In August 2026, the Mexican automotive sector continued the positive trend of the previous month, totaling 129,479 new units sold in the domestic market, which meant a growth of 2.3% compared to the same month of 2025.

According to data from the  Administrative Registry of the Automotive Industry of Light Vehicles (RAIAVL) , this result represents the highest level for the same month since 2016.

In the period January-August 2026, light vehicle sales reached 1,014,832 units , 4.7% more than in the first eight months of 2025.

The recorded volume is the highest for a January-August period since 2017, when 993,667 vehicles were sold, according to data from the  National Institute of Statistics and Geography (Inegi) .

According to the Mexican Association of Automotive Distributors (AMDA)  and the  Mexican Automotive Industry Association (AMIA) , Nissan  led the market with 17% of sales between January and August 2026, followed by General Motors  with 12.8%, Volkswagen  with 11%,  Toyota  with 8.3%,  KIA  with 7.2%, and  Mazda with 6.9%.

According to the report, Chinese brands showed mixed performance .

Geely increased its sales by 106.7% in August 2026 compared to the same month in 2025, with 4,282 units sold. JAC fell 6.1%, selling 1,901 units in the eighth month of the year; Changan declined 23.4% year-on-year, with 1,563 vehicles sold during the period.

Other brands in the sector performed well year-on-year last August. Stellantis grew 5.2%, Hyundai advanced 11.8%, and Volkswagen accelerated 4.5%.

According to AMDA, car inflation registered a decline of 3.26% annually, reflecting stability in the sector’s prices.

The above would partly explain the positive performance of light vehicle sales in August 2026, which closed with a monthly record in car placement in Mexico, driven by moderate annual growth and a historic cumulative total in the first eight months of the year.

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El cargo Light vehicle sales maintain momentum and break cumulative records during August apareció primero en T21.

SAN MIGUEL AMEYALCO, STATE OF MEXICO – Over the past five years, the pickup truck segment (Light Commercial Vehicles – LCVs) has been one of the most dynamic in the automotive market. “In the first half of 2026, this segment registered a growth of 16.9% compared to the same period in 2025, in addition to being the second largest in volume in the Mexican market , and we see that it faces increasing competition,” highlighted Guillermo Rosales, executive president of the Mexican Association of Automotive Distributors (AMDA) , during the launch of the Isuzu D-MAX model .

Isuzu has a 100-year history in the automotive industry, 60 of which have been spent in the LCV market, where it has developed six generations of the D-MAX pickup. Now it arrives in the Mexican market with three versions: SE, HL, and DX , described Yoshihiko Watanabe, CEO of Isuzu Motors of Mexico.

Isuzu has had a presence in Mexico for 21 years, and the decision to enter the market was driven by the growth the Mexican market has experienced in this segment. “We are observing interesting growth in this market at a rate of 10 to 15% annually, so we expect greater acceptance of our diesel engine offering,” Hiroshi Ikegawa, president and COO of Isuzu Motors de México, told T21.

With the introduction of the D-MAX, Isuzu is venturing into the recreational or family vehicle sector , which until now had not been present due to its offering of trucks from Class 1 to Class 7.

From Ikegawa’s perspective, D-MAX’s presence is supported by a network of distributors that has been consolidated over 21 years in Mexico, where with 36 dealerships that translate into 43 service points and 40 authorized workshops of the brand , “we can serve at least 83 points in the Mexican Republic, there is no place where we do not have service from the brand.”

While there is no specific sales target for the D-MAX, Isuzu aims to reach 10,000 units in the Mexican market by 2030, with 7,500 trucks from the ELF and Forward families and 2,500 from the D-MAX range contributing, Hiroshi Ikegawa anticipated.

Although the mid-size pickup segment is one of the most competitive, with a presence from various Asian and American brands, Isuzu executives believe that diesel engines are a key differentiator , coupled with a focus on robustness in demanding global markets and extreme temperature conditions.

The D-MAX models that will be sold in the Mexican market are manufactured at Isuzu’s plant in Thailand, a mature market for this type of vehicle. ” The D-MAX models are present in more than 120 countries , feature the 3.0 diesel engine, and will meet the needs of Mexico, which is a very dynamic market,” explained Junichi Kubo, president of Isuzu Motors International Operations Thailand.

