Delphi Enters High Volume Production With the World's First Diesel Fuel Injection System to Use Revolutionary Direct

PARIS, Sep 02 (MARKET WIRE) --
Delphi Corp. (PINKSHEETS: DPHIQ) is launching the next generation of
diesel fuel injectors -- the Delphi Direct Acting Common Rail system.
This launch follows five years of development by Delphi, working closely
with its vehicle manufacturer customers to help them address stringent
future emissions requirements. The new system is now entering production
and will be available on a European production car to be launched later
this year.

"I'm very excited and proud today, because Delphi is bringing a real
product -- not a concept -- to the market well ahead of competitors," said
Jose Avila, general manager of Delphi Diesel Systems. "Consumers will be
able to drive this system on the roads on a premium vehicle before the end
of this year," adds Avila.

In the patented Delphi Direct Acting Common Rail system, the injector
needle is set in motion directly by a piezo ceramic actuator, rather than
being moved via an electro-hydraulic circuit as with existing fuel
injection technologies. This enables the injector to spray fuel into the
combustion chamber faster and with much improved spray momentum and
accuracy and provides extremely fast opening and closing of the needle
valve, independent of injection pressure. The resulting improved
combustion control provides a considerable reduction in emissions, more
torque and power across all engine speeds and significantly improved fuel
economy and refinement.

Market:

"To help address the worldwide pressure on fuel prices and the increasing
concerns about global warming, our customers are accelerating the
introduction of technologies that reduce fuel consumption and cut
emissions of all pollutants, including those that are not regulated,"
said Avila.

One of the challenges for diesel engines is to reduce emissions of
Nitrogen Oxide (NOx). When Euro 6 is introduced in Europe in 2014, NOx
limits will have reduced by a factor of three(1) and particulate matter
limits by a factor of five(2) compared with current Euro 4 levels. In
North America, the challenge is even greater as the Tier II bin5 NOx
level, already in place, is equivalent to just 43mg/km compared with
250mg/km for today's Euro 4 and 80mg/km for Euro 6 (although these
figures are not absolutely comparable as legislated test cycles in
European and the United States are different).

An additional challenge is the current debate, led by Europe but also in
Japan and the United States, on the CO2 emission reduction to counteract
global warming. Targets for CO2 are today under discussion at a regulatory
level (the EU has proposed a very challenging 120g/km target by 2012)
while consumers are increasingly taking fuel economy and CO2 emissions
into account when making their purchasing decision.

"There is unfortunately a trade-off, as reducing NOx either through
in-engine measures or through de-NOx systems, can increase fuel
consumption and CO2 emissions," said Avila. "These challenges have led
Delphi to develop a range of new technologies, including the innovative
Direct Acting Diesel Common Rail."

Current injector technologies:

So far, injector technology has been categorised as either "solenoid" or
"piezo." In both cases, the injector needle is moved via a hydraulic
circuit controlled by a valve that is set in motion by an actuator --
either a 'solenoid' device or a 'piezo' device. This concept is called
"servo actuation."

The servo actuation family can furthermore be split into two categories,
referring to the pressures applied on both sides of the valve: one called
"balanced" and the other "unbalanced."

Therefore, the different types of injectors existing so far were:

-- servo-solenoid unbalanced valve (first Common Rail type introduced in
the market);
-- servo-solenoid balanced valve (Delphi's concept in production)
-- servo-piezo unbalanced valve (only type of piezo injector in
production to date);
-- (There is no servo piezo balanced valve design currently in
production).

The electrical energy required to move a balanced valve is much lower
than that required to move an unbalanced valve. The balanced valve
therefore allows a smaller actuator that can be driven at 12v (battery
voltage) and can be packaged inside the body of the injector and very
close to the needle tip. This in turns allows for shorter hydraulic
circuits and smaller moving masses, providing speed of needle actuation
in Delphi's servo-solenoid balanced valve design, equivalent to
unbalanced servo-piezo systems. This means that there are no significant
differences in performance between Delphi's balanced valve servo-solenoid
and competitors' unbalanced servo-piezo systems -- making Delphi's Multec
servo solenoid injector the best value solution in the market today,
offering equivalent performance to more expensive servo-piezo
technologies.

