If there was a message that motor carriers directed to truck manufacturers in February, it was this: “We want to buy trucks … but not right now.” The latest numbers reveal that orders for new, Class 8 trucks soared, while actual purchases landed with a thud.
Only 12,996 new, Class 8 trucks were sold on the U.S. market in the February, according to data received from Omdia. That’s 2,779 less (17.4%) than February 2025 and 4,623 fewer (26.2%) than February 2024. Going back another year, February 2026 sales were down 7,140 from February 2023 sales, a decline of 35.5%.
It was the worst February for truck sales since 2017. Compared to January 2026, however, sales actually increased by 5.8%.
Even though they weren’t taking possession of new trucks, buyers were flooding manufacturers with orders for future delivery. According to reports from ACT Research, orders for 46,400 trucks were submitted for the North American market, of which U.S. buyers make up the vast majority.
“Buoyed by a more optimistic for-hire outlook, the need to refresh an aging fleet, and regulatory costs on the horizon, Class 8 order strength continued in February,” explained Carter Vieth, research analyst at ACT. Vieth mentioned tightening capacity and more aggressive enforcement of nondomiciled drivers by the Federal Motor Carrier Safety Administration (FMCSA) as two factors in the order bonanza.
FTR Transportation Intelligence reported preliminary North American preliminary orders at 47,200 units — an increase of 47% from January and a whopping 159% leap from orders placed in February 2025. The FTR release noted that February held bragging rights as the highest monthly order total since September 2022. The total was also 47% higher than the February 10-year average of 24,991 trucks.
Dan Moyer, senior analyst for commercial vehicles at FTR, says this could be a sign of long-awaited improvement in the freight market.
“While a portion of demand still reflects previously deferred replacement purchases reentering the market, the consistency and breadth of recent order activity suggest momentum is now being driven more meaningfully by improving freight fundamentals,” he said.
The difficulty of turning a profit in the trucking industry, plus the uncertainty caused by shifting tariff policies, undoubtedly made some potential buyers hesitant to order more trucks.
But trucks have to be replaced eventually — and potential buyers now have a clearer understanding of the Environmental Protection Agency’s (EPA) emissions requirements for 2027 and beyond.
Announced tariffs — particularly those on steel, aluminum and copper, three critical elements in truck and trailer building — have been eased by agreements with supplier countries and by the recent U.S. Supreme Court decision negating President Donald Trump’s authority to impose tariffs under the International Emergency Economic Powers Act (IEEPA).
“Improved clarity around tariff-adjusted pricing and EPA 2027 NOx regulations is reducing policy-related hesitation and giving fleets greater confidence to advance capital plans,” Moyer said. “Order patterns increasingly suggest a structured replacement cycle and forward-looking fleet planning rather than short-term catch-up buying.”
Sales of used trucks increased in February.
While sales of new Class 8 trucks were weakening, sales of used models saw an uptick in February. A typical February sees about a 6% increase in used truck sales over January numbers, but this year that increase was 24%.
“Total reported preliminary sales finished February 54% higher than January,” said Steve Tam, vice president of ACT. “Rather than signaling a surge in demand, the uncharacteristically strong showing seems to indicate a catch-up from weather-related softness in January.
The average retail price of used Class 8 trucks fell by a percentage point from January, possibly indicating a still too-large inventory of used trucks on the market, but things can change quickly. Improving freight rates will encourage some drivers to try their hand at ownership, sending them to dealers for investment in equipment.
While tractor orders were surging, orders for new trailers fell back sharply.
FTR reported orders for 13,305 trailers — down 31% from February 2025 and well below the February 10-year average of 25,172. Moyer blames “pressure from elevated input costs and ongoing trade uncertainty” for the decline, noting that the Trump 50% tariffs on steel, aluminum and copper were not impacted by the recent SCOTUS ruling.
OEM reports for February
Freightliner topped new Class 8 truck sales on the U.S. market in February, reporting sales of 4,512, an increase of 4.6% from January but 18.9% behind February 2025 sales.
International beat its January sales by just 7 trucks. The OEM’s reported sales of 1,702 for the month was down 4% from February 2025.
Kenworth’s reported sales of 1,604 was 10.8% behind January sales and 37.4% behind February 2025. Paccar sibling Peterbilt reported similar results, showing 1,750 sold in February — down 8.8% from January and 31% behind February 2024.
Mack reported sales of 1,340, an increase of 41.5% over January’s 947 and up 8.9% from February 2025. A large percentage of Mack’s Class 8 sales go to vocational use, which may have impacted sales figures. Volvo also reported an increase in sales for February, making the two Volvo-owned companies the only major manufacturers to show increased sales in February over January. There may also be differences in the report timing for the two companies. Volvo’s reported 1,337 February sales were an increase of 65.1% over January 5.4% over February 2025.
Western Star, sibling to Freightliner, reported sales of 735 in February, trailing January sales by 7.5% and falling 6.3% behind February 2025 sales.
Hino, a very small player in the Class 8 market, reported 16 Class 8 trucks sold in February. That’s double the 8 units sold in January. Hino holds a significant portion of the smaller commercial truck market and makes day cab Class 8 trucks available that are primarily used locally.
What’s next?
Where the new Class 8 market goes from here is anyone’s guess. Economists claim the current trucking situation reflects a “supply side” recovery. In other words, reduced capacity (the number of trucks available to haul freight) is having the greatest impact on freight rates.
Counting on increased manufacturing or a sudden surge in consumer spending to infuse more freight into the trucking industry isn’t likely to happen, at least for now.
Meanwhile, the question remains: Will the increase in Class 8 orders result in a greater number of trucks on the road, helping to suppress freight rates? Or are buyers simply replacing older trucks in their fleets? Stay tuned.
Cliff Abbott is an experienced commercial vehicle driver and owner-operator who still holds a CDL in his home state of Alabama. In nearly 40 years in trucking, he’s been an instructor and trainer and has managed safety and recruiting operations for several carriers. Having never lost his love of the road, Cliff has written a book and hundreds of songs and has been writing for The Trucker for more than a decade.