From the perspective of Yohei Kato, General Manager LCV Business Department of Isuzu Motors Limited, the presence of D-MAX opens a new chapter in Isuzu’s presence in Mexico, where the growth potential can be addressed.

Dual proposal

The D-MAX pickup enters the Mexican market with three cabs; the first, the SE Single Cab , is configured as a work tool, with 4×2 traction and manual transmission.

During the test drive designed to familiarize ourselves with the models, the ample space in the box was verified to maximize the cargo space of up to one ton, where the diesel engine guarantees proper performance in the demands of work activities.

The HL Double Cab version has manual or automatic configuration and 4×4 traction, so it has a dual purpose of being a work and family vehicle, or can be used for daily use.

The equipment in this version stands out with 17-inch wheels, an eight-inch touchscreen with wireless connectivity, a reversing camera and a rear differential lock, allowing for both on- and off-road applications.

The top-of-the-range version is the DX Double Cab , which features 18-inch aluminum wheels, automatic transmission, and the highest level of equipment, such as the ADAS Safety Suite, which, among other systems, includes Adaptive Cruise Control, Autonomous Emergency Braking, and Blind Spot Monitor.

All models were tested in on-road activities to check stability, performance, maneuverability and in the case of the DX the autonomous emergency braking could be tested, which would have prevented a collision.

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El cargo D-MAX, Isuzu’s foray into the pickup segment; diesel engine, a key factor apareció primero en T21.

With a membership of 10 partners, the National Association of Trailer and Equipment Manufacturers (ANFRE) emerges , which aims to give visibility to this industry, give it formality and be key in the regulatory framework that governs this market, but, above all, to combat unfair practices with imports that generate imbalances.

Among the many challenges faced in this market is a high import of used equipment, which in 2025 represented 1.6 times (x) the production of units by formal companies, while manufacturing represented 22 thousand units, the income of equipment beyond the borders was close to 35 thousand units.

Jorge Martínez Madero, president of ANFRE, asserted that the goal is to give representation to a highly fragmented market, but also to regulate production to ensure that inputs that comply with foreign trade rules are used , and of course, to address regulations that promote road safety on national highways and roads.

Speaking about fragmentation, Martínez Madero noted that while 600 trailer manufacturers were mapped in 2018, by 2025 there were only 339 participants , “but of these, more than half of the registered manufacturers produce 10 units a year, that is, not even one a month.”

Jorge Martínez, also director of Fultra and owner of the trailer manufacturer Fruehauf, emphasized that a key focus will be regulating foreign trade and effectively enforcing regulations. “Our sector faces imports that create imbalances, operations that simulate domestic manufacturing, and products that don’t always meet the same standards required of companies formally established in the country. Competition is positive when it develops under clear rules and equivalent conditions.”

In addition to the above, ANFRE will work to strengthen road safety, which, according to the directors, begins with design, engineering, materials, components and manufacturing processes.

Guillermo Rosales, executive president of the Mexican Association of Automotive Distributors (AMDA), described how ANFRE will contribute to promoting manufacturers that guarantee safe, professional, and competitive transportation in our country.

From Rosales’ perspective, the interaction that can be had between different organizations will increase competitiveness in freight and mobility services, and within the framework of the review of the Trade Agreement between Mexico, the United States and Canada (USMCA) it will be possible to address the agenda for an economic sector that is relevant to the country.

Margarita Alcántara, general director of ANFRE, highlighted that the approach they will take in presenting the statistics aims to show the reality to all stakeholders. She exemplified that last May they were able to identify that within the import of used trailers, units from the 1977 model year were introduced, with all that this implies in terms of safety.

Meanwhile, regarding price dispersion, it can be seen that a third of the used trailers are priced below 100,000 pesos, and a quarter below 50,000 pesos . “What we are wondering about are the conditions under which this equipment is being imported,” warned Margarita Alcántara.

The founding partners of ANFRE are:

1. Carmex Trailers
2. Corpus Trailers
3. Amher Equipment
4. Fruehauf
5. Ider
6. GAMI Industrial Manufacturing
7. Operbus
8. Ramiro Semi-Trailers
9. Lozano Trailers
10. Barrera Workshops

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El cargo Combating unfair practices, promoting road safety and protecting national industry: ANFRE’s core objectives apareció primero en T21.

