After years of volatility (pandemic-era shortages, post-COVID price spikes, and supply chain issues), industry insiders agree that the European trucking sector has finally stabilized. Fleet operators can plan renewals without the urgency that characterized previous years. However, as the logistics industry still hasn’t fully recovered, operators are looking for ways to renew their fleets without draining their budgets or compromising operational reliability. This creates the perfect storm for the young-used segment, which buyers are turning to more often.
A year of stabilization
The European truck market spent much of 2025 in correction mode. New heavy truck sales in the EU dropped by 9% (totalling 205,713 units) in the first nine months of 2025 compared to the same period in 2024, continuing a downward trajectory that began the previous year, based on data provided by the European Automobile Manufacturers’ Association (ACEA). “2025 is the first truly stable year after several disruptive years,” says Vytenis Norušis, CEO at ClassTrucks, one of Europe’s largest young-used truck resellers. “After several years of fluctuating pricing and supply constraints, both buyers and sellers finally find themselves in a rather healthy environment, where you can plan for the long-term without rushing it. That’s healthy for everyone.
The European used truck market, valued at approximately €6.785 billion in 2024, continued to benefit from high demand for cost-effective logistics solutions and fleet modernization pressures driven by emissions regulations, according to IMARC Group.
The buyer mindset shift
According to Vytenis Norušis, the most significant development of 2025 was not a shift in the numbers, it was in how buyers approached their purchasing decisions. The rushed, opportunistic buying of previous years gave way to calculated, strategic fleet management.
Buyer behavior now shows a clear preference for high-quality, well-maintained used trucks, particularly those with full service histories and efficient drivetrains. Leasing programs and vehicle certification efforts by dealers and manufacturers have further boosted buyer confidence and strengthened resale values.
“Today’s buyer is smarter and way more selective than before,” Norušis notes. “Three years ago, buyers would be focused solely on price. While it remains a key deciding factor today, things like service history, fuel consumption data, and condition are playing an increasingly prominent role. Buyers clearly understand that the lowest price does not always mean the lowest total cost, and as the difference in environmental and road taxes is exceedingly growing, a young-used fleet brings more cost-saving opportunities to operators.”
According to Norušis, this sophistication extends to the expectations buyers have regarding pre-sale preparation. If buyers once were keen to purchase trucks restored to near-new condition, many now opt for more practical preparation levels, acknowledging that a truck will accumulate scratches and wear within weeks of operation regardless of its initial cosmetic state.
Addressing this shift in mindset, ClassTrucks now offers three preparation tiers, allowing customers to choose their preferred balance between price and condition.
The paths to fleet renewal
According to Norušis, European fleet operators today face three distinct purchasing channels, each with its own trade-offs.
New from manufacturers remains the premium option. With delivery times now normalized, this path has become more accessible than during the shortage years. However, new trucks come with significant R&D costs baked into their prices – manufacturers have invested heavily in fuel-saving technologies and updated drivetrains to meet CO2 targets, and these development costs will inevitably be passed on to buyers.
Used from manufacturer networks offers the security of OEM certification, often with extended warranty options. OEM Certified Pre-Owned programs across Europe have enhanced trust and residual values. However, supply through these channels tends to be sporadic – manufacturers’ used truck divisions typically acquire vehicles through trade-ins or failed businesses, making it difficult to source large quantities of identical specifications.
Independent resellers and brokers are a very diverse and, one would say, fragmented channel. Resellers range from small dealers servicing one location to larger trading platforms and marketplaces. While this channel can occasionally offer good deals, it requires buyers to do their own due diligence – verifying service histories, inspecting vehicles, and often piecing together fleets from multiple resellers. For operators who require a handful of trucks, this can work as an option, for those needing volume or consistency, it quickly becomes time-consuming and risky.
Specialized peer-to-peer used truck suppliers like ClassTrucks occupy a distinct position. With access to approximately 6,000 trucks cycling out of the Girteka Group fleet, ClassTrucks can offer what neither new truck dealers nor manufacturer networks typically can: large volumes of identical vehicles with better specs, predictable availability, and the ability to reserve units months in advance.