Direct Acting injector:

The new Direct Acting Common Rail from Delphi represents a further radical
break-through in diesel injection technology as for the first time the
injector needle is directly activated by the piezo stack, removing the
hydraulic circuit and its associated lag and energy consumption and
providing significant additional control possibilities for engine
designers. Other benefits include stability over its life time, robustness
of injected quantities for varying injection patterns, low shot to shot
variation of injected quantities and high spray momentum.

The Delphi Direct Acting diesel common rail system uses a patented Direct
Acting concept, where the piezo ceramic actuator directly operates the
needle valve of the injector for initial lifts, such as those obtained in
pilot injections, and a hydraulic amplifier is used to help complete the
lift for large injections. The concept eliminates the servo-hydraulic
circuit that other common rail injectors use. This allows the injector to
spray fuel into a diesel engine combustion chamber faster, with greater
accuracy and at higher pressures (up to 2000 bar) and with higher
efficiency than current injection technologies.

Piezo injectors use piezoelectric material to produce motion when excited
by an electrical voltage. It takes less than 100 microseconds to open and
close the needle valve of the injector and spray the high pressure diesel
fuel into the engine, allowing seven (or more) injection events per engine
cycle. Delphi's hydraulic circuit design makes best use of the
characteristics of piezo ceramic actuators: high force and speed with
efficient packaging. "This provides an advantage equivalent to raising the
system pressure by about 200 bar. In other words, the 2000 bar of a Direct
Acting Piezo injector has a performance comparable to a 2200 bar servo
injector," said Delphi Diesel Systems engineering director Dr. Detlev
Schoeppe. The injector's radically new operating principle is also
completely leak free, so no high pressure fuel is wasted into a return
flow, saving up to one kilowatt of lost energy used by today's servo
systems and removing the requirement for expensive fuel coolers.

This system was initially developed to optimize certain key performance
requirements expected to be enablers for future emissions legislation:

-- High mean effective injection pressure (Square rate of injection at
any pressure up to 2000 bar; today's servo systems are far from
square rate particularly in the low to mid rail pressures critical for
emissions control)
-- Multiple injection flexibility (seven injection events or more)
-- Capable of zero hydraulic separation between injections
-- Pressure reservoir within the injector thus avoiding pressure waves
between the injector and pressure supply, and their effects on
needle dynamics and injection quantity.
-- Fast opening/closing of the nozzle needle (close to 3m/s or three times
faster than today's systems)
-- Elimination of back-leak flow
-- Proportional control of needle lift by the Engine Control Unit (ECU)
allowing the rate of injection to be mapped into the ECU. This allows
separate optimization of idle noise, emissions and full load
performance where as today the rate of injection is controlled by the
injector hardware and is a compromise between the three different
areas.

Technology benefits: Less emissions, improved fuel economy and more
torque and power for greater driving pleasure

-- Less emissions: the faster needle actuation reduces the quantity of
fuel injected at low needle lifts, minimizing the highly variable spray
structure at the beginning and end of injection events, where much
lower momentum reduces the ability of the fuel jet to penetrate the
combustion chamber in a controlled manner and to provide the optimum
air fuel mix, leading predominantly to particulate matter or soot
formation. The Direct Acting spray reduces particulate matter by up
to 30 percent over today's servo systems at the same fuel pressure and
Exhaust Gas Circulation (EGR) levels. With the current fuel injection
technology, at medium to high loads, the use of high levels of cooled
EGR allows very low NOx levels to be reached but usually at the expense
of increased soot. With Delphi's Direct Acting piezo injector, for the
same soot level and rail pressure, NOx can be reduced by up to 30
percent, by using more EGR. This is possible since the Direct Acting
injector provides higher spray momentum, particularly during the
opening and closing phases of the injection event and therefore allows
additional EGR to be tolerated. This emission benefit of Direct
Acting allows for cost optimization of the aftertreatment with the
following measures:
-- Particulate filters can be reduced in size or, conversely, NOx
aftertreatment may be avoided
-- In addition, ever increasingly priced precious metals for the
oxidation catalysts can be significantly reduced.

