In anticipation of the upcoming review of the United States-Mexico-Canada Agreement (USMCA) , scheduled for July of this year, the heavy vehicle industry outlined its priorities: strengthening the domestic market, curbing imports of used vehicles from the United States, and taking advantage of regional integration opportunities.
Rogelio Arzate, executive president of the National Association of Bus, Truck and Tractor-Trailer Manufacturers (ANPACT) , stated that the sector will work in coordination with the federal government to address the challenges that remain after a challenging 2025 and in light of the review process of the trilateral trade agreement.
One of the most important fronts will be curbing the influx of imported used vehicles. “We have a ratio of 65 used vehicles for every 100 new vehicles we sell, 65 of which come from the United States,” he stated.
To address this situation, he explained that they will seek to establish reference prices , require certificates of origin, and raise tariffs on these types of units.
The goal, he said, is to reduce the impacts associated with pollution and insecurity linked to these units.
In parallel, the association will promote a fleet renewal program —going beyond the traditional concept of scrapping older vehicles—that incorporates tax incentives , improved financing options, and guarantees. It will also include vehicle repair and closer support from the industry for carriers, especially owner-operators, through better service conditions, training, and competitive pricing.
The context is significant. The Mexican heavy vehicle industry closed 2025 with a marked contraction. Between January and December, wholesale sales totaled 30,673 units, representing a 54.7% drop compared to the same period in 2024, according to figures from ANPACT.
The cargo segment declined by 55% and the passenger segment by 53%, reflecting a generalized adjustment in demand for new units in a less dynamic environment that persisted throughout the year.
In terms of foreign trade , exports also failed to reverse the negative trend in 2025. From January to December, 113,931 heavy vehicles were shipped abroad, a reduction of 28.6% compared to 2024.
The cargo segment accounted for virtually all shipments, with 113,915 units, while the passenger segment was marginal, with only 16 units exported throughout the year. The United States remained the primary destination for heavy vehicles manufactured in Mexico, followed by Canada and Colombia; in total, shipments reached 14 countries during 2025.
The start of 2026 also showed no clear signs of recovery on the external front. In January, 4,783 heavy vehicles were exported to the United States , a decrease of 54.9% compared to the same month in 2025.
This destination accounted for the vast majority of exports, followed by Canada with 233 units, confirming the structural importance of the US market for the Mexican industry.
Overall, the high dependence on the United States market explains the relevance that the USMCA review will have for the sector, not only in terms of rules of origin, but also in terms of trade certainty, production integration and export flows.
Under the USMCA, the heavy vehicle industry will have to increase the regional content of its units from 64% to 70% by 2027, which means that more parts will have to be manufactured in Mexico, the United States or Canada.
For the sector, this adjustment implies a challenge in terms of productive adaptation, but it also opens opportunities to strengthen the supply chain established in Mexico and attract new investments that allow the manufacture in the region of components that are currently imported from other markets.
Arzate explained that the work will focus on strengthening local capabilities, attracting foreign direct investment, and developing Mexican suppliers.
Additionally, the review agenda will include issues of infrastructure, border crossings and labor aspects , with the expectation of maintaining a technical and coordinated dialogue with the federal government during the process.
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