Media post: In-Depth Analysis of the U.S. Used Truck Market: 2026 Trends
In the previous years, we’ve seen consistent global growth in the used truck market. The most significant developments, however, are taking place in the United States—the largest and one of the most dynamic markets in the world. Given the turbulence in the US market in 2024 and the relative recovery in 2025, there is interest in the US market for early 2026. The industry is slowly stabilizing, although still sensitive to changes in the freight industry, interest rates, and environmental regulations.
Today, the U.S. used truck market is shaped by several powerful factors at once: continued e-commerce growth, large-scale infrastructure investments, pressure from new environmental standards, and a cautious strategy from transportation companies amid political and economic uncertainty. As a result, more carriers and owner-operators are turning their attention specifically to used trucks—especially in the Class 8 segment of heavy-duty highway tractors.
Why does demand for these vehicles remain strong despite freight market volatility? What are the fast-growing segments and how are the prices of equipment changing? This article analyzes some of the major trends of the 2026 U.S. used truck market, also backed by various other industry sources like ACT Research and IMARC Group.
Market Overview: Size and Growth Dynamics
The U.S. used truck market is more than just a cheaper version of something new. It’s a fully featured, multi-billion-dollar industry. According to IMARC Group, the U.S. market reached $6.6 billion in 2025 and is expected to grow to $8.9 billion by 2034, with a CAGR of 3.17%. Across North America (with over 85% being the U.S.), over 4% CAGR by 2030 is being forecasted by Mordor Intelligence, reflecting for the sustained demand in the heavy-duty segment.
Focus on Class 8 (over 33,000 lbs GVWR)
– In January 2026, retail sales of used Class 8 trucks dropped 12% month-over-month (m/m)—a steeper decline than the expected seasonal drop of ~6%, partly due to winter storms.
– The average mileage of sold units was ~390–410K miles, with an average age of 78–82 months (6.5–6.8 years).
For full-year 2025:
– Retail sales totaled approximately 260–280K units (flat to slightly up vs. 2024), despite a weak freight market.
– Auction and wholesale channels performed differently; however, December 2025 saw an increase (+8.8% y/y to ~23.6K units).
Early 2026 data:
– While the market is still absorbing excess capacity, it is a positive signal for a gradual market recovery in that new Class 8 orders increased +156% y/y in February.
Table: Key U.S. Used Class 8 Market Metrics (2025–2026)
| Metric | 2025 (avg/year) | January 2026 | 2026 Forecast (year) | YoY Change |
| Retail sales (thousand units) | ~260–280 | -12% m/m | 280–300+ | +5–10% |
| Avg. mileage (thousand miles) | 400–420 | ~394–410 | 390–410 | -3–5% |
| Avg. age (months) | 78–80 | 80–82 | 80–84 | +3–5% |
| Market size ($ bn) | 6.6 | – | 6.8–7.2 | +3–5% |
Source: ACT Research, IMARC Group, Mordor Intelligence.
Demand growth is no coincidence: fleets need to scale quickly without massive capital investments in new trucks, which now cost $170–220K due to tightening regulations.
Demand Drivers: Why Used Trucks Are in High Demand
The demand for used trucks in the U.S. is holding firm despite softening new truck sales (new Class 8: -24% y/y in January 2026). Key reasons include:
| Factor | Practical Impact | Key Figures | Market Effect |
| Affordability & financing | Used trucks are significantly cheaper and easier to finance | New: $170–200K Used: $54–55K Gap: -50–65% Down payment: 10–20% Term: up to 7–8 years | Boosts demand from small businesses and owner-operators |
| E-commerce & logistics growth | Fleets expanding for last-mile delivery | E-commerce: +10–12% y/y Demand: 90–120K trucks/year New truck lead time: 8–14 months | Used trucks become a fast solution for immediate fleet expansion |
| Environmental regulations (EPA 2027) | Tightening standards reduce relevance of older trucks | New truck cost: +$8–15K Sweet spot: 4–8 years (350–650K miles) Electric: +12–18% CAGR | Shifts demand toward newer used units and alternative solutions |
| Driver shortage | Fleets optimize structure and costs | Shortage: 70–90K drivers | Preference for multiple used trucks vs. one new |
| Infrastructure & seasonality | Government spending and pre-buy cycles drive demand | IIJA: $1T+ Inventory growth 2025–2026 | Increased supply, gradually absorbed by the market |
Abbreviations:
– LEZ — Low Emission Zone
– HVO — Hydrotreated Vegetable Oil
– IIJA — Infrastructure Investment and Jobs Act (U.S., 2021)
Prices & Segments: What’s Selling and for How Much?
