The announcements follow similar updates from other major truck manufacturers and come as the U.S. Environmental Protection Agency (EPA) considers changes to federal emissions regulations affecting newly manufactured heavy-duty trucks.

Software Updates Extend Repair Window

According to Volvo Trucks and Mack Trucks, the updated software delays DEF-related engine derates and vehicle speed restrictions, allowing drivers additional time to reach a repair facility when emissions system issues occur.

The companies said the updates are intended to reduce unplanned downtime while maintaining emissions compliance and improving operational flexibility for fleets.

“By extending the repair window and increasing the final inducement speed, we are helping drivers keep their trucks on the road and safely reach a service location, reducing the risk of unexpected downtime and supporting the uptime and productivity our customers depend on every day,” said Peter Voorhoeve, president of Volvo Trucks North America.

Rollout Underway Across Multiple Models

Volvo said it has been producing trucks equipped with the updated software since May 2026 on vehicles powered by its D13 VGT and D13TC engines. Many recently manufactured trucks have already received the update through remote software downloads.

Mack has also begun installing the software on new Anthem and Pioneer models equipped with MP13 engines. The company expects the update to be available for all 2024 and newer Mack trucks by the end of the summer, with plans to extend the software to all eligible post-2010 models by the end of 2027.

Jonathan Randall, president of Mack Trucks North America, said the company remains focused on providing customers with solutions that support both regulatory compliance and day-to-day operations.

Industry Responds to Proposed EPA Rule Changes

Volvo Group’s announcement follows similar software updates introduced by Daimler Truck North America and Paccar as truck manufacturers respond to the EPA’s proposed emissions rule.

In June, the EPA proposed eliminating DEF-related engine derates and vehicle speed restrictions on newly manufactured heavy-duty trucks while maintaining emissions standards. If finalized, the proposal would change how manufacturers manage emissions system faults on future vehicles.

For fleets operating existing trucks, manufacturers say the new software is intended to reduce disruptions by allowing more time to schedule repairs before performance limitations are activated.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 17, 2026

Source: Trucking Dive

Image Source: Mack Trucks

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The proposal focuses on several compliance requirements affecting model year 2027 and newer trucks but does not change the nitrogen oxide (NOx) emissions standards established under the original rule.

EPA Proposes Changes to Several Compliance Requirements

The EPA’s 2023 rule introduced new emissions requirements for model year 2027 heavy-duty trucks, including nitrogen oxide standards that are 80 percent stricter than previous federal limits.

As part of its latest proposal, the agency is recommending changes to several compliance provisions, including:

• Replacing mandatory engine derates with audible or visual warning systems when diesel exhaust fluid (DEF) issues are detected.
• Returning the emissions compliance period from 650,000 miles to 435,000 miles.
• Returning emissions-related warranty coverage from 10 years or 450,000 miles to five years or 100,000 miles.

The proposed revisions would leave the underlying NOx emissions standards unchanged.

Industry Response Has Been Mixed

Many trucking organizations welcomed the proposed changes to engine derates and compliance requirements. However, the Owner Operator Independent Drivers Association (OOIDA) expressed concern that the proposal does not address the emissions standards themselves.

OOIDA also criticized the proposal to shorten emissions-related warranty coverage, arguing that reduced warranty protection could leave owner-operators and small carriers responsible for costly repairs involving emissions systems.

“If EPA is unable to amend burdensome NOx emissions standards, we believe there are more productive solutions than drastically cutting extended warranty periods for small business truckers at the behest of engine manufacturers and large fleets,” said Jay Grimes, OOIDA’s director of federal affairs.

Grimes added that warranty coverage should continue protecting truck owners from repeated and expensive emissions system failures that drivers have reported under previous emissions regulations.

Public Comment Period Runs Through August 29

The EPA is accepting public comments on the proposal through Aug. 29, 2026.

Drivers and other stakeholders can submit comments through Regulations.gov using docket number EPA-HQ-OAR-2026-0728.

The agency will also hold two virtual public hearings:

• July 29 at 9 a.m. Eastern.
• July 30 at 10 a.m. Eastern.

Anyone wishing to testify must register in advance by emailing EPA-HD-MobileSource-Hearings@epa.gov. According to the EPA, registration forms for those planning to testify must be submitted by July 22.