In June 2026, sales of new light vehicles in Mexico maintained a positive trend, registering a growth of 7.6% compared to the same month of the previous year, according to figures from the National Institute of Statistics and Geography (Inegi) .

During the sixth month of the year, 126,778 units were sold, a figure 7.6% higher than the 117,780 sold in June 2025, representing a difference of 8,998 vehicles.

From January to June 2026, 754,394 new light vehicles were sold, a 5.3% increase compared to the 716,299 units registered during the same period last year. This represents a nominal increase of 38,095 vehicles sold.

Nissan remained the brand with the largest market share during the first half of the year, accounting for 16.8% of sales. It was followed by General Motors with 12.9%, Volkswagen with 11.0%, Toyota with 8.2%, KIA with 7.3%, and Mazda with 6.9%.

Among the brands with the highest growth in accumulated sales during January-June, Geely stood out , with an increase of 250.5%, going from 6,596 to 23,121 units.

Likewise, MG Motor reported a 19.6% increase in its sales during the first half of the year, while Stellantis advanced 18.2% and Renault 16.3% compared to the same period in 2025.

The June figures confirm the positive performance shown by the domestic light vehicle market during 2026, maintaining growth both in the monthly result and in the accumulated result of the first half of the year.

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El cargo Light vehicle sales close the first half of the year with positive results apareció primero en T21.

The importation of used trucks from the United States has become one of the main points of concern for the heavy vehicle sector in Mexico.

During the AMDA Commercial Vehicles Forum 2026, distributors, transporters and financial institutions agreed that the entry of these units not only affects the marketing of used vehicles, but also impacts road safety , fleet productivity and the competitiveness of formal companies.

The discussion took place at a table dedicated to the secondary market for heavy vehicles , where participants pointed out that the pressure generated by imports has complicated the placement of domestic used units and has distorted reference prices in the market.

Miguel Ángel Bres, president of the Board of Directors of B&G Capital Group , stated that the problem goes beyond a commercial impact.

“It is not in your best interest as distributors to have scrap metal entering our country, nor is it in the best interest of us as transporters, nor is it in the best interest of the public; it is indeed a matter of national security,” he stated.

The executive revealed that the National Chamber of Freight Transportation (Canacar)  is in talks with federal authorities to promote measures that discourage the entry of these vehicles.

“We at Canacar, together with the Ministry of Economy, are working to reduce the tariff on imported vehicles to 50% because what they are doing is truly shameful,” he emphasized.

According to the participants, the problem is exacerbated by the price difference between imported used vehicles and units sold through authorized dealers , who carry out inspection and certification processes and, in some cases, offer warranties and financing schemes.

Jorge Martínez Madero, CEO of Grupo Fultra , explained that competition becomes particularly complex when market reference prices are affected by imported units that enter under conditions different from those of the formal market.

“The biggest problem is the friction that the take-off price generates with our customers,” he commented.

He added that while distributors seek to market certified units with technical support, many of the imported used vehicles arrive without the same quality standards, creating unfair competition.

The concern also extends to the operational level. Alejandro Gómez, Operations Director at GRUVER , pointed out that many of the imported units were designed for conditions different from those of the Mexican market.

In his opinion, this situation contributes to the deterioration of the infrastructure , increases the risk of accidents, and affects the productivity of fleets.

“What a trucker used to do from point A to point B in five hours 10 years ago, now takes seven hours,” he said, referring to the saturation of highways and toll booths.

From a financial perspective, José Ojeda, CEO of PACCAR Financial Mexico , acknowledged that the massive influx of used vehicles has also affected the behavior of the pre-owned market.

The executive noted that the industry went from sales of approximately 34,500 tractor-trailer trucks in 2023 and 40,000 in 2024 to around 25,250 units in 2025, in an environment marked by trade uncertainty and the growing presence of imported used vehicles.

“We have nationally recognized transport companies, where buyers used to line up to acquire these units, and now it is taking them months or more than a year to move them,” he emphasized.