Prices stabilized after the 2024–2025 downturn (bottom in mid-2025), with a rebound in December 2025 (+8% m/m to ~$57K). In January 2026, prices corrected to ~$54–55K.
| Category | Subcategory | Avg. Price ($K) | Notes |
| Overall | All used Class 8 | 54–57 | 20–25% below 2022 peak |
| By OEM (Top 4) | Freightliner | 54–56 | Market leader |
| Kenworth / Peterbilt | 56–59 | Growing popularity | |
| International | 55 | Strong in fleet segment | |
| Volvo / Mack | 55–58 | Owner-operators & fleets | |
| By age | 3–5 years | 45–58 | Owner-operators & fleets |
| 8–12 years | 25–35 | Mostly owner-operators |
Table: Average Used Class 8 Prices by Model Year (Jan 2026 Benchmark)
| Model Year | Price ($K) | m/m Change | y/y Change |
| 2021–2022 | 45–55 | -3–5% | +10–20% |
| 2020 | 33–38 | Stable | +10–15% |
| 2019 | 27–32 | -2–4% | +15–25% |
| 2018 | 24–30 | Stable | +12–18% |
Source: ACT Research.
Leaders: Freightliner (~38–40% share), with Peterbilt/Kenworth gaining traction. Electric/hybrid remains niche but growing (~+10% CAGR).
Challenges & Risks: Not Everything Is Smooth
– Uncertainty: EPA 2027 revisions, possible tariffs, and short-term freight demand softening. While new truck orders have been unstable, February 2026 saw an increase of 156% year-on-year.
– Inventory: ~85–95K units (noting a demand between 85 and 95 thousand units) This tier is starting to put pressure on pricing, but is being absorbed over time.
– Macroeconomics: Fleet budgets are squeezed by winter storms and Federal Reserve interest rates; however, wider economic momentum provides some relief.
Outlook for 2026 and Beyond: Cautious Optimism
ACT Research projects +5–10% growth in used Class 8 sales in 2026 (retail reaching 280–300K units). Prices are expected to stabilize and shift into positive y/y territory by mid-year. Sustainability trends will continue, with used electric trucks projected to grow +12–15% through 2030.
For businesses, the opportunity is clear: focus on 2019–2023 units with service history, warranty options, and lower mileage.
In the U.S., the used truck market is about adaptation—not crisis. Fleets need affordable, reliable equipment now, while new trucks continue to rise in price.
After the Purchase: Unlocking the Tuning Potential of Used Trucks
One critical point often underestimated by buyers: most used Class 8 trucks are already out of factory warranty. This opens up entirely new opportunities for optimization without OEM restrictions.
For fleets and owner-operators, this means one thing—you can not only operate the truck, but also strategically enhance it to match your business needs.
In practice, this enables several key improvements:
– Increased horsepower and torque for heavy loads
– Fuel consumption optimization
– Improved throttle response and drivability
– Removal of factory limitations affecting performance
This is especially relevant for long-haul tractors, where even small efficiency gains translate into significant savings over distance.
That’s why more used truck owners see tuning not as an optional upgrade, but as a direct tool for increasing business profitability.
DrunkLab Tuning Services
DrunkLab provides a full range of software and hardware optimization solutions for commercial trucks, buses, and construction equipment, including Volvo, Mack, Renault, UD Trucks, Volvo & Prevost Buses, Volvo CE, Cummins, PACCAR, Detroit Diesel, and Volvo Penta engines.
Software Solutions
The Mochester App (M4) is a powerful proprietary Windows-based solution for remote ECU tuning. By connecting your truck via a compatible adapter and entering the VIN, you gain instant access to professional-grade services tailored to your vehicle.
Available solutions include:
– Emissions solutions: Full DPF, SCR (AdBlue/DEF), EGR, and NOx deletes
– Performance upgrades: HP uprating and torque optimization
– Module programming: Advanced flashing for ACM, IC, SID, FCIOM, RCIOM, CCIOM, VECU, VMCU, HMIIOM, HMICU, EBS, etc.
– ECU factory restore
Additionally, DrunkLab offers remote tuning via TeamViewer—an engineer connects to your computer and completes tuning procedures (Cummins, Detroit Diesel, PACCAR). The process takes less than an hour, requires no hardware shipping, and minimizes downtime.
Hardware Solutions
DrunkLab’s hardware works alongside software adjustments and guarantees the systems function properly post-adjustments:
– VILKUS-62 Emulator — DPF/SCR-off solution for Mack, Volvo trucks, Volvo CE, and Penta (Black: 2010–2013, Grey: 2014+)
– VLOMINGO tuning adapter — for EGR deletes, wide support of 2014+ trucks and CE machines, support of engines with ePRV delete kits installed and much-much more
– RAZDOLBOSCH tuning adapter — for 2023+ Bosch ECM 4.x systems, enabling low-level ECU access and full remote programming
This comprehensive approach ensures not only successful software modifications but also long-term reliability under real-world operating conditions.
Why Choose DrunkLab
When it comes to diesel truck tuning, execution quality matters as much as the modification itself. Mistakes can be expensive, whether from simple increased wear or from bigger failures.
DrunkLab stands out due to:
– Deep specialization in heavy-duty platforms
– 15+ years of reverse engineering expertise
– Proven solutions tested in real-world conditions
– Remote tuning convenience
– 24/7 technical support
Conclusion
The 2026 U.S. used truck market is also about adaptability and intelligent scaling. At the intersection of affordability and upgrade potential, a new market logic is emerging.
Proper tuning of out-of-warranty trucks transforms them from a “compromise” into a powerful profit-generating asset—and DrunkLab helps unlock that potential safely and efficiently.
DrunkLab — Tuning accessible for everyone!