-- Better fuel consumption: the radically new operating principle of
Delphi's piezo injectors does not require a return flow to operate.
Thus all fuel is injected and no fuel wasted in a return flow. This
improves the injection system's thermal circuit to such an extent that,
even at a rail pressure of 2000 bar, fuel cooling is not required. This
unique return-less design results in energy saving and permits
downsizing of the high pressure pump which also contributes to fuel
economy enhancement. The hydraulic concept offers one to two percent
fuel consumption improvement with respect to other injector concepts.
However, this fuel benefit comes on top of the emission benefit
discussed previously. For similar emission levels the fuel consumption
benefit jumps to three to five percent as further fuel
consumption benefits can be obtained by either reducing rail pressure
or reducing the rate at which the particulate filter needs to be
regenerated. Delphi's Direct Acting diesel common rail system also
features Individual Injector Characterization (I3C), an exclusive
Delphi technology that enables the ECU to be calibrated with the
injection system to also contribute to accurate fuel delivery and
reduced maintenance costs.

-- More power and more torque: Delphi's Direct Acting common rail enables
operation up to 2000 bar. This rise in pressure, which represents an
increase of over 60 percent with respect to the first common rail
systems, helps to increase the engine's output and torque.

-- Fun to drive: in addition to the power and torque improvements, noise
is reduced by up to 5dBA thanks to the use of the multiple injection
strategy. Moreover, by offering the ability to control the needle
opening rate electronically and independently of hydraulic constraints,
the engine calibrator is able to satisfy the conflicting requirements
of NVH optimization and minimization of exhaust emissions. At idle, the
Direct Acting injector concept makes no perceptible noise above the
engine itself, which is a remarkable achievement when compared with
today's servo piezo injection systems.

To summarize, the system offers improved injection fuel atomization
and speed to help reduce emissions and engine noise, while providing
unequalled driving performance. Indeed, the Direct Acting Piezo
advantages of higher spray momentum and highly flexible multi-injection
make it an ideal choice for the next generation combustion systems (i.e.
HCCI or PCCI etc.) as demonstrated in SAE tech paper "A Study of Methods
to Lower HC and CO Emissions in Diesel HCCI."(3)

Delphi Diesel portfolio: two solutions to better fit customers'
requirements

With the introduction of the Direct Acting Common Rail, Delphi now offers
two families of Diesel Common Rail Systems: the Balanced Valve Fast Servo
Solenoid Injector and the Direct Acting Common Rail with the Direct Acting
Piezo Injector.

All key components of both families have been designed in a way that they
can easily be interchanged. As such, one can switch from Fast Solenoid to
Direct Acting injector technology without having to make any design change
to the base engine. Pump and rail can be kept similar, and, having exactly
the same packaging for both injector types, they can be interchanged
without any changes to the base cylinder head.

The Balanced Valve Fast Servo Solenoid Injector family is capable of
system pressures up to 2000 bar. It is based on a unique injector design
with balanced servo valve technology. The small size of this actuator
allows it to be packaged in-line and in close proximity to the needle
providing extremely fast actuation and precise metering.

"The performance is state-of-the-art and exceeds current 'servo-piezo'
injector technologies," said Avila. "It delivers a unique performance/cost
value proposition and a step change in technology that provides
considerable potential for further refinement."

