New California law makes crystal clear which electric bikes are now ‘illegal’
California has led the nation in electric bicycle adoption, helping more people than ever before switch away from cars and toward smaller and more efficient transportation alternatives. However, the proliferation of electric bicycles has also led to a major uptick in higher-power models that have flaunted established e-bike laws, often being used on public roads and bike paths to the chagrin of many local residents.
A new law that came into effect this week has now further clarified which electric bicycles are street-legal and which fall afoul of regulations.
The legislation is meant to address the growing number of high-powered electric bikes, many of which use traditional electric bicycle components but are capable of achieving speeds and power levels that give them performance closer to mopeds and light motorcycles.
This phenomenon has led to a heavily charged debate around the colloquial term “e-bike” and the regulatory term “electric bicycle”. The main question has become whether increasing the power and speed of such bikes pushes them outside the realm of bicycles and into the class of mopeds and motorcycles. That distinction is important since the legal classification of “electric bicycle” provides for such bikes to be used in the widest possible areas, including on public roads and in bike paths, as well as negates the need to tag, title, or insure electric bicycles.
SB No. 1271 was signed into law last year and came into effect on January 1, 2015. The bill covered several new e-bike regulations, including fire safety regulations and requirements for third-party safety certifications that will come into effect over the next few years, as well as a further tightening of the three-class e-bike system to limit which electric bicycles can include hand throttles.
However, near the end of the new legislation is a three-line section that clearly outlines which vehicles are not considered to be “electric bicycles” under California law.
The following vehicles are not electric bicycles under this code and shall not be advertised, sold, offered for sale, or labeled as electric bicycles:
(1) A vehicle with two or three wheels powered by an electric motor that is intended by the manufacturer to be modifiable to attain a speed greater than 20 miles per hour on motor power alone or to attain more than 750 watts of power.
(2) A vehicle that is modified to attain a speed greater than 20 miles per hour on motor power alone or to have motor power of more than 750 watts.
(3) A vehicle that is modified to have its operable pedals removed.
The three points are used to exclude vehicles from the legal definition of an electric bicycle in California. This wouldn’t necessarily make these vehicles “illegal” per se, as they could still be sold, purchased, and ridden in California, simply not as “electric bicycles”. However, they could be illegal to use on public roads or in bike paths, where prohibited or not properly registered.
This not only impacts how such vehicles could be marketed, but also where and how they could be ridden. Powerful e-bikes that now fall outside the regulatory term “electric bicycles” could still be used off-road on private property or where allowed, and could potentially be ridden on public roads if properly registered as mopeds or motorcycles, though that would also require the e-bikes to meet the regulations for such vehicle classes.
Provision 1: E-bikes designed to be unlocked for higher power or throttle speeds
The first provision covered in the new law copied above applies to e-bikes designed by the manufacturer to be user-modifiable to go faster than 20 mph (32 km/h) on motor power alone (i.e. by use of a hand throttle that requires no pedaling input), or to provide more than 750 watts of power. To be clear: This does not make e-bikes that travel over 20 mph illegal (they can still travel up to 28 mph on pedal assist) but rather targets those that can achieve such speeds on throttle alone.
Most electric bicycles in the US, even those capable of traveling at speeds over 20 mph, ship in what is known as Class 2 mode, which includes having a software-limited top speed of 20 mph on throttle and/or pedal assist. However, it is common for many electric bicycles to be easily “unlocked” by the user, which often requires just a few seconds of changing settings in the bike’s digital display. This unlocking often allows riders to travel faster on pedal assist, usually up to 28 mph (45 km/h), and on some occasions unlocks that faster speed on throttle-only riding too.
Most of the mainstream electric bicycle brands in the US still limit throttle-only speeds to 20 mph, even when the e-bike is “unlocked” by the user, meaning they would not fall afoul of the new law based on higher speed pedal assist functionality. However, several brands do allow higher speed throttle riding above 20 mph, and these e-bikes would no longer be classified as electric bicycles in California, even when in their locked state with a 20 mph speed limiter. As the law is written, those e-bikes can not be considered electric bicycles in California because they are designed to be unlockable to higher speeds than 20 mph on throttle-only.
