EGR (Exhaust Gas Recirculation) is one of the key technologies that could reshape the industry. As an analyst pointed out, "The price advantage of EGR technology exceeds 10,000 yuan." Under the pressure of cost-cutting, companies adopting EGR have gained a competitive edge. The EGR camp is growing rapidly. In September, major manufacturers began focusing on selling National III models. FAW reported that 70 to 80% of its heavy trucks sold in September were National III models, compared to only around 50% in August. Similarly, Shaanxi Automobile saw sales of China III vehicles rise to 70-80%, while CNHTC had 80% of its heavy truck sales being EGR-equipped models. It's safe to say that from September onward, the country officially entered the era of National III standards. From a global perspective, National III emission standards primarily rely on three main technologies: high-pressure common rail, single-pump systems, and pump-nozzle technology. Most engine manufacturers, including Weichai, Shangchai, Yuchai, Chaochao, Cummins, Xichai, and Dichai, are using common rail and single-pump technologies. However, CNHTC took a different path by developing its own EGR technology, which has proven highly effective in the Chinese market. Their EGR engines offer a lower cost, making them more attractive for domestic use. According to Qing Qingtian, Deputy General Manager of China National Heavy Duty Truck (Hong Kong) Co., Ltd., EGR-based National III trucks are about 10,000 yuan more expensive than National II models, while those using high-pressure common rail are nearly 20,000 yuan pricier. Additionally, EGR engines are more adaptable to local conditions and have lower maintenance costs, making them well-suited for China’s market. CNHTC’s competitors also believe that by the end of this year and into next spring, the National III market will be dominated by EGR engines, with high-pressure common rail struggling to become the mainstream. Although Bosch recently reduced the price of its electronically controlled common rail system by approximately 5,000 yuan per unit, it is still significantly more expensive than EGR. Companies such as Dongfeng Liuzhou Automobile, Hualing, and Jianghuai Geerfa have all shifted toward EGR-powered heavy trucks. The Panchao Diesel Engine Group is also planning mass production of Weichai EGR engines. Meanwhile, the "secret" behind EGR engines developed by various engine suppliers has started to come to light. Reports indicate that FAW’s built-in EGR III engine has passed bench tests and is currently applying for type approval, with production expected soon. Companies like Yuchai, Shangchai, and Xichai are also working on EGR engines, with development cycles ranging from 3 to 6 months, and they plan to launch their products by the end of the year. The EGR camp is clearly expanding. The impact of EGR technology is already reshaping the industry, especially for Chinese heavy truck manufacturers leading with EGR technology. This innovation could challenge Dongfeng’s long-standing second-place position. According to data from the China Association of Automobile Manufacturers, FAW remained at the top with 94,853 units sold between January and August. Dongfeng and CNHTC followed with 89,226 and 85,049 units respectively. However, in September, CNHTC’s sales surged far beyond both. By the first nine months of the year, the gap between CNHTC and Dongfeng was just over 1,000 units, while the gap with FAW had narrowed to about 6,000. This suggests that CNHTC is likely to surpass Dongfeng in October, potentially becoming the second-largest player in the industry. CNHTC sold nearly 95,000 heavy trucks from January to September and is on track to meet its annual target of 125,000 units. Moreover, according to international standards that define real heavy trucks as those weighing over 16 tons, CNHTC has already surpassed both FAW and Dongfeng in terms of volume, securing the top spot in the industry last year.

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