The Central Mexicano also received a total of 15 locomotives of the US type of the Mason-Fairlie in 1890, which essentially corresponded to the British Single Fairlie. Under the boiler barrel was a bogie that held the cylinders, three driving axles and a leading axle. At the rear, the tender rested on a three-axle bogie. The firebox hang between the bogies and could therefore be built deep enough.

In contemporary depictions, the locomotives were described as a successful design with a comfortable cab. Although they could negotiate the tightest curves with ease, the running smoothness was apparently not particularly good. Nevertheless, all locomotives were already scrapped between 1899 and 1908. This is probably due to the fact that more modern locomotives without moving steam lines were now available.

The Nacionales de México class G-030 consisted of 20 three-foot gauge Consolidations delivered by Baldwin in 1921. The outside frames were designed in such a way that a later conversion to standard gauge would have been possible. They were fired with oil and were designed for lines with gradients of up to 4.5 percent and curve radii of up to 21 degrees (85 meters).

In reality, however, there were only a few modifications that were carried out by the NdeM shortly after delivery. These affected, for example, the blastpipe, the position of the air pump and the fire door. Eight more followed in 1924, which had a larger firebox and were designated class G-033. They became the standard freight locomotive in rural areas and survived until the late 1960s.

The Nacional de Mexico received ten Hudsons from ALCO in Schenectady in 1937. With an adhesive weight of 170.000 pounds, they were among the lightest North American locomotives with this wheel arrangement. Thanks to their oil firing, they were able to stay in service well into the 1960s. Number 2708 survives today, retired in 1963 and on display in the Plaza de las Tres Centurias in Aguascalientes.