Given this scenario, participants considered it necessary to strengthen mechanisms to regulate the market . Among these, they highlighted updating reference prices for imports, increased customs controls, financing schemes for carriers, and tools to help professionalize the secondary market.

Guillermo Rosales, executive president of the Mexican Association of Automotive Distributors (AMDA) , recalled that the sector has promoted before the Ministry of Finance and Public Credit (SHCP) the creation of estimated prices for imports, with the aim of combating undervaluation practices.

He pointed out that there are currently cases of imported units with invoices declared in amounts that do not correspond to their real value, which directly impacts competition within the national market.

Beyond the commercial differences, the participants agreed that the discussion should focus on modernizing the vehicle fleet and building conditions that allow for balanced competition among the various actors in the sector.

“We need to dignify our industry, and to achieve this we need to stand together,” Bres concluded.

According to the National Association of Bus, Truck and Tractor-Trailer Producers (ANPACT) , the importation of used units skyrocketed in 2024 to reach almost 29,000 vehicles, three times more than the average recorded between 2018 and 2020.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo Trucking industry hardens stance against importing used trucks apareció primero en T21.

The importation of used trucks from the United States has become one of the main points of concern for the heavy vehicle sector in Mexico.

During the AMDA Commercial Vehicles Forum 2026, distributors, transporters and financial institutions agreed that the entry of these units not only affects the marketing of used vehicles, but also impacts road safety , fleet productivity and the competitiveness of formal companies.

The discussion took place at a table dedicated to the secondary market for heavy vehicles , where participants pointed out that the pressure generated by imports has complicated the placement of domestic used units and has distorted reference prices in the market.

Miguel Ángel Bres, president of the Board of Directors of B&G Capital Group , stated that the problem goes beyond a commercial impact.

“It is not in your best interest as distributors to have scrap metal entering our country, nor is it in the best interest of us as transporters, nor is it in the best interest of the public; it is indeed a matter of national security,” he stated.

The executive revealed that the National Chamber of Freight Transportation (Canacar)  is in talks with federal authorities to promote measures that discourage the entry of these vehicles.

“We at Canacar, together with the Ministry of Economy, are working to reduce the tariff on imported vehicles to 50% because what they are doing is truly shameful,” he emphasized.

According to the participants, the problem is exacerbated by the price difference between imported used vehicles and units sold through authorized dealers , who carry out inspection and certification processes and, in some cases, offer warranties and financing schemes.

Jorge Martínez Madero, CEO of Grupo Fultra , explained that competition becomes particularly complex when market reference prices are affected by imported units that enter under conditions different from those of the formal market.

“The biggest problem is the friction that the take-off price generates with our customers,” he commented.

He added that while distributors seek to market certified units with technical support, many of the imported used vehicles arrive without the same quality standards, creating unfair competition.

The concern also extends to the operational level. Alejandro Gómez, Operations Director at GRUVER , pointed out that many of the imported units were designed for conditions different from those of the Mexican market.

In his opinion, this situation contributes to the deterioration of the infrastructure , increases the risk of accidents, and affects the productivity of fleets.

“What a trucker used to do from point A to point B in five hours 10 years ago, now takes seven hours,” he said, referring to the saturation of highways and toll booths.

From a financial perspective, José Ojeda, CEO of PACCAR Financial Mexico , acknowledged that the massive influx of used vehicles has also affected the behavior of the pre-owned market.

The executive noted that the industry went from sales of approximately 34,500 tractor-trailer trucks in 2023 and 40,000 in 2024 to around 25,250 units in 2025, in an environment marked by trade uncertainty and the growing presence of imported used vehicles.

“We have nationally recognized transport companies, where buyers used to line up to acquire these units, and now it is taking them months or more than a year to move them,” he emphasized.

Given this scenario, participants considered it necessary to strengthen mechanisms to regulate the market . Among these, they highlighted updating reference prices for imports, increased customs controls, financing schemes for carriers, and tools to help professionalize the secondary market.

Guillermo Rosales, executive president of the Mexican Association of Automotive Distributors (AMDA) , recalled that the sector has promoted before the Ministry of Finance and Public Credit (SHCP) the creation of estimated prices for imports, with the aim of combating undervaluation practices.

