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No details about the tariffs — which would also pertain to truck parts and components — have been released. (Cheney Orr/Bloomberg)

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The countries that export the bulk of medium- and heavy-duty trucks subject to a new 25% tariff imposed by the Trump administration said the levies run counter to long-standing trade agreements as well as the core tenets of mutually beneficial trade activity that have existed for years.

Every one of the countries identified by the U.S. Department of Commerce Foreign Trade Division as a top supplier as determined by export value of trucks to the U.S. — Mexico ($15.45 billion), Canada ($4.24 billion), Japan ($550 million), Germany ($269 million), China ($42.1 million) and South Korea ($12.8 million) — warned the agency against imposition of the levies.

The agency earlier this year into whether the import of medium- and heavy-duty trucks into the U.S. negatively impacts national security. These so-called Section 232 tariffs are permitted under the Trade Expansion Act of 1962.

While the agency has not made public the results of that investigation, President Donald Trump on Sept. 25 said the U.S. was moving forward with the tariffs.

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(U.S. Department of Commerce Foreign Trade Division via Transport Topics)

In order to protect our Great Heavy Truck Manufacturers from unfair outside competition, I will be imposing, as of October 1st, 2025, a 25% Tariff on all “Heavy (Big!) Trucks” made in other parts of the World,” Trump stated in a post on his Truth Social platform. “Therefore, our Great Large Truck Company Manufacturers, such as Peterbilt, Kenworth, Freightliner, Mack Trucks, and others, will be protected from the onslaught of outside interruptions. We need our Truckers to be financially healthy and strong, for many reasons, but above all else, for National Security purposes!”

No details about the tariffs — which would also pertain to truck parts and components — have been released. In addition to Commerce, agencies that would play a role in implementation include U.S. Customs and Border Protection and the U.S. International Trade Administration.

While leaders from the countries that would be most affected have so far remained quiet, comments filed on behalf of each nation during the Commerce Department’s investigation reveal the stakes that each insisted were on the line should the tariffs be adopted.

All of the following comments were submitted to Commerce on May 16, in response to an agency request for input on the tariff proposal.

Mexico

that tariffs on its sales of heavy trucks and truck parts “run counter to U.S. national security interests” and fail to support “U.S. commitments” to the United States-Mexico-Canada Agreement of July 2020.

Mexico noted that USMCA partner nations committed to strict rules of origin to solidify North American regional supply chains.

“This resulted in a higher requirement of regional value content (64% since July 2024, 70% in 2027) and new requirements of labor value content (45%) and purchases of steel and aluminum (70%). Mexican truck exports to the United States have achieved all of these requirements since its implementation,” the Ministry wrote.

The country further stated that tariffs would undermine the bilateral supply chain between Mexican truck makers and U.S. suppliers and assembly plants.

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Trucks in line to enter the United States at the World Trade Bridge port of entry on the U.S.-Mexico border in Laredo, Texas. (Cheney Orr/Bloomberg)

Mexico also pointed out that:

• All Mexican-made trucks sold to the United States have on average 50% American components. That includes diesel engines, which can account for 35% of a truck’s component content, it said.
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• Mexico bought from the U.S. $72.2 billion in parts and components for truck production — representing 31% of total U.S. global exports of these goods.
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• Mexico is the top buyer of American truck parts and related products made in Alabama, Arkansas, Arizona, California, Florida, Georgia, Indiana, Louisiana, Massachusetts, Michigan, Minnesota, Missouri, New Mexico, Oregon, South Carolina, Tennessee, Texas, Utah and Wisconsin.

“The United States and Mexico should build on the strength and success of their existing relationship, rather than engage in a process that diminishes regional trade flows, undermines integration, and makes automotive supply chains less reliable, less profitable, and inefficient. Mexico reaffirms its commitment to work with the United States to address current and future challenges that our industries face,” Mexico noted.

Canada

The it is “inconceivable” that U.S. trade with Canada could be a national security threat due to both nations sharing a “tightly integrated defense industrial base” and being national security partners. “There is therefore no justification for the government of the United States to take action in this area for imports of medium- and heavy-duty trucks from Canada.”

The embassy noted that Canada is a leading market for American-made trucks. In 2024, Canada accounted for 67% of U.S. medium- and heavy-duty truck exports, totaling nearly $7.2 billion.

In addition, it argued that for more than 20 years the U.S. has enjoyed a significant trade surplus in medium- and heavy-duty trucks with Canada. In 2024, the United States bought less than $2.9 billion worth of medium- and heavy-duty trucks from Canada — resulting in a $4.3 billion U.S. trade surplus.

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Vehicles cross the Peace Bridge at the Canada-U.S. border in Fort Erie, Ontario. (Cole Burston/Bloomberg)

It also argued that medium- and heavy-duty trucks assembled in Canada contain a significant amount of American-made components, such as engines from a Cummins engine plant in Rocky Mount, N.C., and a Paccar engine plant in Columbus, Miss.

