Electromobility in Mexico has ceased to be an exclusive technology and has become an increasingly accessible alternative for businesses and consumers. The arrival of new brands, the reduction in the price of electric vehicles , and the pressure of sustainability goals are driving growth that already exceeds 30% annually, while in the business segment, the progress is even greater.

This was confirmed by Jorge Jiménez Sólomon , Senior Manager of Customer Relations for Electric Vehicles at Element Fleet Management , who highlighted that the Mexican market is going through a consolidation phase driven by economic, technological and environmental factors.

“Five years ago, electromobility was perceived as a premium topic, reserved for high-cost vehicles. Today, there are options starting at around 300,000 pesos, and that means the technology has been democratized,” he explained.

This increased supply, he said, is due to the opening of the Mexican market and the arrival of new manufacturers that have increased competition and brought the prices of electric vehicles closer to those of internal combustion engines in different segments.

Beyond the purchase price, Jiménez Sólomon stressed that the main argument for adopting electric vehicles is the total cost of ownership (TCO) .

Although the initial investment remains a factor in the analysis, the lower maintenance costs, the smaller number of mechanical components, and the price of electricity compared to gasoline make the economic equation favorable, especially in intensive operations.

“Not only has the cost of acquiring vehicles decreased, but operating an electric vehicle is also more economical throughout its useful life,” he commented.

On average, electricity costs between 60% and 70% less than fossil fuels. Furthermore, electric vehicles are estimated to reduce maintenance costs by between 30% and 75% thanks to their fewer components and less mechanical wear.

Fleets are leading the transition

While the consumer market is steadily advancing, the business sector is accelerating the adoption of electric vehicles, driven by environmental commitments set for 2030 and by operational benefits.

Jiménez Sólomon explained that last-mile companies represent one of the segments with the greatest potential because they travel between 100 and 150 kilometers daily and their units remain parked overnight in distribution centers, where they can be recharged without affecting operations.

“Electromobility is primarily an urban phenomenon. Last-mile delivery companies take full advantage of the range of these vehicles and achieve significant operational savings,” he said.

Another rapidly advancing sector is that of app-based transportation platforms, whose drivers make constant journeys within cities and maximize the economic benefits of electrification.

One of the main questions surrounding electromobility continues to be the charging infrastructure . However, the executive explained that most of the chargers installed in Mexico are not located in public spaces.

According to data from the sector association cited by the specialist, there are around 50,000 chargers in the country , of which only between four and five thousand are public; the rest are located in homes, offices and distribution centers.

This is in response to the way most fleets operate, whose vehicles remain stopped for several hours, allowing the use of level 2 chargers that complete the charging process in a period of six to eight hours.

The energy debate

Regarding the criticisms related to the Mexican energy matrix, Jiménez considered that the analysis must be done with context.

Around 35% of the electricity generated in Mexico comes from renewable sources , a higher proportion than in the United States; however, the country has room to increase its capacity through solar, wind and hydroelectric power.

In Mexico, driving an electric vehicle costs up to 70% less than driving a gasoline-powered one.

The specialist emphasized that the main environmental difference lies in the fact that an electric vehicle does not generate emissions during its operation.

“It is important to distinguish between the emissions associated with the manufacturing of the vehicle and those it produces while driving. An electric vehicle does not have a combustion process and, therefore, does not emit pollutants while in motion,” he stated.

Electrification is also transforming the concept of fleet management .

Jorge Jiménez explained that it is no longer enough to manage the vehicle, but now it is necessary to manage the entire ecosystem: charging infrastructure, financing, maintenance, telemetry, data analysis and associated services.

“Electromobility can only be successful if we manage both the vehicle and the ecosystem that surrounds it,” he stated.

In this context, technologies such as telemetry, data analysis, and artificial intelligence will allow for the optimization of fleet performance and improved decision-making.

Looking ahead to 2030, the executive dismissed the idea that Mexico is lagging behind in electromobility, although he considered it essential to accelerate the digitization of regulatory processes and establish clear rules that facilitate the arrival of new investments.

He also highlighted the country’s structural strengths, such as its integration with the United States and Canada, the capacity of its automotive industry, and the availability of specialized talent.

“Mexico has one of the highest numbers of engineers per capita among the countries of the Organisation for Economic Co-operation and Development (OECD)  and a deeply integrated automotive industry. We have everything we need to remain leaders in this new phase of the sector,” he said.

