Pemex Diesel Fuel Update

want to only make ONE kind of engine for the entire world and that is what they are working on.

I am certainly no expert on any of this. Back when I drove I had a Cummins 855 cu in 290 hp. The 855 was a basic block and piston that could be configured a bunch of different ways for different horsepower or whatever. I evolved from the mid 70s to maybe 2000? I think they got up to 500 hp potential but you could probably still get the lower HP versions. Then they came up with the ISX I think - which I think is around 900 cu in but now they talk liters so I am not sure.

All of these engines can be changed by adding different components. I use to term "bolt on" because to me that is what is done to a basic block to change what it is and what it does. To me being the same cubic inch makes it the same basic engine.

So to increase HP they used to do things like adding a turbo and changing the camshaft - or injectors and/or fuel pump. Then they got into emissions and EPA requirements in the US. And therein perhaps lies the problem for Cummins and others and why one engine does not fit all when it comes to changing the same basic cubic inch engine into something else. US EPA requires stuff that other countries do not. That means different equipment for US engines - as Ed said above - DPF - DEF - ECM - or is it ECU? And the list goes on. I think these ISX based cu in / liter engines can be spec'd from around 300 hp up to 600 hp depending on what the buyer wants. Back in the 855 days they started at 250 hp I think with no turbo - add the turbo and go to 290 hp - change the cam - change the turbo - turn up the fuel pump - add a Jake Brake - I have no idea of all the possible specs any more.

We all want Mexico to get USLD. No question. But they seem to be struggling with it and have been for all the years this discussion has been going on on this forum. But there is no reason at this time for Mexico to have ULSD spec'd trucks and I think as the tech experts explained previously in this thread it would sort of defeat the purpose to put stuff designed to operate using 15 ppm fuel in a vehicle when you can only get 500 ppm fuel - or whatever fuel other than 15 ppm happens to be available. Though my term is technically incorrect all of that stuff is still "bolt on" to me as it is something that is added to the basic engine to get the desired result from that engine. To complicated for me.

All over the world they use diesel engines and all the manufacturers compete to sell what they make everywhere in the world they can. So each country may have different rules or requirements pertaining to emissions and they may have different fuels available. They do not spec ULSD equipment if they do not have ULSD fuel to feed the beast. It doesn't work that way. But they still use the same engine block and then equip it for what is needed where that engine will be used. In other words - if Cummins wants the "entire world" to use the exact same engine they are going to have to get the entire world on the same exact page - I doubt I will live long enough.

And to clarify - we have an ISL - but most heavy trucks and a few high end motorhomes use the ISX - in other words I am aware that Cummins builds many engines other than the ISX but the ISX is the one most long haul heavy haulers will be using. And yes I do know that there are lots of other engines besides Cummins but I think all the same basic thoughts apply to all. I have driven trucks with Cats and the old blown Detroits - but the truck I owned and our motorhome are Cummins powered so if I know anything about this it would have to do with Cummins. I think these days International and Volvo have their own engines - Mack has always had their own engines - I think PACCAR is building engines now too. They all spec to the buyer.

I am not trying to argue or split hairs here - or whatever - just trying to clarify some terminology where the words I use may not be correct.