougher European Union emissions rules take effect before the end of the decade.
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