EGR is fully rolled out at the age of
China National Heavy Duty Truck's EGR III engine ushered in its first birthday this month. Prior to the implementation of the National III emission standard on July 1 last year, Heavy Gas successfully avoided the high costs associated with the use of high pressure common rail injection systems and quickly won the market. However, CNHTC's approach has also incurred a huge criticism. "Fake country III", "Sacrificial fuel consumption for emissions", "Quality instability" and other hats have been detained in China's largest heavy truck company. But ironically, the heavy truck competitors quickly fell to EGR, and today mainstream heavy truck companies have almost their own EGR products. Faced with this strange phenomenon, what kind of mentality should we embrace to celebrate birthdays for EGR?
On June 18, Beijing's temperature dropped and there was a lot of haze. On the outskirts of the northeastern suburb of Xuxinzhuang, manager Zhang of FAW Liberation 4S Store told reporters: “Beijing is not only us. The dealers of Sinotruk do not sell vehicles equipped with EGR, but the EGR in the field is selling well because of Beijing. The environmental protection requirements are higher than in the field." According to the report, although various engine companies have EGR products, only one or two types of heavy-duty EGR products are included in the environmental protection catalog. Does CNG's EGR pass the environmental certification but does not sell in Beijing because Beijing users prefer common rail?
Is winning the market a victory?
In the 4S shop of China National Heavy Duty Truck, which is 300 meters away from the Liberation 4S shop, manager Wang Xueying confirmed to reporters, "We shop for the Beijing market and have not sold EGR products this year. Beijing has more users for common rail cars, and sold some last year. EGR."
Manager Wang revealed to reporters at the same time that the EGR in Hebei Sanhe sells well and you can call to ask.
Miho, the manager of Sunhe Truck Group, is obviously very busy. He did not want to disclose to reporters the specific conditions of specific sales of EGR models. It simply gave three words: "It's OK."
After the manager of Liberation 4S Store Zhang introduced the reporter’s contact with Mr. Shi who had recently purchased 20 Liberation Aowei. "I have 50 cars here, common rails or single pumps. I heard that the EGR car is not stable. Unplugging the control line will turn into a State II car. The fuel consumption will come down. I don't know if it's true. "" Mr. Shi said.
At the same time, the reporter asked Wang Xueying, the manager of SS4S, to provide contact information for some users who bought EGR vehicles at the store last year. Manager Wang promised to send it to the mailbox in the afternoon and there was no audio until the next day.
Contrast with the EGR in Beijing, it was not long ago that Dongfeng Cummins joined the EGR camp. The media commented that the last major engine company in the country was also in the end. In 2009, the heavy truck market was completely submerged in the sea of ​​EGR.
EGR has already won the market, and it is likely to expand the market, but is it a victory in the market? There is little interest in Beijing, and sales outside Beijing are hot. This is arguable. Is EGR really impossible to achieve the national III standard? Was it really true that the “drinking throttle†and “smoky door†that Steam has been circulating for a year?
Protecting the industry is not a failure?
"Regardless of whether EGR technology is really stable and whether it is a true State III, I think it is a good thing for heavy-duty trucks to launch EGR," Ni Wei, vice president of ASIMCO Technologies Co., Ltd., told reporters. "EGR is not new technology. However, China's truck industry has achieved a smooth transition from State II to State III through it."
ASIMCO is one of the largest foreign-funded parts and components enterprise groups in China. The monopolized pump produced by its company is another solution to solve State III emissions. From this perspective, Ni Wei is looking for its own competition. Speak to your opponent. "EGR on the one hand forces foreign companies to monopolize the price of high-pressure common rail technology. On the other hand, there are many companies engaged in diesel fuel injection systems in the country. If countries across the country can only use common rails, then tens of thousands of people may immediately To be unemployed. Obviously, EGR has protected the stable development of the industry."
Consumers are certainly willing to accept cheaper products. The reporter posted a message in the two most popular truck forums in China asking how truck users saw the impact of EGR on China's heavy truck industry for a year. Many truck users responded that the prices of common rails had dropped.
However, some people hold different views. Some senior truck media people think that heavy truck companies generally do not master high-end injection technology. They are unable to shoulder the responsibility of assuming national III emission standards on their shoulders, but they have to bear it. As a result, Sinotruk caters to the consumer's preference for cheaper alternatives and uses the technology that is not advanced and is difficult to say for stability. "Chinese truck companies should unite and make their own consumers aware that taking responsibility for emissions is not only the responsibility of truck companies, but also the responsibilities of truck users rather than simply catering to consumers."
How to deal with the next emission standard?
In fact, most people in the industry have realized that the most fundamental reason that EGR technology has been transported to the historic stage by heavy trucks is that domestic companies do not master the core technology of high pressure common rail, but this point can not be a reason for the rational existence of EGR Debatable.
This year, CNHTC has launched a new high-end heavy-duty truck Howo A7. In this model equipped with the only AMT gearbox in China, CNHTC did not dare to use EGR, instead using the common rail system provided by Denso. On this point, there have even been comments that heavy trucks dare not play on the signboards.
According to industry insiders, from the perspective of the international engine industry, the most recognized among the three technologies for small and medium-sized engines is the "electronic control + high-pressure common rail" technology, which can be mass-produced to achieve a stable state III, plus post-processing to reach the country. IV and V, this point has become the industry consensus. The EGR installation of DPF can reach State IV, but it cannot achieve higher emission standards.
"To strictly implement the standards, we may need to spend more on our own, and we must bear more pressure. However, if we really improve the competitiveness of the industry, we will see an immediate improvement." Cummins (China) General Technical Advisor said to the media .
An article in the China Industry News last year also wrote: "Let EGR, such an outdated technology, pass through smoothly, and those enterprises that have already settled down to prepare for common rails will be overwhelmed." This worry is not without reason, there have been industry insiders worry that this year, the mainstream heavy trucks and engine companies have turned to EGR, a possible consequence is that domestic common-rail technology R & D has shelved again. When the next emission standard arrived, we still did not have our own technology to deal with it.
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