In his opinion, in the coming years not only will the presence of electric vehicle manufacturers increase, but an ecosystem of Mexican companies dedicated to charging infrastructure, technological services, maintenance and training of specialized talent will also emerge, consolidating electromobility as one of the engines of transformation of the national automotive industry.

According to data from the Electro Mobility Association (EMA) , approximately 43,358 electric cars were sold in Mexico in 2025 alone, representing a 38.55% increase compared to 2024. This rise reflects a change in consumer behavior and the willingness of some companies to adopt these types of vehicles in their operations.

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Despite the expected increase in electricity demand during the World Cup, which will be held from June 11 to July 19 in Mexico, the United States, and Canada, the Mexico City government guaranteed that there will be no interruptions in the Light Rail and Trolleybus transportation services.  during this sporting event.

Martín López Delgado, general director of the Electric Transportation Service of Mexico City , said that there are seven sub-electric units that will be connected to each other to guarantee energy.

“We connect one substation to another so that if one of them fails, the section that stops being fed will be supplied by the adjacent electrical substation to ensure that the electrical line will have a power supply without major problems,” he said during the webinar “ World Cup Mobility: CDMX Light Rail” , organized by the Mexican Association of Railways (AMF) .

According to an article by the Mexican Institute of Finance Executives (IMEF) , demand in the National Electric System will experience increases of between 3% and 10% during the World Cup. , due to the simultaneous switching on of millions of televisions.

While the Light Rail consumes approximately 507,212 kWh (kilowatt-hours) per month , according to the Mexico City transparency portal, each average run on the entire line (Tasqueña–Xochimilco) requires around 36,229 kWh.

López Delgado recalled that during the last two six-year terms, an investment of three billion 690 million pesos (mdp) was made in the nation’s capital for different maintenance and infrastructure works for this transport system .

“This has allowed us to reduce travel times and increase operating speed, leading to savings of 26% in travel time, which in turn allowed us to operate the line with greater safety, regularity, and service frequency,” he emphasized.

Currently, the Light Rail has 34 trains with a capacity of 750 passengers each , and from Tasqueña to Xochimilco it has a journey time of 35 minutes with intervals of between four and five minutes, and a cost of three pesos.

Martín López commented that the fleet was modernized, as it previously had 35-year-old units, and with this new capacity it is expected to transport 200,000 users per day, compared to 90,000 before .

He explained that the Tasqueña station was renovated to accommodate coupled trains, allowing passengers to board and disembark simultaneously using two trains at the station. It also has a direct connection to Trolleybus Line 12, which runs from Tasqueña to Periférico.

The city official explained that a regulation system was acquired that will guarantee service, train frequencies, and safety for users; in addition, the proximity of trains will be reported, among other things.

“It is a system that we are in the process of implementing and that will be partially operational for the 2026 World Cup in terms of train communication and location. This will give us a guarantee of security to provide a quality service to everyday users, but above all to those attending the five matches that will be held in the Mexico City stadium,” he noted.

He stated that they expect 30,000 users to attend the matches, so the challenge will be to maintain the service at between four and five minutes in the face of increased demand, and to ensure the journey from Tasqueña to the stadium in just 15 minutes .

He also indicated that upon the departure of the attendees, there will be special units to provide service from the Estadio Azteca station to Tasqueña.

López Delgado noted that during the five matches to be held in Mexico City, they will also implement special services using 150 electric trolleybuses , which are expected to transport an additional 20,000 users.

“We are going to implement special services so that people can travel from their homes, hotel zones, and tourist areas to get to the stadium. We are going to become an alternative to make things easier for attendees,” he emphasized.

In addition to these two modes of transport, he said that the Metro, Metrobús and some concessionaires will cater to the demand of those attending the World Cup in various points of the nation’s capital.

With these actions, the Mexico City government seeks to guarantee the service of the Light Rail, a transportation system that has recently experienced failures, such as on June 2, when it operated provisionally from Tasqueña to Estadio Azteca, after a branch fell on the catenary in the Huipulco-Xomali station.

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The water crisis, the energy transition, and electromobility cannot be analyzed separately. This was the argument put forward by Yolanda Villegas, CEO of Oleum and president of the Mexican Association of Storage, Electrification, and Mobility (AMAEM) , during the webinar “Water, Energy Transition, and Electromobility ,” organized by the Secretariat of Economic Development of Tamaulipas.