The agency will review public comments before determining whether to finalize the proposed revisions.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 21, 2026

Source: Land Line Media

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According to the EPA, these honorees exemplify the best practices in sustainable transportation, achieving impressive results in reducing emissions and optimizing energy use while transporting goods across vast distances. These industry leaders stand out for their commitment to minimizing fuel consumption, decreasing greenhouse gas emissions, and enhancing air quality within the communities they operate.

The esteemed recipients of the 2024 SmartWay Freight Partner Excellence Award include:

• Arrow Transportation

• Bridgestone Americas Tire Operations

• Canadian Reefers Ltd.

• Cargo Transporters

• Covenant Transport

• Crete Carrier Corporation

• CRST The Transportation Solution Inc

• D&D Transportation Services Inc

• Danny Herman Trucking Inc

• Discount Tire

• Divine Enterprises, Inc.

• Dollar Tree Stores, Inc

• Edgewell Personal Care

• Elevate Textiles, Inc.

• Forza Transportation Services, Inc

• Gap Inc. Canada

• Gap Inc. USA

• Georgia-Pacific Consumer Products LP

• GP Transportation Co

• Hirschbach Motor Lines

• Hogan Transports, Inc.

• Keane Thummel Trucking Inc.

• Kellanova

• Kimberly-Clark Corporation

• Knight Transportation, Inc.

• Kohl’s

• Lowe’s Companies, Inc.

• May Trucking Company

• McDonald’s USA, LLC

• Meijer

• Mesilla Valley Transportation

• Mike Frost Trucking, Inc.

• Nussbaum Transportation Services, Inc.

• Ocean Spray Cranberries, Inc

• Paper Transport, LLC

• Prime, Inc.

• Royal Trucking Company

• Ryder Dedicated Transportation Solutions (DTS)

• Saia Motor Freight Line, LLC

• Schneider

• Swift Transportation Co. of Arizona, LLC

• The Home Depot U.S.A., Inc

• The TJX Companies, Inc.

• Tractor Supply Company

• Trans-West Logistics Inc / Logistiques Trans-West Inc.

• Werner Enterprises

• Western Express, Inc.

Michael S. Regan, EPA Administrator, remarked, “As we mark our 20th anniversary this year, we celebrate decades of our partners advancing freight efficiency, and delivering goods with less fuel and lower emissions, thus strengthening this essential economic sector while supporting air quality goals.” He continued, “SmartWay is proud to recognize 47 top performing truck carrier and shipper Partners — with the 2024 SmartWay Excellence Award for outstanding environmental performance and business leadership in goods movement.”

This recognition underscores the pivotal role these partners play in promoting environmentally responsible practices in the transportation sector.

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Ben Schill, the CEO of Paper Transport, noted, “For the past 15 years, Paper Transport has been a leader in providing sustainable transportation solutions. We have pushed the envelope to test and implement solutions that help reduce the carbon footprint of our shippers. We lean on acting and learning from real-world experience versus pontificating about what can or cannot work. We embrace the spirit of SmartWay in terms of embracing real-world testing and finding sustainable solutions that can work in a practical environment.” This statement encapsulates the essence of Paper Transport’s mission to embrace real-world testing and find sustainable solutions.

As an active member of the SmartWay Transport Partnership, Paper Transport actively participates in initiatives fostering environmental stewardship and corporate responsibility. The company has committed to supporting the partnership’s impressive achievements, which include the conservation of 379 million barrels of oil, a reduction in fuel costs by $52 billion, and a substantial decrease in emissions totaling 162 million metric tons of CO2, 2.8 million short tons of NOx, and 114,000 short tons of PM. Such environmental advancements are equivalent to the energy consumption of 24 million homes each year.

In addition to its ideological commitments, Paper Transport has successfully submitted up-to-date operational data to the SmartWay Transport Partnership and has received commendation for these submissions. By focusing on transparency and measurable results, Paper Transport fortifies its dedication to a greener, more sustainable future.

Source: The Trucker

Photo: Paper Transport

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Simultaneously, 17 state attorneys general filed a separate lawsuit in the U.S. District Court for the Eastern District of California against California’s Advanced Clean Fleets rule.

These legal actions occur at the same time as Republican legislators introduce resolutions aimed at blocking the EPA’s recent efforts to tighten emissions standards.

Hilgers explained that both lawsuits argue the Biden Administration and California regulators have overstepped their constitutional and statutory authority by attempting to mandate a nationwide transition to electric trucks.

