Mexico Heavy-Duty Truck Exports Jump 66.7% in July, ANPACT Warns on Tariffs
Mexican-built Class 8 production climbed 51.8% year-over-year in July, with 92.4% of exports headed to the U.S., as industry group calls for Section 232 tariff relief and USMCA certainty.
How many Mexican-built heavy-duty trucks shipped to the U.S. in 2026?
Mexican manufacturers exported 71,377 heavy-duty trucks and buses to all markets during the first seven months of 2026, with 65,983 units (92.4%) shipped to the United States, according to data from Mexico's National Institute of Statistics and Geography (INEGI) and the National Association of Bus, Truck and Tractor-Trailer Producers (ANPACT). Canada accounted for 4.6% of exports, followed by Colombia at 1.9%.
July production totaled 14,675 heavy-duty vehicles, up 51.8% from 9,668 units in July 2025. Exports climbed 66.7% year-over-year to 13,117 units, while wholesale sales rose 19.1% to 2,590 units. Retail sales fell 9.9% to 3,043 units.
What's dragging year-to-date numbers down?
Despite July's sharp gains, production through the first seven months of 2026 totaled 85,551 units, down 6.1% from the same period in 2025. Exports also declined 6.1% year-over-year to 71,377 units, while retail sales fell 20.1% to 19,115 units. Wholesale sales were the only year-to-date growth category, rising 5.1% to 17,566 units.
Wholesale freight truck sales in July totaled 2,141 units, up 18.1%, while passenger vehicle sales increased 24% to 449 units.
Which OEMs lead Mexican production?
Freightliner remained Mexico's largest heavy-duty vehicle producer during the first seven months of 2026 with 53,364 units assembled, followed by International with 22,414 units and Kenworth with 6,218 units. Freightliner also led exports with 51,089 units, ahead of International at 18,675 units.
The 16 ANPACT members operating in Mexico are Freightliner, Kenworth, Navistar, Hino, International, DINA, MAN SE, Mercedes-Benz, Isuzu, Scania, Shacman Trucks, Foton, Cummins, Detroit Diesel, Daimler Buses Mexico, and Volkswagen Buses.
What tariff and trade policy risks does ANPACT flag?
ANPACT officials said maintaining certainty around the U.S.-Mexico-Canada Agreement remains critical for the industry's long-term growth. The association urged policymakers to preserve the trade pact's core principles and argued that clear rules and investment certainty support manufacturing, supply chain integration, and regional competitiveness.
The group renewed its call for changes to Section 232 tariffs, saying the duties are harmful to economic activity on both sides of the border. ANPACT did not specify which Section 232 tariffs it is targeting, but the designation has historically covered steel and aluminum imports.
How do used-truck imports affect Mexican OEM sales?
ANPACT expressed concern about rising imports of used heavy-duty vehicles from the U.S. The organization said that for every 100 new heavy-duty vehicles sold in Mexico, roughly 53 used imported vehicles are also sold, creating competitive pressures for domestic manufacturers.
The ratio suggests that used-truck imports represent a volume equivalent to more than half of new-truck retail sales in Mexico. ANPACT did not provide data on the age, condition, or compliance status of the imported used units.
What this means for cross-border capacity
More than 92% of Mexico's heavy-duty vehicle exports ship to the United States, making Mexican production trends a leading indicator for North American trucking capacity and equipment availability. The 65,983 units exported to the U.S. through July 2026 represent a significant share of Class 8 tractors and straight trucks entering the U.S. market, particularly for fleets operating cross-border lanes or sourcing equipment from Freightliner, International, and Kenworth plants in Mexico.
July's 66.7% export surge suggests manufacturers are ramping output to meet U.S. demand, even as Mexican domestic retail sales remain soft. The year-over-year production and export declines through July indicate that the strong single-month result has not yet offset weaker performance earlier in 2026.
Any disruption to USMCA or escalation of Section 232 tariffs would directly affect the flow of Mexican-built tractors into U.S. fleets. For small carriers and owner-operators, that translates to potential price increases on new equipment and longer lead times if tariffs force OEMs to shift production or absorb duty costs. The 53-to-100 ratio of used imports to new sales in Mexico also signals that a significant volume of older U.S. trucks is moving south, which could tighten the domestic used-truck market and push up prices for buyers looking to avoid new-equipment premiums.