In her presentation, the specialist warned that water has become one of the main global risks to human survival and argued that Mexico faces increasing pressure stemming from climate change, industrial expansion, and the rise in energy demand.

“Instead of calling ourselves planet Earth, we should call ourselves planet water,” he said.

Villegas González emphasized that the water problem is not only due to the physical scarcity caused by reduced rainfall, but also to an “economic scarcity” related to the lack of infrastructure to bring water to different communities.

In this context, he explained that Mexico faces an unequal distribution of the resource: while the north and center of the country concentrate the greatest industrial and economic activity, much of the available water is located in the south.

He pointed out that the country requires comprehensive water management that considers not only the extraction of the resource, but also its environmental, social and economic impacts.

He also raised the need to explore new technologies for water supply, such as the so-called “ultra-deep underground mega-basins” , a model that seeks to take advantage of water reserves located between three thousand and five thousand meters deep.

According to the speaker, these types of solutions could represent less invasive alternatives than large dams or desalination plants, as they require less infrastructure, less development time, and less environmental impact.

The energy transition is no longer optional.

Villegas warned that the increase in global energy demand continues to drive the use of fossil fuels and, with it, the increase in polluting emissions and global temperature.

He explained that the energy sector currently generates more than 73% of global greenhouse gas (GHG) emissions , so he considered it urgent to accelerate the shift towards clean energy.

During the webinar , he defined the energy transition as the gradual process by which economies migrate from a matrix based on fossil fuels to one based on renewable energies, electrification and clean technologies.

Among the pillars of this transition he mentioned decarbonization, energy decentralization, digitalization and democratization of access to energy.

The specialist highlighted that Mexico has strategic advantages for this transformation thanks to its solar, wind and hydroelectric potential, particularly in states like Tamaulipas .

However, he also defended the use of fossil fuels and nuclear energy as part of an orderly transition strategy.

“There are countries that continue to use oil, coal, and gas while urging emerging economies to stop. Mexico must take advantage of its energy resources while developing new technologies,” he argued.

Electromobility

Another key topic was electromobility, which, according to Villegas González, will transform the transport industry in the coming decades.

He noted that by 2030, up to 50% of the world’s vehicles could be fully or partially electric , while by 2040 more than 500 million electric vehicles would be on the road globally.

In the case of Mexico, he highlighted the growth of the electric automotive industry and the country’s potential as a producer of auto parts.

“Electromobility doesn’t just mean buying electric vehicles; it requires charging infrastructure, regulation, tax incentives, training, and smarter electrical grids,” he explained.

He also highlighted the progress of cities like Mexico City in incorporating electric buses into public transport, although he acknowledged that there are still significant regulatory and infrastructure challenges.

Among them, he mentioned the lack of public charging stations , the absence of regulation for the final disposal of batteries, the need for safety protocols for fires in electric vehicles, insufficient tax incentives and poor legislative coordination.

The expert insisted that the energy transition will depend largely on political will and the ability of governments to promote clear public policies.

“Public policy is fundamental. Without it there will be no regulation, incentives, or implementation,” he stated.

He also stressed that the State must maintain a leading role in energy, environmental and water issues to guarantee energy security, food security and access to water.

Villegas González argued that sustainable mobility begins with a cultural shift and a change in transportation habits, prioritizing efficient public systems, sustainable infrastructure, and less polluting technologies.

“The goal is not only to electrify vehicles, but to build more efficient, resilient and sustainable cities ,” he stressed.

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Over the past five years, Latin America has made progress in sustainable mobility, with Chile being the country with the most actions in this area; however, some issues remain, such as the regulatory framework and carrying out profitable projects and infrastructure , according to industry specialists.

Lala Céspedes, CEO & Co-founder of Singular City , said that while the model of fleet electrification , the use of clean energy, and other issues that contribute to sustainable mobility are evolving within the region, in Argentina, for example, despite the openness of the market, financing, and public policies, a regulatory framework that provides solidity to the projects is still required .

“To be competitive regionally, we need to plan for that next step, to plan for that solidity for companies that are going to invest and become a benchmark, to have an initial capital expenditure within a model structure. We are in a growth process, that’s from Argentina, but we do see that regionally it is increasingly necessary to define a regulatory framework with stakeholders from the entire value chain,” he explained in the webinar LATAM: Roadmap 2026 for Mobility and Energy .

