EU formally bans new ICE vehicles, aims to slash emissions from trucks and buses
The European Union has put its stamp of approval on a reworked law yesterday banning all new sales of ICE vehicles from 2035. Meanwhile, the European Commission has also proposed new targets to cut CO2 emissions from city buses and trucks from 2030 and onward. Here’s the latest.
The landmark bill regarding ICE vehicles, which was approved last year but still needs to go through one more round of approvals in March, officially bans the sale of all new petrol and diesel vehicles in the entire 27-country bloc. This latest revision signed yesterday, according to Reuters, sees a 55% cut in CO2 emissions for new cars sold from 2030 versus 2021 compared to the previous target of 37.5%.
Of course, there are a couple of caveats: For one, the law only addresses new cars, not the second-hand market, meaning that a brand-new ICE vehicle bought in 2034 will still be legal to drive in 2035 and onward. Given the life cycle of most cars is about 10 to 15 years or so, that’s not good news when it comes to meeting climate goals. The final deal also includes a workaround for smaller carmakers producing less than 10,000 vehicles a year to meet weaker targets until 2036.
While there has been pushback from the auto industry over the past year, most European car manufacturers are already on board with plans to heavily invest in electrification, including Volkswagen’s commitment to only produce electric cars in Europe from 2033. Others, such as Bentley, Mercedes-Benz, Ford, and Jaguar, have already begun shifting their global production strategies toward an all-electric future.
The European Commission has also turned its eye toward cutting greenhouse emissions from the transport section, with an aim to phase in stronger CO2 emissions standards for all new heavy-duty vehicles, including city buses and long-haul trucks, and gradually shift to zero emissions in the coming years. The plan, announced yesterday, suggests a 45% emissions reduction from 2030, then 65% emission reduction from 2035, to 90% from 2040. Yet, the plan is a tad more aggressive for city buses, requiring zero-emissions standards by 2030.
As is, heavy-duty vehicles account for more than 6% of total EU greenhouse gases and more than 25% of all greenhouse gas emissions from road transport.
It’s early days for the proposal, with legislators already debating the potential loss of employment for hundreds of thousands of people in the ICE industry and the rising electricity costs, with centrist and conservative leaders asking for a rethink of the truck ban.
Electrek’s Take
The time it takes for European legislation to take form is tediously slow, to say the least, requiring endless debate and revisions – and the clock is ticking – but the fact a law of this scale continues through the labyrinth of required approvals is good news. European consumers are ready, and already claim 25% of global EV sales. Still, the shift won’t be easy, especially in a fragile economy with millions, maybe billions, of euros still needed to build out electric grid infrastructure in a sustainable way to ensure EVs run on clean power. A McKinsey study estimates this bill at upward of €240 billion by 2030. In terms of public chargers, the EU offers about five public chargers for every 100km, and the European Federation for Transport and Environment suggests that deploying 2.7 million public charging points throughout the continent by 2030 would require around €1.8 billion. Considering that is about 3% of the EU’s yearly budget for roads and infrastructure in Europe, it seems like a decent start.
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Last week, we reported that the e-bike world had a new motor claiming to be the lightest and most efficient. Now, we’re already seeing TQ’s new TQHPR40 motor proliferate on more road and gravel e-bikes, including the recently announced E-ASTR from Ridely.
Ridley’s new E‑ASTR brings lightweight electric assistance to its already impressive ASTR gravel platform, powered by the cutting-edge TQ HPR40 mid-drive system. Unlike bulkier e‑bike setups, this system adds just 1.17 kg (2.6 lb) at the crank and a discreet 1.46 kg (3.2 lb) and 290 Wh battery hidden within the downtube, keeping the frame’s silhouette nearly identical to the non-electric version of the same bike. According to BikeRumor, riders looking closely might spot only a slightly fatter downtube, internal cable routing, and a handlebar-end LED indicator, giving visual clues without shouting “electric bike.”
What the E‑ASTR gives up in sheer power from the petite motor, it gains in ride feel. The HPR40 is said to deliver a modest 40 Nm of torque and up to 200W of assist, or enough to smooth out climbs or offer a tailwind on gravel without overpowering the rider. With support cut off at 25 km/h (15.5 mph), pedal responsiveness remains natural and fluid. Combined with the ASTR’s race-inspired geometry, the bike looks to offer sharp handling and comfort suited to the rigors of modern gravel routes.
