Transportation Exchange presented by Rush Truck Centres of Canada
Aug 27, 2026 · 19 min · 8 segments
Send us Fan Mail In this episode, James Menzies, Editor of Today's Trucking and TruckNews.com, returns for a timely discussion on the key forces shaping the transportation industry in 2026. From…
really interesting because we don't know what the cost increase is going to be next year.
I mean, we thought we knew, but then everything changes, right? In this world, everything is constantly in flux.
So there was some talk about whether or not the EPA 27 emissions rules would be maintained, and they will be based on what we hear now.
What's not going to stay is the extended warranty coverage that was being forced upon the OEMs by the EPA.
They wanted them to guarantee the after-treatment systems for 450,000 miles, as opposed to the 100,000 miles that it is today.
And people were talking about $20,000 or $30,000 more for a new Class A truck with EPA 27.
Now, we're talking about a more modest price increase of maybe $5,000, $6,000.
And at the same time, The EPA has given the OEMs a little more flexibility in how they roll out those engines.
So we're just starting to hear now from the engine manufacturers what they're going to do with that.
I know Daimler has said that they're going to go all in on EPA 27 starting January.
I think you know better than me, I think International is just sort of waiting to see what the market appetite is like.
And Comments has come out and said that they're going to have a two-engine strategy, at least initially, and they will pay some fines for those non-EPA 27-compliant engines.
but it might ease the concerns that any fleet buyers have on what those engines will entail.
And that's kind of been good that they've been allowed to have that kind of split decision going to market, obviously for all the OEs, but Cummins definitely is taking advantage of it.
And I think, to your point, it helps with the truck OEs to be able to still carry certain engines for certain product lines as things were changed and evolved for the launch of the different engines with Cummins.
You know, but also with regards to new engine rollouts, you know, nothing ever goes perfectly smooth on day one.
So by maybe not having all the, you know, engine manufacturers change over on January 1st might also help the industry a bit, too, where you don't have, you know, crazy, you know, potential delays in production.
really interesting because we don't know what the cost increase is going to be next year.
I mean, we thought we knew, but then everything changes, right? In this world, everything is constantly in flux.
So there was some talk about whether or not the EPA 27 emissions rules would be maintained, and they will be based on what we hear now.
What's not going to stay is the extended warranty coverage that was being forced upon the OEMs by the EPA.
They wanted them to guarantee the after-treatment systems for 450,000 miles, as opposed to the 100,000 miles that it is today.
And people were talking about $20,000 or $30,000 more for a new Class A truck with EPA 27.
Now, we're talking about a more modest price increase of maybe $5,000, $6,000.
And at the same time, The EPA has given the OEMs a little more flexibility in how they roll out those engines.
So we're just starting to hear now from the engine manufacturers what they're going to do with that.
I know Daimler has said that they're going to go all in on EPA 27 starting January.
I think you know better than me, I think International is just sort of waiting to see what the market appetite is like.
And Comments has come out and said that they're going to have a two-engine strategy, at least initially, and they will pay some fines for those non-EPA 27-compliant engines.
but it might ease the concerns that any fleet buyers have on what those engines will entail.
And that's kind of been good that they've been allowed to have that kind of split decision going to market, obviously for all the OEs, but Cummins definitely is taking advantage of it.
And I think, to your point, it helps with the truck OEs to be able to still carry certain engines for certain product lines as things were changed and evolved for the launch of the different engines with Cummins.
You know, but also with regards to new engine rollouts, you know, nothing ever goes perfectly smooth on day one.
So by maybe not having all the, you know, engine manufacturers change over on January 1st might also help the industry a bit, too, where you don't have, you know, crazy, you know, potential delays in production.
The rest of this transcript — segmented and speaker-labeled, so you land on the exact moment something was said
Search every transcript — by keyword, by phrase, or by meaning, across every show Radar indexes
Trends — what is surging across podcasts, measured against its own baseline
Alerts — when a name you follow appears in a newly indexed episode
No account is needed to search Radar.