Additionally, any e-bike that can be unlocked to offer higher than 750W (one horsepower) will now also fall outside the confines of electric bicycles in California. This regulation, based on power instead of speed, is in effect a much wider net that will likely catch many – if not most- of the electric bicycles currently on the road. There has long been a 750W limit for e-bikes in the US, but this has traditionally been treated as a continuous power limit. The peak power of such e-bikes is usually higher, often landing in the 900-1,300W range. The new California law removes the word “continuous” from the regulation, meaning motors that are capable of briefly exceeding the 750W motor (i.e. most 750W motors), will now fall outside of electric bicycle regulations.
Provision 2: E-bikes modified for higher power or throttle speeds
While the first provision above ruled that any e-bikes intended to be unlocked for throttle-enabled speeds of over 20 mph or to provide more than 750W of power are no longer classified as electric bicycles, the second provision covers e-bikes that are modified to those parameters even without being intended for such modification.
This is a much smaller category of e-bikes and is usually indicative of custom or DIY builds. Most e-bikes capable of operating at performance levels now ruled outside of electric bicycle classification have simply been reprogrammed using the manufacturer’s own modifiable settings menu on the e-bike. But some riders use other methods to increase their e-bike’s power, such as by swapping out motors or controllers with faster and more powerful alternatives.
The second provision in the law targets these types of e-bikes, which weren’t intended to have been modified for higher speeds and power levels, but have been customized to do so anyway.
Provision 3: No pedals, no bicycle
The third provision simply clarifies the pedal rule: In order to be considered an electric bicycle, an e-bike must have functional pedals.
That doesn’t mean that if an e-bike has pedals that it is automatically considered to be an electric bicycle, but only that a lack of such pedals nullifies its status as an electric bicycle under the new regulations.
This has long been the case, but is simply further clarified in the new legislation to cover e-bikes that once had functional pedals that have since been removed.
The new legislation’s definitions of electric bicycles don’t mark a major shift for California, which has long used the three-class e-bike system. However, it does signify a clamping down on e-bikes that flaunt those regulations by more clearly codifying their out-of-class status and removing their ability to pass as electric bicycles, legally speaking.
Riders of Sur Ron-style e-bikes, including Talarias and other models that function more like light dirt bikes, have long known that their bikes were not legally classified as electric bicycles. But now, many of the more traditional-looking electric bikes, including from some fairly well-known manufacturers, are likely to find themselves on the wrong side of the law. This will be especially true in cases where the e-bikes are otherwise designed to appear and function like typical electric bicycles, yet are capable of reaching 28 mph speeds on throttle only.
What do you think of the new regulations for e-bikes in California? Let’s hear your thoughts in the comment section below.
tlv
FTC: We use income earning auto affiliate links. More.
What would you get if you created the illegitimate love child of a Mercedes G-Wagon and a Brinks armored truck (and perhaps if the Mercedes chain-smoked through the pregnancy)? I think you’d wind up with something like the wacky-looking electric cart that has earned the dubious honor of being named this week’s Awesomely Weird Alibaba Electric Vehicle of the Week!
I’m not sure this is exactly an armored golf cart, so I wouldn’t invite any unnecessary potshots while cruising your hood, but I’m at a loss of how else to describe it.
It’s definitely not a “real” car, as evidenced by its US $6,999 price tag and the 30 km/h (18 mph) top speed. If you ask me though, that speed goes in the ‘advantages’ column. When you drive something that looks this good, you want to be going slow enough to give people a good, long look.
A vehicle like this is designed to send a statement. Unfortunately, I think that statement might be, “I wanted a Jeep but my spouse wanted to remodel the kitchen.”
So if it’s not a real car, then what is it?
Measuring a stubby 306 cm long (an entire half inch over 10 feet), this four-seater mini-SUV is less G-Wagon and more “Oh, gee” wagon. It can supposedly carry up to 370 kg (815 lb) in passengers or cargo, but there’s no telling how much of a dent that puts in the already challenged top speed.
