From Scania’s perspective, 2026 is shaping up as a year where fleet decision-making becomes more cautious, more financially disciplined, and more focused on asset value over the full lifecycle. After several years of disruption and inflated purchasing conditions, the market is now working through the consequences of decisions made during the COVID period.
Ben Nye, Sales Director – Truck at Scania Australia, says uncertainty is influencing how fleets approach both new vehicle purchases and existing assets.
“I’ve seen a lot of people trying to extend financing, extending maintenance contracts… a lot of people don’t want to jump in the deep end anymore and just buy new trucks.”
Living with the legacy of the COVID market
One of the most significant challenges facing fleets in 2026, according to Nye, is the legacy of vehicles purchased during the peak of the market.
“We’re entering this period now that we’ve got a lot of people where the payout versus resale value has become a very real problem.”
Vehicles bought at inflated prices are now operating in a market that has normalised, creating tension between book values and real-world resale outcomes. This is driving fleets to hold onto assets longer and reassess replacement timing.
“A lot of customers are looking at what they bought two or three years ago and realising the numbers don’t stack up the way they expected.”
A more conservative investment mindset
Nye says this environment is pushing fleets toward more conservative decision-making. Rather than expanding fleets or committing to large orders, many operators are prioritising stability.
“There’s still uncertainty out there. People are nervous about where the market’s heading, so they’re trying to reduce risk rather than add to it.”
That caution is evident in the way fleets are managing capital expenditure, maintenance and financing.
“Extending contracts and sweating assets a bit longer is becoming more common, because people want clarity before making the next move.”
Emissions ambition versus commercial reality
While emissions reduction remains an important objective, Nye was clear that cost pressure continues to be the dominant constraint for transport operators.
“Customers want to reduce emissions, but no one wants to pay the bill.”
He noted that sustainability commitments often falter when additional costs are passed down the supply chain.
“The moment you ask the end customer to pay more, the appetite disappears.”
From Scania’s perspective, this tension will remain a defining feature of fleet decision-making in 2026, particularly for operators working on thin margins.
Focus on value, not just technology
Nye emphasised that fleets are increasingly evaluating vehicles through a commercial lens rather than a technology lens. Decisions are less about chasing the latest solution and more about proven performance, reliability and cost control.
“It’s not about jumping at every new thing. It’s about understanding what actually delivers value over the life of the truck.”
This mindset aligns with broader industry trends toward whole-of-life cost analysis, even if purchasing behaviour remains cautious in the short term.
What fleets should expect in 2026
From Scania’s perspective, 2026 will not be defined by rapid growth or aggressive fleet expansion. Instead, it will be shaped by:
- Heightened sensitivity to capital and operating costs
- Greater scrutiny of resale values and asset depreciation
- Slower, more deliberate purchasing decisions
- Ongoing tension between emissions goals and commercial constraints
As Nye summed up, the industry is recalibrating after an extraordinary period.
“People are just trying to get their footing again. There’s a lot more thinking going on before decisions are made.”
For fleet managers, Scania’s message is clear: 2026 will reward caution, realism and a strong understanding of asset value — not just at purchase, but at disposal as well.
- Why trailers are the missing link in linehaul fuel efficiency
When linehaul fleets look for fuel savings, attention often turns first to the prime mover. Engine specification, cruise control settings, driver behaviour, aerodynamic packages and route planning all matter. But a TruckShowX case study has highlighted another area that can quietly undermine efficiency: the trailer. Speaking during a practical TruckShowX session, Lachlan Van de Haar, - Truck alignment is a driver fatigue and retention issue, not just a tyre issueTruck wheel alignment is often viewed as a workshop task: correct uneven tyre wear, protect the steering components and reduce fuel use. Presented at TruckShowX, the case study from Big Wheels Truck Alignment and Impact HQ Australia showed that wheel alignment can influence more than tyre life and fuel consumption. It can also affect driver
- Tyre pressure and alignment: the overlooked fuel-saving opportunity for truck fleetsFor fleets looking to reduce fuel use, tyre costs and emissions, the next improvement may not require a new powertrain or major capital investment. A case study presented by Big Wheels Truck Alignment and sustainability consultancy Impact HQ Australia at TruckShowX has highlighted how precision wheel alignment and disciplined tyre management can deliver measurable operating
- PTO options explained: choosing the right power source for heavy vehicle equipmentPower take-off systems are a critical part of many heavy vehicle applications, providing the power needed to operate tippers, cranes, hook lifts, refuse bodies, concrete agitators, vacuum units and other specialist equipment. But not all PTO systems work the same way. The location of the PTO — and whether it needs to operate while the
- Schaeffler Keeps Mercedes-Benz Trucks MovingSchaeffler is highlighting its original-equipment and aftermarket clutch range for Mercedes-Benz Trucks, as heavy vehicle operators look to reduce downtime through reliable servicing and replacement-parts access. The company’s LuK clutches are fitted as original equipment to a range of Mercedes-Benz truck models, including Actros, Arocs, Atego and Econic. Selected Freightliner heavy-duty models also use LuK
