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exchangers, NOx abatement to
the foregoing), diesel engines
(gaseous ammonia injection;
diesel particulate flters; diesel
oxidation catalysts; SCR; NOX
adsorber; fabricated manifolds;
lightweight mufers and thin-
wall pipes; heat exchangers;
vaporizers; electronic EGR valves;
low-temperature SCR; SCR coated
flters; compact mixing), and even
gasoline and diesel hybrids, be
they micro, mild, full, or plug-in
(catalytic converter systems;
ultra-thin substrate converters;
diesel aftertreatment; semi-
active mufer valve technology;
fabricated manifolds; lightweight
mufers and thin-wall pipes; heat
exchangers).
Whereas some companies fnd
meeting emissions requirements—
and Jackson points out that
regulations are global, with
variations from country to
country, but overall a tightening
of the requirements—to be a
challenge, at Tenneco, it is an
opportunity, and a big one at
that. They estimate that the
original equipment market for
Clean Air will be $100-billion by
2025, including light vehicles,
commercial truck, of-highway,
locomotives and marine, and
stationary applications; of that
number, light vehicles account
for 50% (although Tenneco has
technologies that address each of
those categories).
"Last year," Jackson says, "we
spent about $313-million
on engineering research and
development out of $8-billion in
revenue. We want to make sure
we have the right technologies
for our customers so that they
can achieve emissions compliance
and great vehicle dynamics."
(Walker and Monroe, which are
ride-and-handling component
and system suppliers, are the Ride
Performance part of Tenneco's
business, which represents some
32% of the revenue, with Clean
Air accounting for the rest.)
As the industry moves toward
2018 and beyond, clearly that's
money well spent.
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