He also pointed out the need to identify profitable projects, plan them and implement them, because in Latin America there are several pilot tests, “but they are not clearly aligned as a region, as micro-regions.”

He indicated that Chile is leading the way in public policy , with a long-term perspective, to implement systems, while Colombia has strengthened the contractual system, Brazil has made progress with electric or hybrid vehicles, but a more macro “view” like that of Europe is required and “not to be like little lights, each one exploring and being regional laboratories.”

Meanwhile, Alex Ascón, senior consultant at Urban Wave , mentioned that the technology used in these types of units is already validated, and that vehicle prices are now more accessible than they were five years ago due to the significant presence of Chinese brands in Latin America.

“We see that the biggest gap that would accelerate progress in Peru is the charging infrastructure , which continues to be one of the areas where investment is said to be very high compared to other technologies. The vehicle itself is no longer the main obstacle; Chinese brands are the ones that have managed to moderate prices,” he stated.

He stressed that having an infrastructure plan like Chile’s would help to boost this sector in the rest of the countries in the region.

For her part, Pamela Peña, BD Manager Smart Mobility at Hiberus, stated that what is “moving the needle” this year is the direct subsidy , but also legal certainty and standardization in the region.

He said that countries like Chile have worked on interoperability, allowing any user to use the charging infrastructure across the network, becoming a facilitator and “eliminating the fear of autonomy”; in addition, there is significant private investment.

“We have a large fleet, certainly not comparable to Brazil’s, which is immense, or Mexico’s, but it’s not a small fleet, and we also have a fairly limited fleet turnover; companies don’t usually keep their fleets for more than two to four years at most, and that gives a different perspective to all the variables we have to consider. This democratization of sustainable mobility allows SMEs (small and medium-sized enterprises) to also renew their fleets, which is a vital point for logistics. Another interesting point is the financing options available for buses, especially in cities like Bogotá and Mexico City,” he stated.

In that sense, he anticipated that by 2026 the market for light electric vehicles in Chile and the region is expected to reach a historic milestone of penetration due to regulations that the countries have in common .

Meanwhile, Israel Galván, senior business developer at Autocab , explained that in Mexico there are tax benefits, such as exemption from tax payments, verifications, and the adoption of the natural gas conversion option.

“In some ways we are making progress, and being a country with a lot of technology, we are learning from the Chilean and Brazilian models. The government has also been promoting the electrification of vehicles. We are moving forward,” he emphasized.

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VEMO will invest 825 million pesos (mdp) in Monterrey during 2026, which will be allocated to financing initiatives for drivers of mobility platforms , expansion of its charging network, a workshop specialized in electric vehicles and battery energy storage systems (BESS) .

“Monterrey is a strategic location for scaling up electric mobility. We are expanding access to electric vehicles with a broader portfolio, so that more drivers can join with financing options that fit their needs,” said Aarón Sáenz, director of VEMO Impulso.

Through VEMO Impulso, the company’s fintech arm , drivers of mobility platforms will be able to access a lease-to-own solution, with the aim of promoting financial inclusion, expanding access to electric vehicles and enabling better conditions for building wealth.

Under this scenario and as part of the 2026 expansion plan in Monterrey, this segment projects a deployment of at least one thousand vehicles to serve light and premium segments.

In parallel, VEMO reaffirms its commitment to the city with a strategic investment to expand its public fast charging infrastructure.

It is currently developing four charging stations that will add up to 60 fast chargers (equivalent to 7.2 megawatts) and will allow for 120 simultaneous charging sessions, with operations expected to begin this year. Additionally, the company plans to develop another 270 charging points, with operations estimated to begin between 2026 and early 2027.

“Monterrey is a major strategic bet for us, being a pioneering city in electromobility in particular and innovation in general in Latin America, where having a robust and reliable public charging network is an enabler to continue accelerating the adoption of electric vehicles,” said Carlos Levy, director of VEMO Charging Network.

Regarding the specialized electric vehicle workshop, VEMO indicated that it will be certified by multiple manufacturers, with a surface area of ​​1,800 square meters (m²) and an operational maintenance capacity of up to 1,500 vehicles per month. Furthermore, the strategy incorporates  integrated BESS systems at the charging stations to support their operation, thus promoting energy efficiency and operational resilience.

He specified that as part of his long-term vision, he plans to deploy approximately 23,000 connectors in his public and private network, and around 55,000 electric vehicles by 2030.