Safety might also be a passing concern. It doesn’t have any seatbelts, but the tires look like they just about extend out past the front and rear, so at least you’ve got some nice shock-absorbent bumpers built into the design.
The advertisement claims a maximum range of up to 80 km (50 miles) per charge, which seems like several more miles than anyone needs from something like this.
There’s no word on battery technology, which means I’m assuming either features older lead acid tech or there’s a frunk full of lemons and a bunch of loose wires running through the firewall.
I’m glad to see that the roof rack is at least equipped with enough LED lights to make an airport runway jealous, just in case I find myself stuck in the wilds of my backyard after dark. And that roof rack even looks pretty heavy-duty, though since the cart is considerably taller than it is wide, tight turns with a heavily-loaded roof rack should probably be avoided.
As much as I love this thing, I don’t think I’ll be whipping out my credit card any time soon.
Don’t get me wrong, I’ve bought plenty of bad ideas on Alibaba before. But since my $2,000 electric truck ending up costing me nearly 4x that much by the time it landed in the US, I’m a bit worried what the final price tag on a $6,999 Mini-MegaOverlander would become.
I don’t recommend anyone actually try buying this cute little TinyTrailblazer either, and I’m certainly not vouching for the vendor, who I discovered by chance while scrolling through Alibaba to procrastinate real work. Keep in mind that this is all part of a tongue-in-cheek column I write, diving into the depths of Alibaba’s weird and funny collection of awesome electric vehicles.
But hey, if someone does go that route, it wouldn’t be the first time my advice has been ignored and some awesome photos have landed in inbox several months later. Just don’t say I didn’t warn you if it turns out some Nigerian prince has your last paycheck and you’re up a creek with no MicroMudder to come bail you out!
FTC: We use income earning auto affiliate links. More.
Yup, Mullen Automotive [Nasdaq: MULN] is still here! And the EV company is defying the naysayers, reporting progress in EV sales, and reducing its monthly burn rate. Following Mullen Automotive’s significant strides in expanding its EV presence and improving its financial health in the last few weeks, Electrek caught up with David Michery, CEO and chairman of Mullen Automotive, who told us what trends he thinks 2025 will see for EV owners and others in the EV market.
After 2024 saw breakthroughs in tech, affordability, and adoption, Michery predicts this year will see even more disruption, transforming transportation and logistics on a massive scale. Here’s what to watch for this year.
EV total cost of ownership falls sharply
“Even if the federal EV tax credit from the Inflation Reduction Act is repealed, EVs will become more affordable through state-level incentives, manufacturer subsidies, and private partnerships. The investment case for electrification is simply too strong for the private sector to ignore.
“Reduced battery costs, cheaper maintenance, and lower energy expenses will make EVs increasingly attractive to businesses and consumers. Charging infrastructure programs and fleet retrofitting will also help organizations navigate the upfront costs with the goal of long-term savings.
“The result is a financial tipping point: EVs will no longer just be environmentally compelling – they will also be the most cost-effective choice.”
Commercial EVs expand their use cases
“If 2024 was any indication, 2025 will bring new use cases for EVs. Transportation and delivery will likely continue to reign supreme, but the customizable nature of EVs means that we can expect more specialized use cases such as airport shuttles, university campus logistics, home services, and refrigerated delivery.
“Airports will adopt EV cargo vans for quieter, cleaner transit and delivery between terminals, while universities will electrify campus logistics to align with sustainability goals. Innovations in temperature-controlled EVs will expand the reach of refrigerated deliveries, cutting emissions in cold-chain logistics. And this is cause for celebration.
“New use cases mean more widespread adoption – and recognition that electrification is the best way forward.”
(Editor’s note: This is the business that Mullen Automotive is in, and he’s not wrong.)
2025 will be the year of the battery
“EV batteries are poised for immense improvement in the coming year. Solid-state polymer batteries – an innovation that significantly expands battery lifespan and thus widens range – are currently in road testing.
“Offering higher energy density and faster charging, these new batteries will make EVs more reliable and competitive with internal combustion vehicles as compared to other electric alternatives.
“Plus, better range and more efficient energy consumption will undoubtedly translate to lower maintenance costs for fleet owners.”
