previously part of the emissions regulations,” Beshears added. The new engine is slated to
go into full production in North America starting in January 2027. Gasoline is another topic of
interest. Two years ago, Cum- mins announced it was shelving its plans to launch propane in favor of the octane engine on its HELM platform, joining ROUSH CleanTech, which provides the fuel system for the Ford 7.3L V8 engine. In comparing gasoline to
diesel, there is more to consid- er than might first be apparent, noted Todd Mouw, executive vice president of sales and market- ing for ROUSH CleanTech. This includes changing standards for gases such as carbon dioxide and nitrogen oxides. For the latter, he said it will be simpler from a hardware standpoint for 7.3L gas engines to meet that requirement than will be the case for current diesel offerings. “That, along with the associated
increased warranty obligation will drive a significant cost increase on the diesel engines in the school bus market,” he commented. “And with increased aftertreatment, that will drive added complexity for school districts to deal with on diesel that won’t be there with gasoline and propane.” Mouw said comparing gasoline
with diesel in 2027 and beyond will be less about emissions and more about added cost and com- plexity. “As districts struggle to retain or add technicians, working on gas- oline engines and their reduced aftertreatment as compared to diesel should make it easier on the workforce,” he said. He noted many districts are
already running gasoline engines
in their white fleet support vehicles, continuity of service procedures and parts will reduce cost and complexity. Regulatory change could also drive school districts to look at simpler and
more cost-effective transportation options. “Gasoline is one great option that we have seen gaining in popularity since we introduced the 6.8L gasoline engine with Blue Bird back in 2016,” he added.
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