He criticized the regulations as being out of touch with reality, citing inefficiencies, high costs, and potential negative impacts on Nebraska citizens, such as increased transportation costs, higher prices for goods, and added strain on the electric power grid.

The D.C. Circuit lawsuit targets the EPA’s rule enforcing stringent tailpipe emissions standards for heavy-duty vehicles, effectively compelling manufacturers to produce more electric trucks and fewer internal combustion trucks.

The California lawsuit challenges the state’s Advanced Clean Fleets regulations, which require certain trucking fleet owners and operators to phase out internal combustion trucks in favor of electric trucks.

The states joining Nebraska’s lawsuit include Alabama, Alaska, Arkansas, Florida, Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Louisiana, Mississippi, Missouri, Montana, Oklahoma, South Carolina, South Dakota, Tennessee, Texas, Utah, Virginia, West Virginia, and Wyoming.

Alabama, Arkansas, Georgia, Idaho, Indiana, Iowa, Kansas, Louisiana, Missouri, Montana, Oklahoma, South Carolina, Utah, West Virginia, and Wyoming are the states participating in the lawsuit against California alongside Nebraska. Additionally, the Arizona State Legislature and the Nebraska Trucking Association have joined this lawsuit.

Source: Truckers News

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The group of states is represented by Republican attorneys general, led by Nebraska Attorney General Mike Hilgers, who initiated a lawsuit against California’s Advanced Clean Fleets rule.

While the specifics of their argument have yet to be disclosed, the states intend to contest the EPA’s expanded truck emission standards on the grounds that they go beyond the agency’s authority. The review petition calls the rule “arbitrary, capricious, an abuse of discretion and not in accordance with law.”

Hilgers characterized the new standards as out of touch with reality, asserting that the mandated shift to electric trucks is both inefficient and costly. He further argued that this transition would disproportionately burden Nebraskans by inflating interstate transportation expenses, raising commodity prices, and straining the electric power grid.

“California and an unaccountable EPA are trying to transform our national trucking industry and supply chain infrastructure,” Hilgers said. “This effort – coming at a time of heightened inflation and with an already-strained electrical grid – will devastate the trucking and logistics industry, raise prices for customers and impact untold number of jobs across Nebraska and the country. Neither California nor the EPA has the constitutional power to dictate these nationwide rules to Americans.”

Under the EPA’s updated regulations, 25% of new sleeper-cab tractors must be zero-tailpipe-emission trucks by 2032. Although manufacturers have flexibility in meeting this requirement through various technologies, there is a significant emphasis on battery-electric vehicles, largely due to pricing and charging infrastructure.

Electric trucks currently cost approximately $400,000, more than twice the cost of a diesel-powered truck. When interest is factored in over a standard 60-month loan term, this price gap only widens.

Plus, electric trucks offer a significantly shorter range, covering less than 300 miles compared to a diesel truck’s capacity. Coupled with lengthy charging times, electric trucks would take four to five days to complete a 1,000-mile journey—a task that diesel-powered trucks can accomplish in just two days.

According to a cost analysis conducted by Ryder, transitioning to electric trucks would double the operating expenses for Class 8 vehicles, leading to a 1% rise in overall inflation as additional costs are passed on to consumers.

This legal challenge follows closely on the heels of Republican lawmakers’ introduction of a resolution aimed at overturning the EPA’s final rule. Senators Pete Ricketts (R-Neb.) and Dan Sullivan (R-Ark.), along with Representative John James (R-Mich.), presented Congressional Review Act (CRA) resolutions to void the EPA’s strict emission standards for heavy-duty trucks and passenger vehicles. Sullivan ended his statement with a quote from the Owner-Operator Independent Drivers Association.

“Small-business truckers make up 96% of trucking and could be regulated out of existence if the EPA’s misguided mandate comes into effect,” said Todd Spencer, OOIDA president. “This could have devastating effects on the reliability of America’s supply chain and ultimately on the cost and availability of consumer goods. Local mom-and-pop trucking businesses would be suffocated by the sheer cost and operational challenges of effectively mandating EV trucks. We thank Sen. Ricketts and Sen. Sullivan for their leadership in Congress in standing up for America’s small-business truckers to fight EPA’s unworkable emission regulations.”