“Canada is a stable and reliable source of trucks and truck parts to the United States and can contribute to a stable North American supply chain. Imports of Canadian trucks and truck parts do not impair, or threaten to impair, U.S. national security. To the contrary, open trade with Canada strengthens U.S. national security by allowing the U.S. trucking industry to access trucks and truck manufacturers to access related parts from its most reliable trading partner,” the embassy concluded.

Japan

The in a “spirit of mutual trust and collaboration” that the U.S. government refrain from adopting the tariffs.

“Regarding medium- and heavy-duty trucks, Japanese automakers have been producing these in the United States since establishing production facilities in 2007. Currently, Japanese automakers produce about 30,000 medium- and heavy-duty trucks, contributing to the U.S. economy,” Japan noted. It also reminded Commerce that earlier this year Isuzu Motors Ltd. announced plans to build a factory in South Carolina.

The additional trade tariffs with Japan would negatively impact global trade and could result in “serious disruptions in the global market and have a detrimental effect on the multilateral trading system as a whole,” the country argued. “The import of medium- and heavy-duty trucks and their parts from Japan has never posed a security threat to the United States in any sense, and it will not do so in the future.”

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Isuzu Motors trucks bound for shipment at a port in Yokohama, Japan. (Toru Hanai/Bloomberg)

The Japan Automobile Manufacturers Association . Its members control just a 5% share in the U.S. medium-duty truck market, but produce more trucks stateside than they sell via import; in 2024, JAMA members built 20,611 medium- and heavy-duty trucks in the United States and sold 13,251 units imported from Japan.

“JAMA members’ consistent and steadily increasing good-quality investments in the U.S. underscore their long-term commitment to the U.S. market, workers and communities. JAMA’s truck manufacturing members strongly urge the U.S. to support policies that encourage continued growth in the U.S.,” the association said. It warned that the tariffs could result in higher production costs, uncertainty in production timelines and more expensive logistics costs.

China

The not only opposed potential tariffs on foreign-made trucks but called the national security element a pretext “to impose trade protectionist measures.”

It accused the Commerce Department of failing to follow “due process, undermining the credibility and transparency” of the U.S. government since it simultaneously requested public comments when starting the investigation instead of vice versa.

China also asserted that the truck supply chain of the United States “does not face security issues, and the imported truck products as civilian products do not impair or threaten to impair the national security of the United States. If the United States still proceeds to investigate the so-called Section 232 investigation on imported trucks and decides to take certain measures, it could undoubtedly cause the disorder of the truck supply chain,” it argued.

(Bloomberg Television via YouTube)

It also suggested that the U.S. government follow World Trade Organization rules and “refrain from abusing the concept of national security.” It instead urged the U.S. to seek mutual benefits and work with other WTO members for a stable global truck supply chain.

These sentiments were echoed in a letter by Fu Bingfeng, executive vice president and secretary-general of the China Association of Automobile Manufacturers.

The association asked the U.S. government to “avoid the abuse of trade remedy measures, and address the problems in the development of the industry through equal, friendly and constructive dialogue and cooperation.” It also urged adherence to WTO rules.

Germany

Germany’s views were represented by VDA, the .

Germany’s top international export products last year were motor vehicles and parts, .

The German automotive industry said it supported the overall U.S. desire to secure its supply chains, grow the economy and obtain investment and technological leadership, but stressed that higher tariffs were not the answer.

“VDA members are convinced that these objectives are best achieved through a further dismantling of tariffs and non-tariff barriers rather than through tariff increase that could spur inflation and have many unintended consequences,” the association stated.

It noted that German manufacturers last year produced 844,000 vehicles in the U.S., of which about 50% were sold worldwide.

It noted that German sales of its commercial vehicles to the United States pose “no threat to the U.S. economy. Also, the exports of parts for commercial vehicle production in the USA do not constitute a threat to the U.S. but supports the U.S. industry in building commercial vehicles. Parts coming from Germany are an important success factor for American built vehicles,” VDA stated.

South Korea

Though not as large a seller of trucks that could be impacted by the tariffs, the that South Korean companies are investment partners with U.S.-based firms.

The ministry noted that South Korean-made medium- and heavy-duty trucks make up less than 0.5% of such sales to the U.S.

“Such imports do not create risks of market dominance, risk to the survival of the U.S. industry, or give rise to threats of weaponization of trade flows,” the Ministry noted.

It noted, however, that South Korean firms invest in the U.S. and jointly develop technologies with American counterparts. As such, it asked for an exemption from the tariffs.

“The Korean government believes that as a U.S. ally and national security partner investing in and expanding U.S. production, no adjustment of imports from Korea is necessary or appropriate under Section 232,” the Ministry said. “The Korean government and industries have firm stance as the most reliable ally in achieving the US economic and security goals. We hope that the U.S. side will review our opinion in a fair and sincere manner.”