Gasoline direct injection volumes have soared over the the years. The bragging fights to who re-introduced gasoline direct fuel injection (GDI) to Europe go to Renault, which announced GDI engines for its 2000 Megane coupe and cabriolet, at the recent Frankfurt Auto Show. In doing so, the French automaker beats Volkswagen, whose own GDI engine program is said to be roughly one year behind schedule. Being first to market also prepares the automaker for the GDI war that will soon erupt in Europe.

Considering some major automakers' stated plans, GDI appears prepared to take the European auto industry by storm. Besides Renault, other plans include:

* VW's EA111 engine program, when it's finally launched in mid-2000, will field one million GDI engines by 2004. The program is aggressive, note analysts, because VW feels its corporate fuel economy is slipping behind the other Europeans'. VW has promised that its gasoline engine families will be totally GDI by the early 2000s.

* General Motors' Opel group will lead the automaker's HPDI parade In Europe. But original volume targets have already been cut, indicating a reluctance to fully commit to the technology just yet. Opel was pressing to get a higher percentage of Siemens-fitted HPDI engines (the so-called Family I program) that were expected to total 800,000 units a year by 2003. Now the program will deliver 400,000 annually by 2005.

Still the technology's front runner, Mitsubishi has sold 150,000 GDI cars for Europe, and another 450,000 for Japan, since 1996.

The issue of GDI sweeping Europe is an open one," comments George Perry, president of Siemens Automotive's North American operation in Auburn Hills, Mich. "The issue of how quickly the energy companies deliver high quality, low-sulfur gasoline is a factor in how quickly we see GDI spread."

Perry believes GDI is the gasoline engine's response to the common-rail diesel for light vehicles. "Both are aimed at improving fuel card economy, with the potential for lower emissions," he says.

When, or whether, GDI invades the U.S. is currently a moot point, because of low gasoline prices. For the moment, GM, Ford and DaimlerChrysler are spending their engine development funds on variable valvetrain technologies. GM has reportedly solicited some GDI fuel systems bids, but suppliers say they're only for development, not production. However, the factor that could open the gates for GDI is the possibility of higher light truck fuel economy standards. If the government decides to raise light truck CAFE regs even halfway to passenger car levels -- up 3 mpg, to 24 mpg -- Mobile Phone Deals "it would be marvelous for GDI," says Perry with a grin.

The word "re-introduce" is appropriate here, because Mercedes-Benz fielded GDI sports cars (the famous SLs) with mechanical Bosch direct-injection, in the mid-1950s. But rather than seeking high output and performance, the new Renaults are designed for high economy and low exhaust emissions. GDI engines, which inject fuel directly into the combustion chamber, can average up to 20% better fuel economy than port-injected engines. Reasons include improved fuel control and atomization of the high-pressure system, and the ability of some engines to switch to lean-burn combustion under low-load operation.

With proper advanced aftertreatment, such as NOx catalysts, GDI systems also have the potential to deliver about 10% lower exhaust emissions. Siemens supplies Renault's entire high-pressure direct injection system (HPDI), which operates at 1,450 psi to 2,900 psi (100 to 200 bar). The system includes everything from induction through fuel rail and injectors, and exhaust gas recirculation (EGR) control.

Renault initially has modest production plans for the system, which it calls IDE (Injection Directe Essence) F5R. First year volume will be 25,000 units, ramping up to 75,000 engines within two or three years, says Al Bolckaert, Siemens Automotive's vice-president and general manager of the emission components division, in Chatham, Ont. Canada.