Source: Land Line

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The bill, HR4468, aims to prevent the EPA from imposing mandates that demand the use of specific engine technologies or restrict the availability of new vehicles based on engine types. Representative Tim Walberg, R-Michigan, introduced the CARS Act in the House, while the Senate version was presented by Senator Mike Crapo, R-Idaho, in October.

“This legislation would help ensure the continued availability of engine technologies that small-business truckers depend on for their livelihoods and are necessary to keep our supply chain functioning,” said OOIDA President Todd Spencer.

The EPA proposed stricter emission standards in May for light-duty and medium-duty vehicles, set to be phased in from model years 2027 through 2032, signaling a transition toward electric vehicles.

Expressing support for the CARS Act, OOIDA wrote a letter directly to Walberg on Dec. 4.

“The EPA has continued a regulatory blitz on small-business truckers in recent years and attempted to force truckers into purchasing costly alternative vehicles,” OOIDA wrote. “It’s baffling that the EPA has pushed forward with more impractical emissions timelines without first addressing the overwhelming concerns with electric commercial motor vehicles, such as the absence of a national charging infrastructure network for heavy-duty trucks.”

Wahlberg introduced the proposed legislative act in July.

“The Biden administration cannot continue to create regulations that limit consumer choice, hamper mobility, make vehicles more expensive for families and cede America’s auto leadership and jobs to China,” Walberg said. “Hardworking Americans have already experienced months of runaway inflation and high energy costs, and these efforts will only further increase the financial burden on Americans who cannot afford to purchase electric vehicles. This legislation would put a stop to this executive overreach, allowing consumers to have the freedom to decide what car works best for them and their families and preventing auto manufacturers from being forced to meet unrealistic mandates driven by the president’s Green New Deal agenda.”

The OOIDA believes that new technology can’t be publicly mandated until the public is ready to receive it.

“Clean air is a priority for everyone, but any new regulations must ensure that vehicles are reliable and affordable for professional truckers,” OOIDA wrote.

Source: Land Line

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The EPA’s Phase 3 plan includes a goal to electrify 25% of new long-haul trucks by 2032, along with similar targets for short-haul regional tractors and vocational vehicles. Additionally, the proposal seeks to enhance the already stringent “Phase 2” GHG emissions regulations for 2027 trucks, while introducing new emissions standards starting in 2028.

Despite previous efforts by other senators and representatives to sway EPA Chief Michael S. Regan, the agency has not yet budged on the rule; however, with a bipartisan group of signatures including 27 Republicans and four Democrats, as well as Senator Mike Braun (Republican of Indiana), this latest letter demands the EPA’s attention.

In the latest letter, the members of Congress said they “have heard from constituents concerned that this rule will fundamentally transform the truck industry and should more fully take into consideration the affordability of future heavy-duty trucks and the ability of our nation’s commercial charging infrastructure to support the upcoming demand in its effort to drive modernization of America’s aging truck fleet.”

The letter strongly condemns the EPA’s decision to skip the advance notice of proposed rulemaking (ANPRM) stage. It also expresses disappointment in the EPA for refusing to extend the comment period on its notice of proposed rulemaking, even after the period had ended in June.

“There is much at stake for the truck industry, its employees, and the economy, and the EPA should take the time needed to carefully consider the concerns raised during the rulemaking,” the letter states. EPA’s cost estimates presented the biggest concern — EPA did not consider the 12% federal excise tax (FET), state sales tax or insurance premiums for prospective owners of “zero-emission” electric heavy-duty trucks (ZEVs). “The EPA should consider whether these important factors must be included in its analysis.”

The group expressed concerns about the lack of charging infrastructure for zero-emission vehicles (ZEVs) and the need for upgrades to the distribution system. They emphasized the importance of a coordinated effort across the government to support the EPA’s proposed rule. The Congressmembers also highlighted the need for the EPA to take into account the practical availability and speed of building the necessary ZEV infrastructure.

Furthermore, the representatives stated that trucking business owners will not invest in heavy-duty trucks that are beyond their financial means, unable to be charged, or do not meet their specific requirements. They urged the EPA to carefully consider these concerns when making decisions.

Source: Overdrive

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One program, the Clean Heavy-Duty Vehicles Program, has $1 billion in grants and rebates earmarked to incentivize the widespread use of zero-emission Class 6 or 7 vehicles. The other, the Grants to Reduce Air Pollution at Ports Program, has $3 billion in funding and aims to reduce air pollution in port areas.