Ridley is currently offering the E‑ASTR in three spec levels: a value SRAM Apex XPLR AXS build €7,199 (or approximately US $8,500), a mid-range SRAM Rival XPLR AXS 1×13 version for €8,199 (or approximately US $9,700), and a top-tier Shimano GRX 2×12 Di2 model for €8,899 (or approximately US $10,500). Each features high-end drivetrains, integrated cockpit options, carbon wheels, and industry-standard gravel brakes and tires. With its race-ready frame and stealthy, lightweight e‑assistance, the E‑ASTR is positioning itself as a high-performance gravel machine that stays true to its roots, delivering help when needed, without overshadowing the rider.
Ultra-lightweight motors like the TQHPR40 are quietly reshaping the e-bike industry by making electric assistance almost invisible, both in looks and in feel. As systems shrink and integrate more seamlessly into traditional bike frames, they’re opening the door to new categories of performance-oriented e-bikes that preserve the ride dynamics of analog bikes while offering just enough support when it counts.
For riders who value a natural pedaling experience but still want a little help on climbs or longer days, and especially for aging riders who want to maintain their riding habits despite father time taking an impact on joints and muscles, these minimalist systems are proving that you don’t need a bulky battery or a massive motor to get the benefits of going electric. The result is a wave of stealthy, high-performance e-bikes that are less about replacing effort and more about enhancing the ride.
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After a month off trying to wrap our heads around all the chaos surrounding EVs, solar, and everything else in Washington, we’re back with the biggest EV news stories of the day from Tesla, Ford, Volvo, and everyone else on today’s hiatus-busting episode of Quick Charge!
It just gets worse and worse for the Tesla true believers – especially those willing to put their money where Elon’s mouth is! One believer is set to lose nearly $50,000 betting on Tesla’s ability to deliver a Robotaxi service by the end of June (didn’t happen), and the controversial CEO’s most recent spat with President Trump had TSLA down nearly 5% in pre-morning trading.
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Hyundai is getting ready to shake things up. A new electric crossover SUV, likely the Hyundai IONIQ 2, is set to debut in the coming months. It will sit below the Kona Electric as Hyundai expands its entry-level EV lineup.
Is Hyundai launching the IONIQ 2 in 2026?
After launching the Inster late last year, Hyundai is already preparing to introduce a new entry-level EV in Europe.
Xavier Martinet, President and CEO of Hyundai Europe, confirmed that the new EV will be revealed “in the next few months.” It will be built in Europe and scheduled to go on sale in mid-2026.
Hyundai’s new electric crossover is expected to be a twin to the Kia EV2, which will likely arrive just ahead of it next year.
It will be underpinned by the same E-GMP platform, which powers all IONIQ and Kia EV models (EV3, EV4, EV5, EV6, and EV9).
Like the Kia EV3, it will likely be available with either a 58.3 kWh or 81.4 kWh battery pack option. The former provides a WLTP range of 267 miles while the latter is rated with up to 372 miles. All trims are powered by a single electric motor at the front, producing 201 hp and 209 lb-ft of torque.
Although it may share the same underpinnings as the EV2, Hyundai’s new entry-level EV will feature an advanced new software and infotainment system.
According to Autocar, the interior will represent a “step change” in terms of usability and features. The new system enables new functions, such as ambient lighting and sounds that adjust depending on the drive mode.
It’s expected to showcase Hyundai’s powerful new Pleos software and infotainment system. As an end-to-end software platform, Pleos connects everything from the infotainment system (Pleos Connect) to the Vehicle Operating System (OS) and the cloud.
Pleos is set to power Hyundai’s upcoming software-defined vehicles (SDVs) with new features like autonomous driving and real-time data analysis.
As an Android-based system, Pleos Connect features a “smartphone-like UI” with new functions including multi-window viewing and an AI voice assistant.
The new electric crossover is expected to start at around €30,000 ($35,400), or slightly less than the Kia EV3, priced from €35,990 ($42,500). It will sit between the Inster and Kona Electric in Hyundai’s lineup.
Hyundai said that it would launch the first EV with its next-gen infotainment system in Q2 2026. Will it be the IONIQ 2? Hyundai is expected to unveil the new entry-level EV at IAA Mobility in September. Stay tuned for more info. We’ll keep you updated with the latest.
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