He pointed out that there are currently cases of imported units with invoices declared in amounts that do not correspond to their real value, which directly impacts competition within the national market.

Beyond the commercial differences, the participants agreed that the discussion should focus on modernizing the vehicle fleet and building conditions that allow for balanced competition among the various actors in the sector.

“We need to dignify our industry, and to achieve this we need to stand together,” Bres concluded.

According to the National Association of Bus, Truck and Tractor-Trailer Producers (ANPACT) , the importation of used units skyrocketed in 2024 to reach almost 29,000 vehicles, three times more than the average recorded between 2018 and 2020.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo Trucking industry hardens stance against importing used trucks apareció primero en T21.

Fleet renewal remains a key challenge for the Mexican trucking industry. With an average fleet age exceeding 19 years and thousands of small carriers operating under financial pressure, the federal government has introduced a guarantee program aimed at facilitating access to financing for the purchase of new and used vehicles.

During the AMDA Commercial Vehicles Forum 2026, held by the  Mexican Association of Automotive Distributors (AMDA) , officials from the Ministry of Economy (SE) and the Ministry of Infrastructure, Communications and Transportation (SICT) detailed the operation of the scheme and the complementary actions with which they seek to promote the modernization of the vehicle fleet.

Carlos Castillo, head of the Productive Development Unit of the SE, explained that the program is part of a broader strategy comprised of four pillars: tax incentives for the acquisition of heavy vehicles assembled in Mexico, the guarantee program for financing, the updating of reference prices and the development of a new safety standard for heavy units.

“The heavy vehicle manufacturing sector is going through a difficult time in Mexico,” he acknowledged, adding that the measures aim to contribute to the industry’s recovery.

One of the central components of the strategy is the tax incentive included in the so-called Mexico Plan . This mechanism allows for an immediate deduction on investments made in buses, trucks, and tractor-trailers assembled in the country.

Castillo clarified that the benefit applies to individuals, corporations, small and medium-sized businesses, as well as large companies, provided the vehicles are new. He further explained that applications can be submitted before finalizing the purchase , allowing the incentive to be incorporated into the financial planning of the investment.

According to the official, applications related to approximately 270 trucks have been approved so far under this tax incentive scheme.

For his part, Luis Ruiz Hernández, head of the General Directorate of Federal Motor Transport (DGAF) of the SICT, explained that the guarantee program has a fund of 583 million pesos (mdp) corresponding to the Federal Motor Transport Development and Modernization Program.

With a leverage factor of 13.9% and a guarantee coverage of 70%, the scheme will allow the generation of a potential financing portfolio of up to seven billion 860 million pesos.

The loans will be aimed at micro and small transport operators with up to 30 vehicles. Loan amounts can reach up to 15 million pesos per beneficiary, with terms of up to 84 months for new vehicles and up to 60 months for used vehicles.

The minimum down payment will be 10% for new vehicles and 15% for used vehicles , while eligible used units must be no more than six years old.

Interest rates will be determined by each participating financial intermediary. Currently, institutions such as PACCAR Financial , TRATON Financial Services , BanBajío , and Bansi are part of the program , although authorities indicated they are continuing to work to incorporate more participants.

To access the financing, applicants must demonstrate a minimum of three years’ experience as Federal Public Service permit holders and have a fleet of no more than 30 vehicles. SICT’s validation of these requirements will take between three and five business days .

However, the challenge of vehicle renewal is not limited to the availability of credit .

Carriers previously consulted by T21 have indicated that factors such as payment cycles of up to 120 days, high operating costs, financing requirements and decreased demand in some segments continue to limit the investment capacity of small businesses.

According to data from the DGAF, micro and small businesses account for more than half of the national vehicle fleet and represent the majority of the economic units in the sector, so any renewal strategy depends largely on their financial viability.

At the same time, the industry faces an aging vehicle fleet, while the constant influx of imported used units continues to compete with the acquisition of new vehicles.

In this context, the new program represents an additional tool to facilitate fleet modernization; however, its real impact will depend on factors such as adoption by carriers , the financial conditions offered by intermediaries, and the sector’s ability to transform available financing into units actually circulating on the road.

