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.

With 85% of cargo transported by road in the country, Grupo Veracruz (Gruver) , distributor of  Daimler Truck Mexico , is betting on the training of operators and the expansion of its infrastructure , according to Alejandro Gómez, director of Operations for the company.

Founded by Ramón Gómez more than five decades ago, Gruver has evolved from a family business to a major player in truck and bus distribution .

Its growth is supported by alliances with Mercedes-Benz and Freightliner , which also allows it to expand its network of workshops and spare parts in strategic locations throughout the country.

However, beyond growth, the challenge is to minimize downtime of units , in a sector where time is synonymous with profitability. The company focuses its efforts on strengthening after-sales and maintenance services.

Ramón Gómez summed it up with a clear phrase: “ Bricks don’t sell .” For Grupo Gruver, the key to the business is not only in the infrastructure, but in the attention and service that guarantee the constant operation of the units.

One of the recurring problems in transport is the lack of availability of vehicles due to downtime for repair or maintenance. To counteract this, the company reinforced its network of workshops and intensified the training of technicians and operators .

Through its collaboration with the Association of Daimler Commercial Vehicle Dealers (ADAVEC) , Gruver has developed training centers where operators perfect the efficient use of engines and optimize the operation of their units. These actions contribute to improving the profitability of fleets and reducing operating costs.

Gómez Barquín pointed out that for the company, the human factor is one of the most valuable pillars, which is why they are committed to constant internal training. “For us, from the management, cleaning, to the regional managers and directors, they are very important,” he said.

Despite the growth of freight transport in the country, structural challenges persist . Faced with this reality, Grupo Gruver finds operational efficiency and the expansion of services to be a key strategy to adapt to the demands of the sector.

As demand for freight transportation continues to rise, companies that manage to balance growth, efficiency and preparation will be the ones that set the tone for the sector. Grupo Gruver knows that the future is not only defined by the number of units in circulation, but by the ability to keep them operating with the least possible impact. The key is no longer just selling trucks, but ensuring that they continue to move the economy without stopping.

Comment and follow us on X:  @karinaquintero / @GrupoT21

El cargo Gruver Group, strategic growth and training for more agile transport apareció primero en T21.