Join the conversation and share your knowledge to help shape the future of clean transportation. The deadline for input is today, June 5th.

The Clean Ports Program is designed to promote the adoption of eco-friendly port equipment and technology that emits zero harmful emissions. This initiative also provides financial aid for developing climate action plans and the planning/permitting processes involved in acquiring and installing green port equipment/technology. The EPA has identified an array of electric and hydrogen vehicles and equipment that are becoming increasingly available in the commercial truck and ports sectors.

“Given the wide range of potential vehicles and equipment that could be considered for funding under the Clean HDV and Clean Ports Programs, EPA believes it is critical to provide an opportunity for all stakeholders (e.g., manufacturers, distributors, installers, fleet operators, port operators) to share information about their products and firsthand experience with zero-emission technologies if they so choose, in order to give EPA the broadest understanding possible of potential vehicles and equipment eligible to fund,” the agency stated.

The EPA is reaching out to a variety of stakeholders, including fleets, manufacturers, ports, municipalities, school districts, and utilities, to gather information on zero-emission technology. Specifically, they are interested in learning more about electric or fuel cell delivery trucks, refuse trucks, utility trucks, school buses, and day cab tractors, as well as the necessary charging and fueling infrastructure for these vehicles.

In addition, the EPA is seeking input on carbon-free port equipment, such as electric or fuel cell drayage trucks, harbor craft, locomotives, and cargo handling equipment. Stakeholders are encouraged to share information on pricing, life cycle costs compared to conventional fuels, and practical considerations for program design, such as best practices and workforce training needs. Your expertise and experience with zero-emission technology can help shape the future of sustainable transportation.

“EPA is especially interested in comments detailing the availability, market price and performance of zero-emission trucks, zero-emission port equipment, electric charging and other fueling infrastructure needs for zero-emission technologies in the near term (1-3 years, and 1-5 years for port equipment), and whether the components of these systems are manufactured in the United States,” stated the request in document EPA-HQ-OAR-2023-0216-0001.

The information collected from respondents about whether the equipment and components in infrastructure projects are made in the USA or will be in the near future will help tailor funding programs and address Build America Buy America (BABA) requirements, which mandates that federal infrastructure projects use U.S.-produced iron, steel, manufactured products, and construction materials. While the EPA can issue waivers for certain materials, federal approval depends on factors such as price and availability of domestically sourced goods.

The EPA is specifically interested in understanding the availability and differences in zero-emission Class 6 and 7 trucks, as well as zero-emission trucks that serve ports and port equipment, along with their related charging and fueling infrastructure requirements. This data will allow the EPA to design programs that efficiently fund current zero-emission technologies while also considering allowances, such as longer project time frames, for specific technologies.

After gathering information from stakeholders, the EPA will engage in discussions with other federal, state, and private sector stakeholders to explore ways of supporting other funding opportunities.

To make your voice heard, send written input on the Clean Ports Program design at cleanports@epa.gov by today, June 5.

Sources: Transport Topics, EPA.gov

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Last week, the White House introduced a plan aiming to reduce Greenhouse Gas emissions by phasing in electric vehicles. The goal is for 67% of all light-duty cars and trucks sold by 2032 to be powered electrically, as well as 50% of buses and waste haulers; 35% regional tractors; and 25% long-haul trucks.

The EPA’s proposed plan would set new GHG standards for heavy-duty highway vehicles, starting in model year 2028 through MY 2032. This proposal goes even further by revising previous GHG requirements established under the Phase 2 rule of their Greenhouse Gas Emissions and Fuel Efficiency Standards initiative.

The EPA’s Phase two has already been enacted, requiring tractor models in 2027 to reduce carbon dioxide emissions by at least 25% and fuel consumption from 2017 levels. This requirement can be achieved through a combination of engine upgrades, transmission improvements, increased aerodynamic design efficiency, enhanced tire traction resistance and better idle performance.

The EPA is inviting individuals and organizations interested in speaking or attending the hearing to send in their registrations for the upcoming virtual hearing on April 26. All interested parties, even those not intending to provide testimony, are encouraged to register by emailing EPA-HD-Hearings@epa.gov before that date so they can receive instructions about how best to participate in the virtual event.

Each registered speaker will have the opportunity to provide their input for a maximum of three minutes. While the EPA may ask clarifying questions during oral presentations, they will not respond to the presentations at that time.

Source: CCJDigital

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