Mexico Medium and Heavy Duty Truck Market Overview, 2030

The medium and heavy-duty truck market in Mexico has experienced significant shifts since 2021, driven by rising cross-border trade with the U.S., growing domestic freight demand, and changes in environmental and safety regulations. Historically dominated by diesel-powered trucks from brands like Kenworth (a PACCAR company), International (Navistar), and Freightliner, the market has gradually started integrating alternative propulsion technologies. Although electrification is still at a nascent stage, models like the JAC E10X and emerging hybrid prototypes from Latin American players signal an early interest in zero-emission vehicles. Technological upgrades include electronic braking systems (EBS), collision mitigation systems, lane-keeping assist, GPS-enabled fleet management platforms, and digital tachographs. Since 2022, NOM-044 and NOM-045 standards issued by SEMARNAT have aligned Mexico’s emission control expectations with U.S. EPA 2004 and Euro IV standards, though full adoption of Euro VI remains limited. Certification and regulatory processes involve compliance with the NOM (Norma Oficial Mexicana) standards for emissions and safety, as well as COFECE guidelines for fair competition. Importantly, COFEPRIS does not regulate this sector, but SCT (Secretariat of Communications and Transport) does oversee vehicle registration, testing, and technical inspections. Government incentives for electrified fleets are limited, though some states like Nuevo León and Mexico City offer minor tax exemptions or circulation permits for low-emission vehicles. Compared to Canada and the U.S., Mexico's regulatory framework remains more relaxed, especially on NOx thresholds and telematics enforcement. However, participation in the USMCA (T-MEC) trade agreement obliges OEMs to localize content, adhere to safety norms, and align technical standards with North American partners significantly shaping market competition and import-export dynamics across the border.

According to the research report ""Mexico Medium and Heavy-Duty Truck Market Overview, 2030,"" published by Bonafide Research, the Mexico Medium and Heavy-Duty Truck market is expected to reach a market size of more than USD 19.01 Billion by 2030. This market is driven by Mexico’s expanding manufacturing base, trade integration under USMCA, and growing domestic logistics demand, which together influence truck production, fleet renewals, and supply chain upgrades. The presence of major OEMs like Kenworth, Freightliner, and Navistar, with production hubs in states like Coahuila, Guanajuato, and Estado de México, supports a strong local assembly ecosystem. These plants source steel, aluminum, transmission systems, brake components, wiring harnesses, and drivetrains from domestic suppliers and U.S. imports, keeping raw material costs moderately competitive. Assembly lines are optimized for Class 6–8 trucks, with newer platforms integrating digital controls, safety modules, and semi-automated driver-assist systems. Production centers in Mexicali, Saltillo, and Escobedo manufacture not only for the domestic market but also export extensively to the U.S. and Latin America. Distribution operates via regional dealerships and fleet partners, with significant sales in Mexico City, Guadalajara, Monterrey, and Querétaro. Sales channels are dominated by B2B fleet purchases serving third-party logistics, retail distribution, construction contractors, and resource industries. While diesel trucks dominate, newer demand trends include natural gas vehicles for urban transport and interest in electric fleets, particularly in industrial parks and urban municipalities. Opportunities are emerging in municipal services, infrastructure development, e-commerce logistics, and temperature-controlled food transportation. Truck demand also supports upstream and downstream operations in mining, energy, agriculture, and telecom sectors. Telematics adoption is rising, with fleet operators installing route optimization, fuel tracking, and real-time diagnostics to reduce costs. Industrial clusters in Nuevo León, Jalisco, and Puebla will likely remain central to truck sales and component manufacturing activity.

Medium-duty trucks (3.5 to 16 tonnes) are widely used across intra-city logistics, short-distance commercial deliveries, beverage distribution, construction supply chains, and municipal services like waste collection. These trucks are favored by small and mid-size fleet operators for their lower operating costs, flexible configurations, and suitability for dense urban centers such as Mexico City, Guadalajara, León, and Puebla. Manufacturers including Dina, International, and Ford supply locally built medium-duty models, often configured with box, flatbed, or refrigerated bodies. Their rising adoption is also driven by the expansion of last-mile delivery and regional warehousing, particularly in industrial corridors connecting Querétaro, San Luis Potosí, and Guanajuato. On the other hand, heavy-duty trucks (above 16 tonnes) are central to Mexico’s long-haul freight and industrial logistics ecosystem, used extensively in cross-border trade with the United States, mining transport in Sonora and Chihuahua, construction megaprojects, and intermodal cargo movement through ports like Veracruz and Lázaro Cárdenas. These vehicles offer high payload capacity, engine durability, and optimized torque, with brands like Kenworth (manufactured in Mexicali), Freightliner, Hino, and Volvo catering to both domestic and export markets. Heavy-duty truck fleets are typically owned by large logistics providers, cement companies, and third-party transporters, who operate under strict maintenance and compliance schedules. This segment also includes tractor-trailers, articulated haulers, and chassis cabs configured for custom applications.

