DTNA Backs EPA GHG3 Rollback; Other OEMs More Cautious
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The United States’ biggest heavy- and medium-duty truck maker, Daimler Truck North America, gave federal government plans to undo high-profile tailpipe emissions regulations the thumbs-up. Most of the German-owned original equipment manufacturer’s peers, meanwhile, are keeping their cards closer to their chests.
In late July, the Trump administration formally proposed scrapping the federal government’s authority to regulate greenhouse gases as an air pollutant by rolling back a landmark 2009 determination known as the endangerment finding. Abolishing the finding vacates the foundation for many Environmental Protection Agency regulations, including the Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles rules, colloquially known as GHG3, as well as the Heavy-Duty Nitrogen Oxide rule.
under the Biden administration but came under heavy fire from trucking stakeholders, many of whom characterized it as damaging to carriers. Nonetheless, all truck and engine makers said they would comply with the regulations during the transition to the Trump administration and during the first few months of 2025.
In March, however, EPA Administrator Lee Zeldin said that GHG3 would be reconsidered, and the NOx rule re-evaluated. The agency made good on that promise with the July proposal, a move DTNA praised.
“We commend the [EPA] for its decision to revisit the [GHG3] standards for heavy-duty vehicles,” the manufacturer said in a statement provided to TT. “The original requirements for zero-emission vehicles under GHG3 were infeasible in terms of technology readiness, infrastructure availability and cost feasibility. We are pleased that the EPA is working to ensure that environmental progress is achieved in alignment with economic and operational realities.”
(U.S. Environmental Protection Agency via Facebook)
The forceful statement was a departure from the company’s carefully worded response to the March EPA announcement. At that time, DTNA told TT: “We are committed to adhering to the requirements established by the EPA and will continue to develop our product strategy in alignment with these standards.”
DTNA — parent company of Freightliner and Western Star — accounted for 40.8% of the new Class 8 trucks bought in the U.S. in 2024, according to Wards Intelligence data.
One of the consequences of GHG3 would be OEMs having to sell and manufacture more battery-electric or other alternative-fuel tractors, demand for which has not met expectations. Infrastructure buildout is also underwhelming, with Trump administration cuts to subsidies expected to slow the pace of construction even more.
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Paccar subsidiaries Peterbilt and Kenworth, which accounted for a combined 30.9% of Class 8 sales in 2024, both declined to comment on the plans for the finding and its consequences.
Volvo Group and International Motors each said they were still reviewing the proposal. Volvo Group is the parent company of Volvo Trucks North America and Mack Trucks.
Engine maker Cummins, whose engines are broadly available among truck makers and across vehicles class sizes, is still looking for more certainty.
“We collaborate closely with our customers to ensure we are delivering the solutions that best meet their business needs, continuously innovating to improve fuel efficiency and reduce their costs. We look forward to working with the EPA on providing regulatory certainty in our shared pursuit of offering our customers greater flexibility and contributing to the American economy,” said a spokesperson.
Regulatory Uncertainty Clouds Outlook
A lack of clarity over the future of the tailpipe regulations — among other factors — has hurt North American demand for trucks so far in 2025, particularly in the truckload segment of the market, manufacturers said in second-quarter 2025 earnings released over the past few weeks.
The uncertainty and decrease in truck orders led Cummins to delay the launch of its latest X15 engine for the heavy-duty on-highway truck market until late 2026, CEO Jennifer Rumsey revealed publicly for the first time during the company’s Q2 earnings conference call.
Rumsey addresses attendees in November at the Cummins Technical Center office tower reopening ceremony in Indiana. (Business Wire via Associated Press)
Unveiled in February, Cummins originally said the engine would be available for pre-order in mid-2025 and deliveries would begin in 2026, a position maintained during the company’s first-quarter earnings call.
But Rumsey told investors and analysts: “We are no longer launching the X15 earlier in the year. So, at the end of next year, we’ll be launching those new platforms to comply with the [NOx] ’27 regulation.”
How quickly the fog of uncertainty, as some observers have called it, surrounding the regulations and Trump administration trade policies clears is key to a rebound in freight demand and consequently truck orders, analysts and executives say.
Comment Sought on EPA Proposal
Aug. 1. EPA then launched a public comment period to gather public input on the plan. The 45-day public comment window is open through Sept. 15.
A for Aug. 19-20, and Aug. 21 if required. Potential hearing attendees have until Aug. 12 to contact EPA to confirm attendance and registration to speak. Commenters will each receive three minutes to provide oral testimony.
A final rule will be issued based on comments received. After that, though, there are expected to be lengthy legal challenges, which could go all the way to the Supreme Court.