VEMO has raised over $500 million (USD) – $350 million in equity and $150 million in debt. Additionally, it plans to invest over $1.5 billion over the next five years to boost the clean mobility ecosystem in Mexico and Latin America.

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El cargo VEMO announces investment in Monterrey to boost electromobility apareció primero en T21.

The new generation of the RAV4 HEV marks a key point in Toyota ‘s strategy in Mexico. From now on, the model range will be entirely hybrid electric; moreover, it not only represents a product evolution, but also another piece within the brand’s regional logistics network.

The sixth generation of the SUV will be manufactured at Toyota’s plant in Ontario, Canada , and will arrive in the country via rail transport, as part of the productive integration of North America.

During the presentation, Guillermo Díaz, president of Toyota Motor Sales Mexico and Lexus de México, emphasized that electrification is the central focus of the brand’s vision.

“At this brand, we always strive to ensure that mobility has a positive impact on people’s lives and the planet. We try to offer efficient solutions that contribute to reducing emissions,” he stated.

He recalled that Toyota began its journey toward electrification in Mexico in 2010 with the launch of the Toyota Prius . Since then, he estimated, the brand has helped prevent the emission of nearly two million tons of CO2 in the country.

“We set ourselves the goal of having at least one electrified vehicle in each segment by 2030, and we are going to meet that goal sooner,” he said.

Gerardo Romero, Vice President of Operations for Toyota Motor Sales Mexico, noted that globally, more than 15 million units have been sold since 1994. In Mexico, where it has been sold since 2003, sales have exceeded 220,000 units

Furthermore, since the introduction of the hybrid electric version in 2019, 32,991 units have been sold.

“We went from selling more than three thousand in 2019 to more than seven thousand in 2025. These numbers clearly reflect that electrification in Mexico is not a future promise, it is a reality,” he said.

The sixth generation comes with four versions: LE, XLE, Limited and Woodland; all electric hybrids.

It uses a 2.5-liter engine assisted by electric propulsion, producing 226 hp in front-wheel drive and 236 hp in all-wheel drive. The reported combined fuel consumption ranges from 23.2 to 27.7 km/l.

Romero highlighted that, in addition to electrification, the model takes an important step in digitalization.

“This is the first Toyota vehicle in Mexico with Toyota Connected Services. This platform lays the foundation for vehicles that are increasingly defined by software,” he commented.

The plug-in hybrid is here

The brand announced that the plug-in hybrid electric vehicle (PHEV) version will arrive in the first half of the year , allowing for fully electric driving with the gasoline engine providing backup when needed.

“We don’t force customers to use any type of technology. What we do is provide the options so they can decide,” he explained.

He added that Toyota also has electric and hydrogen fuel cell vehicles globally, whose arrival will depend on the evolution of the Mexican market.

This year, the company expects to sell around 127,000 units in Mexico , surpassing the 3.6% growth recorded the previous year.

With the new 2026 RAV4 HEV, Toyota consolidates an electrification strategy that, according to the brand itself, has already ceased to be a future bet and has become a commercial reality in the country.

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El cargo The 2026 Toyota RAV4 HEV arrives in Mexico from Canada apareció primero en T21.

The challenge in building new trolleybus lines is not electricity, but having the necessary economic resources to carry out the projects, said Martín López Delgado, general director of the Electric Transport Service (STE) of Mexico City .

He assured that the entity has the necessary conditions for this type of transport network and can grow; in addition, the infrastructure that had been out of operation for years has been reused.

“In many of the city’s corridors, we already have poles installed since the creation of the main road networks in the 1970s, and that greatly facilitates the implementation of the trolleybus system. Virtually all the main road networks are equipped to install overhead lines, which are used to power the trolleybuses. And the substations we’ve purchased are smaller than the old ones; we require less space for their installation. The electromechanical work has been greatly simplified by our experience and the availability of infrastructure that is no longer in use,” he stated.

During the webinar “The Return of the Trolleybus: A Lever for the Urban Energy Transition ,” Gustavo Jiménez, founder and CEO of E-Mobilitas , indicated that among the main challenges faced by this type of project are the costs, such as the Trolleybus itself, which ranges from $300,000 to $1.5 million per unit , infrastructure that without a prior system can cost from $1 million to $3 million per kilometer, and the energy substations, which must be located about five kilometers from the units.

He specified that the investment decreases when the necessary facilities for this transport are already available, as happened with Mexico City, which was from 150,000 to 200,000 dollars.