In Mexico’s medium and heavy-duty truck market, propulsion systems remain primarily dominated by internal combustion engine (ICE) vehicles, which account for the majority of sales and fleet operations nationwide. Diesel-powered trucks are deeply entrenched across both medium and heavy classes due to their affordability, long-range capability, and ease of refueling. Key applications include cross-border logistics, construction, mining, and agricultural transport, where durability and fuel efficiency remain top priorities. Major OEMs such as Kenworth, Freightliner, International, and Volvo continue to lead in ICE offerings, with localized manufacturing in states like Coahuila, Nuevo León, and Baja California. Emissions regulations under NOM-044 remain relatively flexible, currently aligned with U.S. EPA 2004 and Euro IV standards, allowing older diesel technologies to remain in circulation although pressure is building to advance to Euro VI. Electric trucks are still in their early adoption phase but gaining interest from municipal and industrial operators for urban applications such as last-mile delivery and waste collection. Brands like JAC and BYD have introduced medium-duty electric trucks suitable for short-haul operations, primarily in Mexico City and Monterrey. These early adoptions are supported by limited local incentives such as circulation permits, tax reductions, or access to low-emission zones, though there is no federal-level subsidy program equivalent to Canada’s iMHZEV. Infrastructure remains a major hurdle, as public and commercial EV charging stations are concentrated in a few urban areas. Other propulsion types like compressed natural gas (CNG) and hybrid trucks are used in specialized sectors, such as municipal waste management and airport logistics, but infrastructure and operational support are minimal.

Rigid trucks are widely used across urban and regional transport, especially in applications like beverage delivery, food distribution, telecom and utility services, and municipal functions such as street cleaning and waste collection. These trucks are common in cities like Mexico City, Guadalajara, and Monterrey, where shorter routes, high congestion, and frequent stops demand compact and versatile vehicles. Local manufacturers such as Dina and foreign OEMs like Ford and Isuzu offer rigid models with various body configurations including box, flatbed, tanker, and refrigerated units. Tractor-trailers or articulated trucks dominate the country’s long-haul and heavy logistics operations, playing a key role in cross-border trade with the U.S., port-to-inland transport, and movement of industrial goods. Operating mainly on highways connecting the northern states (Nuevo León, Coahuila, Chihuahua) with ports and southern markets, these vehicles are critical to Mexico’s freight economy. Kenworth, Freightliner, and International supply most of the articulated units, often configured for container hauling, bulk transport, and specialized cargo. Tipper or dump trucks serve the construction, mining, and public works sectors, especially in resource-rich areas like Sonora, Durango, and Zacatecas. These vehicles are essential for hauling aggregates, earth, and demolition waste and are built with high-strength chassis for off-road and rugged terrain use. Demand spikes with government infrastructure programs and private-sector mining investment. Other body types include cement mixers, tow trucks, oil tankers, and mobile crane carriers used in construction, utilities, and petroleum sectors. Specialized configurations such as refrigerated trailers are also vital in the food export industry, particularly for produce transported from Baja California and Sinaloa.

The logistics and transportation sector is the largest consumer of commercial trucks, with heavy reliance on tractor-trailers and long-haul diesel models for cross-border trade with the U.S., distribution between industrial hubs, and port connectivity. This segment thrives in northern and central states such as Nuevo León, Coahuila, and Estado de México, where automotive, retail, and manufacturing industries require consistent freight movement. Construction and mining companies generate robust demand for dump trucks, concrete mixers, and heavy-duty haulers, especially in infrastructure projects and mineral-rich regions like Sonora, Durango, and Zacatecas. These vehicles are vital for transporting raw materials, machinery, and aggregates to and from remote worksites. Agriculture and forestry users deploy medium and heavy trucks to move harvested crops, livestock, fertilizers, and equipment mainly across states like Sinaloa, Jalisco, and Michoacán, where seasonal logistics depend on weather cycles and crop yield. Rigid trucks, flatbeds, and trailers are commonly used in these rural sectors. Utility and municipal fleets contribute steadily to market volumes, relying on box trucks, service vehicles, and dump trucks for city maintenance, public works, and waste collection particularly in large metro areas like Mexico City and Guadalajara. Electric and hybrid trucks are beginning to enter this segment, driven by urban emission control measures and the need for quieter, low-maintenance fleets. Other end-users include petroleum distributors, airport authorities, beverage companies, and mobile services such as health clinics and emergency response teams, each using purpose-built truck configurations for cargo security, cold storage, or rapid deployment.

Considered in this report
• Historic Year: 2019
• Base year: 2024
• Estimated year: 2025
• Forecast year: 2030

Aspects covered in this report
• Medium and Heavy Duty Truck Market with its value and forecast along with its segments
• Various drivers and challenges
• On-going trends and developments
• Top profiled companies
• Strategic recommendation

By Vehicle Class
• Medium (3.5 to 16 Tonnes)
• Heavy (16 Tonnes and Above)

By Propulsion
• ICE
• Electric
• Other

By Body Type
• Rigid Trucks
• Tractor-Trailers / Articulated Truck
• Tipper / Dump Trucks
• Other

By end users
• Logistic transportation
• Construction and Mining
• Agriculture and Forestry
• Utility And Municipal
• Other Show more