In that context, the success of the program will not be measured solely by the amount of resources available or by the number of approved applications, but by its ability to translate into new units .

The question for the sector is whether these tools will accelerate vehicle renewal or if they will end up being just a first step in addressing a backlog that has accumulated over years.

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El cargo Renewing the fleet remains a challenge: How much will the new warranty program help? apareció primero en T21.

The uncertainty generated by changes in North American trade policies has become one of the main factors holding back investment decisions and business strategies within the heavy vehicle industry , said Manny Katakis, Senior Analyst at S&P Global Mobility .

The warning comes in a context where the firm reduced its economic growth expectation for Mexico from 1.2% to 0.9% for 2026, while the forecast for North America was also adjusted downwards by 0.3 percentage points compared to its previous report.

According to the company, the slower economic growth is associated with trade uncertainty, high energy costs, and persistent geopolitical tensions at a global level.

During the AMDA Commercial Vehicles Forum 2026 , held by the Mexican Association of Automotive Distributors (AMDA) , the specialist pointed out that beyond tariffs or trade measures, the main challenge for manufacturers and customers is the lack of certainty about the permanence of these policies.

“More than the policies themselves, what is affecting the market is inconsistency and uncertainty,” he commented.

Katakis explained that the industry continues to monitor the evolution of trade policies driven by the United States, as well as the review process of the United States-Mexico-Canada Agreement (USMCA) , whose definition will be key for manufacturers’ long-term planning.

He even suggested that, although it is not part of S&P Global Mobility ‘s base scenario , there is a possibility that the three countries will end up negotiating separate bilateral agreements instead of maintaining a trilateral treaty.

“It is a possible scenario among the options that currently exist,” he said.

Given this environment, several commercial vehicle manufacturers have begun to adjust their manufacturing strategies , favoring greater regionalization of production in North America.

According to the analyst, some automakers are strengthening operations specifically aimed at serving local markets, while others are reconfiguring their supply chains to reduce risks associated with regulatory or commercial changes.

Among the examples he mentioned were new investments and production projects announced in Mexico, the United States and Canada, as well as strategic moves by manufacturers seeking greater flexibility to respond to possible changes in the region’s trade conditions.

He recalled that the Mexican market for medium and heavy vehicles went from occupying the eighth position worldwide to number 14 after the slowdown observed after the pre-purchase of units registered in 2024, which has forced manufacturers and distributors to rethink strategies for the coming years.

Katakis highlighted that one of the companies best positioned to adapt to changing scenarios is PACCAR , because it has production capacity in all three North American countries.

Conversely, he explained that other manufacturers maintain more concentrated production structures, which limits their room for maneuver in the face of possible tariff adjustments or modifications to trade agreements.

The specialist added that, in addition to trade uncertainty, factors such as the conflict in the Middle East continue to put pressure on the sector’s operating costs . As an example, he pointed out that the average price of diesel in Mexico is currently around 28 pesos per liter, compared to the 25 pesos average observed during 2025, a situation that continues to put pressure on transport companies and the logistics chain.

However, he considered that there are positive signs for the industry, including the recovery of heavy vehicle production in North America , an improvement in order intake and the expectation of a moderate economic recovery in Mexico during the next few years.

“There are encouraging signs, but we still need greater clarity on trade matters so that companies can resume their investment plans with greater confidence,” he concluded.

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El cargo Trade uncertainty is slowing investment in the heavy goods industry: S&P Global Mobility apareció primero en T21.

During the Latin American Automotive Congress (CLAM) 2026, held in Quito, Ecuador, the Mexican Association of Automotive Distributors (AMDA) , the Mexican Association of the Automotive Industry (AMIA) and the National Association of Producers of Buses, Trucks and Tractor-Trailers (ANPACT) signed the so-called Quito Declaration, promoted by the Latin American Association of Automotive Distributors (ALADDA) .

The agreement seeks to consolidate a regional agenda focused on generating sectoral information, exchanging best practices, and promoting public policies related to trade, formalizing the sector, and sustainable mobility in Latin America.

Among the points included in the declaration, the organizations recognized that trade integration between Latin American countries will be a key factor for the competitiveness of the automotive industry in the face of changes in global trade .