“The trolleybus is more economical than an electric battery bus, because the battery can be 300 kilowatts, while for the former it is 80 or up to 120 kilowatts and that will give a range of up to 80 to 100 kilometers (km); that is a key fact that greatly influences prices, which in turn influences the decision of governments,” he said.

He added that, although both reduce the carbon footprint, the environmental impact is less from the Trolleybus due to the size of its battery, and it is also friendly to the urban environment.

Martín López added that the construction of a ground-level system in terms of electromechanical infrastructure has an approximate cost of between five and six million pesos (mdp) , although it will depend on the route, where if it is straight it is cheaper, but if it has curves it becomes more expensive.

While the overpass, including civil works, electromechanical systems and adjacent systems such as electronic toll collection, represents a cost of 150 million pesos.

Furthermore, Gustavo Jiménez commented that, during an investigation, it was identified that Asia and Europe are the regions where this type of transport is most used, while in Latin America it is limited, as well as in Africa.

“This is where we see potential for the resurgence of trolleybuses, since only 5% of these systems operate in Latin America,” he stressed.

Current infrastructure

Martín López specified that the system currently has 462 modern buses , of which 310 are 12 meters long and 152 are 18 meters long, and operates on 13 routes. Among its advantages are efficiency, a range of 75 km or up to 100 km, accessibility for people with reduced mobility, an intelligent fare collection system, and other factors.

“These units have allowed us to go from 120,000 users in 2019 to more than 380,000 on a weekday in 2025. We have tripled ridership and this has improved waiting and travel times. In 2025, we will transport 131 million users on the network,” explained López.

Regarding the lines currently under construction, he detailed that the 14 Azteca Stadium Trolleybus will be fundamental for the 2026 World Cup, and added that in its first phase the origin will be at the Universidad metro station and the destination will be at the Huipulco multimodal transfer center; it will have a length of 13.2 km and 19 units of 12 meters.

Meanwhile, the Ixtapaluca line, with federal government funding, construction by the State of Mexico, and operation by the STE (State Transportation System), will have 50 trolleybuses and connect to Line 11 of the system.

Work will also begin on the Line 0 Revolución branch, which will operate along Circuito Interior, and in its first phase will run from Ciudad Universitaria to Chapultepec. He also mentioned that they are analyzing the construction of a second light rail line.

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El cargo High costs, the main challenge in new trolleybus works apareció primero en T21.

Geely confirmed the arrival in Mexico of the EX2, a 100% electric vehicle geared towards urban mobility, thus expanding its portfolio of zero-emission solutions in the national market, the brand reported through a press release.

The model began its pre-sale phase on February 5, as part of the automaker’s strategy to expand access to electrification technologies in metropolitan environments.

The EX2 stands out for its positioning in China, where it established itself as the best-selling urban electric vehicle, a precedent that supports its introduction to Mexico in a context of gradual growth of electromobility, especially in cities with high vehicle density and short journeys.

For the Mexican market, the model will be available in two versions, GL and GF , which share the same electrical architecture and are designed to cover different everyday use needs, with differences mainly in equipment.

Both versions feature an electric motor with 114 horsepower and 150 Nm of torque. The model uses a lithium iron phosphate (LFP) battery, with an estimated range of up to 395 kilometers under the NEDC (New European Driving Cycle).

Inside, the EX2 features a digital instrument panel and a large central display, and includes a package with airbags, ABS brakes, electronic stability control and advanced driving assistance systems, as well as rear-wheel drive and independent suspension.

The model is part of the trend of urban electric vehicles that seek to respond to the challenges of mobility, emissions and efficiency in Mexican cities, at a time when the debate on sustainable transport is gaining increasing relevance.

In January 2026, Geely sold 3,356 units, representing an increase of 245.3% compared to the same month in 2025, when it sold 972 units in Mexico, according to figures released by the  National Institute of Statistics and Geography (Inegi) .

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El cargo Geely brings its new urban electric EX2 to Mexico apareció primero en T21.

Reducing polluting emissions remains the biggest environmental challenge for freight transport in Mexico , but not due to a lack of regulations, but rather a structural problem: the age of the fleet

With an average age of nearly 19 years, thousands of obsolete units continue to circulate without real incentives to be renewed, which limits the environmental and competitiveness advances of the sector, explained Isabel Studer, president of the Global Sustainability organization .