“If you need 50 or 100 identical trucks, your options are limited,” Norušis explains. “You can order new at premium prices with extended wait times, or you can work with a supplier who has the volume. We know exactly which trucks are coming out of operation and when – that lets our customers plan their fleet renewals around their business cycles, not around whatever happens to be available.”
The switch to electric is not on the books for now
The urgency behind fleet renewal becomes clear when examining the state of Europe’s truck fleet. According to ACEA, trucks in the EU average 14.1 years of age – the oldest of any vehicle category. Greece operates the oldest fleet at 22.6 years on average, while Austria and Luxembourg maintain the youngest at around seven years. It should be noted that older trucks are mostly used for in-country operations, whereas international freight operators typically have younger fleets, as they are cheaper to maintain and are subject to lower road taxes.
Older trucks face higher road tolls in many countries, increased maintenance costs, and – starting in 2026 – CO2-based charging across all EU member states. With 6 million medium and heavy commercial vehicles on EU roads and 96.4% still running on diesel, the pressure to modernize is mounting, but electrification remains marginal.
Zero-emission heavy trucks accounted for just 1.5% of sales in Q1 2025, up only slightly from 1.0% a year earlier. Battery-electric trucks reached a 3.8% market share by Q3 2025, but the vast majority of fleet renewal will continue to involve diesel vehicles for years to come.
Regulatory pressure intensifies in 2026
The regulatory environment added new dimensions to fleet planning in 2025. Starting in July 2025, CO2 reduction targets of 15% (compared to 2019 levels) began applying to most new heavy trucks sold in the EU. Manufacturers face penalties of €4,250 per gCO2/tkm for non-compliance.
Most manufacturers have met these targets primarily through improved engine efficiency. Scania and Volvo Trucks, for instance, have already met the 2025 CO2 target two years early in 2023, with Volvo leading Europe in zero-emission heavy vehicle sales, showing that modern diesel technology still has room for improvement.
However, 2026 brings a significant shift. The reporting period running from July 2026 to June 2027 will be the first year when manufacturers must meet CO2 targets without the benefit of emission credits accumulated before 2025. Additionally, all EU member states will be required to charge CO2-based fees for truck journeys starting in 2026.
“For carriers, this means the cost of operating older trucks will increase,” Norušis observes. “Companies that fail to modernize their fleets will pay more in road charges – and increasingly, they’ll lose tenders to competitors with cleaner vehicles. Cost-efficient fleet renewal will be everyone’s priority.”
The driver shortage factor
Any discussion of European trucking must acknowledge the elephant in the room: the acute shortage of qualified drivers. Today, Europe faces a shortage of more than 426,000 truck drivers, and if current trends continue, this figure could exceed 745,000 by 2028.
The demographics are stark. According to the IRU, the average European truck driver is 47 years old, with one-third over 55 and expected to retire within the next decade. Meanwhile, fewer than 5% of drivers are under 25. More than half of European trucking companies report they cannot expand their business due to driver shortages, with nearly 50% experiencing reduced productivity and 39% seeing revenue decline.
“This constraint reinforces the case for fleet standardization. When drivers are scarce and expensive, the last thing an operator needs is a mixed fleet requiring multiple training programs and varied maintenance protocols. Standardized fleets with identical vehicles allow drivers to move seamlessly between trucks, reduce training complexity, and improve safety by eliminating the learning curve associated with switching between different models,” Norušis notes.
Looking ahead: 2026 and beyond
As 2025 draws to a close, the European freight market shows signs of cautious recovery. Lower inflation, improving household purchasing power, and inventory replenishment are expected to support stronger consumption and, consequently, freight volumes.
But challenges persist. Wages remain a significant cost driver, with EU transport employees seeing 4.5% year-on-year pay increases in early 2025. The driver shortage shows no signs of easing. And the regulatory environment will only grow more demanding as CO2 targets tighten toward 2030.
“2026 will set apart operators who plan ahead from those who are late to do so,” Vytenis Norušis concludes. “Those who secure their fleet renewals strategically rather than reactively, will be the ones best positioned to compete. The market has matured, and it rewards those who think long-term.”
According to Norušis, for fleet operators evaluating their options, the formula is becoming clearer. Young-used trucks from reliable sources offer a compelling middle path: newer technology than aging fleets, lower capital outlay than new purchases, and – with proper planning – the predictability that the market finally allows.