"With the introduction of the Direct Acting diesel Common Rail technology,
Delphi is able to deliver the best solution for the customers'
requirements: the Balanced-valve solenoid technology offering high
performance, yet cost effective solution for the majority of vehicles and
the Direct Acting piezo for very demanding applications that require high
fuel flow with exceptional control" said Jose Avila, Delphi Diesel Systems
General Manager. Thus "again demonstrating Delphi's technology leadership
in diesel fuel injection technologies," added Avila.

A technical paper "Exceeding Customer Expectations with the Innovative
Direct Acting Diesel Fuel Injection System: Unique Advantages of a
Breakthrough Technology" was presented at the Vienna Symposium (April
24-25) by Dr. Detlev Schoeppe, Engineering Director for Delphi Diesel
Systems, and is available to journalists.

For more information about Delphi, visit www.delphi.com/media.

FORWARD
LOOKING STATEMENTS

This press release as well as other statements made by Delphi may contain
forward-looking statements that reflect, when made, the Company's current
views with respect to current events and financial performance. Such
forward-looking statements are and will be, as the case may be, subject to
many risks, uncertainties and factors relating to the Company's operations
and business environment which may cause the actual results of the Company
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other comparable terminology. Factors that could cause actual results to
differ materially from these forward-looking statements include, but are
not limited to, the following: the ability of the Company to continue as a
going concern; the ability of the Company to operate pursuant to the terms
of the debtor-in-possession financing facility and its advance agreement
with GM, to obtain an extension of term or other amendments as necessary
to maintain access to such facility and advance agreement; the Company's
ability to obtain Court approval with respect to motions in the chapter 11
cases prosecuted by it from time to time; the ability of the Company to
consummate its amended plan of reorganization which was confirmed by the
Court on January 25, 2008 or any other subsequently confirmed plan of
reorganization; risks associated with third parties seeking and obtaining
Court approval to terminate or shorten the exclusivity period for the
Company to propose and confirm one or more plans of reorganization, for
the appointment of a chapter 11 trustee or to convert the cases to
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maintain contracts that are critical to its operations; the potential
adverse impact of the chapter 11 cases on the Company's liquidity or
results of operations; the ability of the Company to fund and execute its
business plan (including the transformation plan described in Item 1.
Business "Plan of Reorganization and Transformation Plan" of the Annual
Report on Form 10-K for the year ended December 31, 2007 filed with the
SEC) and to do so in a timely manner; the ability of the Company to
attract, motivate and/or retain key executives and associates; the
ability of the Company to avoid or continue to operate during a strike,
or partial work stoppage or slow down by any of its unionized employees
or those of its principal customers and the ability of the Company to
attract and retain customers. Additional factors that could affect future
results are identified in the Annual Report on Form 10-K for the year
ended December 31, 2007 filed with the SEC, including the risk factors in
Part I. Item 1A. Risk Factors, contained therein, and the Company's
quarterly periodic reports for the subsequent periods, including the risk
factors in Part II. Item 1A. Risk Factors, contained therein, filed with
the SEC. Delphi disclaims any intention or obligation to update or revise
any forward-looking statements, whether as a result of new information,
future events and/or otherwise. Similarly, these and other factors,
including the terms of any reorganization plan ultimately confirmed, can
affect the value of the Company's various prepetition liabilities, common
stock and/or other equity securities.

(1) from 250 mg/km to only 80 mg/km

(2) from 25 mg/km to only 5 mg/km

(3) (SAE 2008-01-0034) by Guillaume Bression and Dominique Soleri from IFP
France; Sylvain Savy, Stephane Dehoux, David Azoulay and Hedi Ben-Hadj
Hamouda from Renault Powertrain Division France; Laurent Doradoux and
Noureddine Guerrassi from Delphi Diesel Systems France and Nick Lawrence
from Mechadyne UK.

Press contacts:
Malika Venezia
Tel : +33 (0) 1 49 90 48 88
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