Beyond the environmental discourse, records from the General Directorate of Federal Motor Transport (DGAF) indicated that as of the  end of September 2025, the average age of cargo units in circulation remained practically unchanged , reflecting the structural difficulty in advancing an effective renewal of the vehicle fleet, despite regulatory adjustments and announcements on the matter.

The specialist explained that a significant portion of the emissions does not come from large companies, which have begun to incorporate environmental criteria due to efficiency and supply chain requirements, but from older vehicles operated by small owners.

These transporters, lacking financing schemes or specific support, keep 20 or even 25-year-old units in operation, as they represent their main source of income, he stressed.

The challenge becomes even more significant considering that trucking accounts for approximately 80% of the country’s land freight . Without modernizing its vehicle fleet, Mexico risks losing competitiveness to supply chains that already demand verifiable emissions reductions, regardless of the international political context or the fluctuations in the United States’ climate agenda.

While the ban on importing used heavy vehicles from the United States was a step in the right direction, Studer cautioned that the measure is insufficient without a comprehensive strategy. The problem isn’t solved simply by closing the door to obsolete vehicles, but rather by addressing what’s already on the road in the country.

From their perspective, more than two-thirds of older vehicles belong to small owners , so any solution must focus on scrappage programs accompanied by financing schemes for replacing vehicles. This requires specific resources and coordination that goes beyond the Ministry of Infrastructure, Communications and Transportation (SICT) , also involving the Ministry of Economy (SE) .

The fleet modernization, he noted, would not only have environmental benefits but would also allow for the development of the domestic market for heavy vehicles , generating new opportunities for manufacturers established in Mexico. Representatives from the industry and sector associations have even expressed their willingness to participate in public-private partnerships that include the banking sector.

Currently, while commercial banks offer loans for the purchase of electric cars, there are no suitable financial instruments for heavy vehicles . This lack of credit options excludes small transport operators, who can hardly access more modern vehicles without financial support.

In this context, the adjustments made to NOM-044 , which allow the technological transition from Euro 5 to Euro 6 standards, represent a significant step forward. However, the expert noted that without a national fleet renewal strategy, even the best regulations will fall short.

“Modernizing the fleet not only reduces emissions, but also lowers operating costs,” he pointed out. The environmental problem of freight transport in Mexico, he emphasized, is not only technological or regulatory, but structural. Without a serious vehicle scrappage program, accessible financing, and clear tax incentives, the challenge will remain.

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Continental announced the expansion of its use of recycled and renewable materials in tire production. The company stated that it aims to increase the proportion of these materials from 26% in 2024 to 40% within the next five years .

“We are not reinventing the wheel, but we are reinventing the tire, with more sustainable materials and production processes that are more compatible with the environment,” said Matthias Haufe, Head of Materials Development and Industrialization at Continental Tires.

In a statement, the company indicated that the focus is on materials that reinforce the tire structure and ensure performance throughout its lifespan. Steel and textiles represent approximately 18% of the components in passenger car tires, with an even higher proportion in commercial vehicle tires. Therefore, the company has incorporated recycled steel and polyester derived from PET bottles , in addition to technologies such as COKOON for textile-rubber bonding.

The company also explained that it uses synthetic rubber derived from used cooking oil, resins from biological waste, and silica from rice husks . These alternatives are integrated into all raw material groups to diversify the origin of the components. The goal is to move towards more environmentally friendly production processes.

Recycled steel is incorporated into the casings, bead cores, and belt layers of passenger car and commercial vehicle tires . These reinforcements improve puncture resistance, stability, and fuel efficiency without compromising safety or performance. Recycled polyester is obtained from up to 15 PET bottles per tire , transformed into textile cords using ContiRe.Tex technology developed in partnership with OTIZ. This application, verified by SGS, reduces carbon dioxide (CO₂) emissions by 28% compared to fossil fuel alternatives. This material is already used in models such as the UltraContact NXT, with bottles collected in regions without closed recycling systems.

The COKOON technology , developed with Kordsa, allows for the bonding of reinforcing textiles to rubber without reorcinol or formaldehyde . It is offered as an open-source, license-free solution for manufacturers and suppliers in the industry. The company explained that this aims to promote more sustainable production practices in the tire sector.

Continental recorded sales of €39.7 billion in 2024 and employs 95,000 people in 54 countries. Its Tires division generated €13.9 billion and has more than 57,000 employees in 20 production and 16 development centers.

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