In that regard, they proposed moving towards reducing tariffs and eliminating trade barriers that limit formal exchange between nations .

The document also warns about the effects of practices considered unfair within the automotive market , such as the entry of used vehicles and the importation of new units without official brand representation , noting that they can affect road safety, environmental commitments and the competitiveness of the formal industry.

Likewise, the Quito Declaration proposes that the tax regimes applicable to vehicles in the region be “reasonable, coherent and predictable”, aligned with objectives of economic growth, formalization and renewal of the vehicle fleet.

The document argues that an excessive tax burden limits the population’s access to vehicles with more advanced technologies and lower polluting emissions.

Another point agreed upon was to support public policies aimed at renewing the vehicle fleet through tax and financial incentives for the purchase of new vehicles with higher safety standards and lower emissions. In addition, the promotion of formal end-of-life vehicle disposal programs was proposed.

The declaration also promotes formal, low-emission public transport systems, integrated with individual and urban mobility schemes.

The document was signed by Guillermo Rosales, executive president of AMDA; Odracir Barquera, general director of AMIA; and Alejandro Osorio, director of Public Affairs and Communication of ANPACT.

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El cargo AMDA, AMIA and ANPACT agree on automotive agenda in Latin America; they are committed to fleet modernization apareció primero en T21.

The heavy vehicle industry in Mexico maintains expectations of a gradual recovery during the second half of 2026, although the sector acknowledged that it still faces an environment marked by economic slowdown , trade uncertainty with the United States and pressure from imports of used units.

During the monthly industry results press conference, Guillermo Rosales, executive president of the Mexican Association of Automotive Distributors (AMDA) , explained that the decline in the domestic market is due to a combination of internal and external factors.

Among them, he pointed to the slower economic growth, the uncertainty surrounding the review of the United States-Mexico-Canada Agreement (USMCA) , and the saturation of the secondary market resulting from the influx of used vehicles from the United States.

“To this we must add the uncertainty surrounding the trade relationship with the United States, the renegotiation process, and the review process that the USMCA is currently undergoing,” Rosales commented.

The executive added that the importation of used trucks continues to affect the profitability of the sector and distort the national market due to tax evasion and avoidance practices.

According to Rosales, domestic sales of heavy vehicles closed 2025 with a drop of 32% and, at the end of the first four months of 2026, maintain a decrease of close to 29% (with nine thousand 845 units placed).

Despite this, he maintained that the sector expects a gradual recovery during the coming months , driven by measures implemented together with the federal government to encourage vehicle renewal.

Among the actions mentioned were support programs to facilitate the acquisition of new units, including schemes that allow amortizing up to 85% of the cost of a truck in a single fiscal year, in addition to credit guarantees backed by Nacional Financiera (Nafin) .

“We expect that in the following months from now until December we will recover ground,” said Rosales, who indicated that the sector’s expectation is to close 2026 with a slight growth of 1% compared to 2025.

However, he acknowledged that even reaching that favorable scenario, the industry would still be far from the record levels recorded in 2024.

For his part, Alejandro Osorio, director of Public Affairs and Communication of the National Association of Bus, Truck and Tractor-Trailer Producers (ANPACT) , highlighted that the immediate attention program announced by the federal government seeks to revitalize the domestic market and accelerate fleet renewal, particularly among owner-operators and micro and small transport companies.

The executive stressed that modernizing the fleet is key to increasing the competitiveness of the trucking industry and the national economy, noting that approximately 86% of goods in Mexico are transported by road.

Furthermore, he warned that the sector faces accelerated growth in imports of vehicles and components from China , a situation which, he said, presents challenges for national suppliers and for value creation in Mexico.

Osorio pointed out that, in addition to curbing the importation of used vehicles from the United States, it is also necessary to strengthen customs supervision and compliance with official Mexican standards regarding safety, emissions, and technical performance.

At the same time, he acknowledged that the market downturn has impacted employment in the industry. He explained that approximately 20% of the production workforce lost jobs following the slowdown in the sector.

“It is essential that, in addition to productivity and maintaining investment conditions, employment is also maintained,” he said.

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El cargo ANPACT and AMDA predict a slow recovery of the heavy goods vehicle market towards the end of 2026 apareció primero en T21.