Read more: Mullen scores a solid, 3,000-unit electric truck order from Volt Mobility
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
FTC: We use income earning auto affiliate links. More.
Environment
Toyota is still lagging behind EV rivals in the US as bZ4X sales finally start to pick up
Although Toyota bZ4X sales nearly doubled last year, the auto giant is still falling behind in the US EV market. Overseas rivals like Hyundai and Kia are lapping Toyota. Even other Japanese automakers, including Honda and Nissan, are selling more EVs in the US than Toyota.
Toyota bZ4X sales lagged behind US EV rivals in 2024
Toyota boasted that its 2024 electrified vehicle sales reached over 1 million in the US in 2024. However, that’s primarily thanks to its hybrid models.
With just 1,854 bZ4X models sold in December, Toyota’s 2024 total reached 18,570. Although that number is up 99% from the 9,329 sold in 2023, it’s still far behind the competition.
To put it in perspective, Honda, which began delivering its electric Prologue last March, sold over 33,000 models last year. In December, Honda sold nearly 7,900 Prologues alone. During the second half of 2024, Honda sold an average of over 5,000 electric SUVs per month.
Nissan also outsold Toyota with nearly 19,800 Ariya electric SUVs sold last year. Nissan’s decade-old LEAF secured another 11,226 sales in the US in 2024, up 57% year-over-year.
Kia’s first three-row electric SUV, the EV9, outsold the bZ4X last year despite a +$10,000 higher MSRP. After deliveries began in late 2023, Kia sold over 22,000 EV9 models in the US last year.
After setting new US sales records last year, Hyundai and Kia are aggressively aiming for more EV market share in 2025. Hyundai began production at its massive new EV plant in Georgia, where it will produce new EVs like the upgraded 2025 IONIQ 5 and three-row IONIQ 9.
With Kia building EV9 models at its West Point plant and the Genesis Electrified GV70 built in Alabama, Hyundai Motor has five EV models that qualify for the $7,500 federal tax credit for the first time, which should boost demand further.
Toyota slashed 2025 bZ4X prices by $6,000 to make it more competitive. Starting at $37,070, the 2025 bZ4X undercuts the 2025 Hyundai IONIQ 5 ($42,500) and Nissan Ariya ($39,770).
Although Honda has yet to release 2025 Prologue prices, it’s expected to start much higher. The 2024 Honda Prologue starts at $47,400.
Electrek’s Take
Like several others, Toyota pushed back major EV projects, including its first three-row electric SUV. The delay gave overseas rivals, like Hyundai and Kia, an opportunity, which they gladly took advantage of.
Toyota also scrapped plans to build new Lexus electric SUVs in North America. Instead, the new Lexus EV models will be imported from Japan.
The company is preparing to start battery production at its new $13.9 billion facility in NC, which should help ramp up EV sales. In the first half of 2026, it will also begin building the larger electric SUV at its Georgetown, Kentucky, plant.
The Japanese auto giant is still promising advanced new EV batteries are coming soon with significantly more range and faster charging at a lower cost. But when will they actually hit the market?
Toyota has been vowing to launch new EV battery technology for years. By 2027, the company plans to launch a pair of new Performance and Popularized batteries, which will enable a nearly 500-mile (800-km) WLTP range. In 2028, Toyota plans to launch solid-state EV batteries with mass production in 2030.
Will it be enough? Or is Toyota already too late to the party? Let us know what you think in the comments below.
FTC: We use income earning auto affiliate links. More.
-
Sports2 years ago‘Storybook stuff’: Inside the night Bryce Harper sent the Phillies to the World Series
-
Sports9 months agoStory injured on diving stop, exits Red Sox game
-
Sports1 year agoGame 1 of WS least-watched in recorded history
-
Sports2 years agoMLB Rank 2023: Ranking baseball’s top 100 players
-
Sports3 years ago
Team Europe easily wins 4th straight Laver Cup
-
Environment2 years agoJapan and South Korea have a lot at stake in a free and open South China Sea
-
Environment2 years agoGame-changing Lectric XPedition launched as affordable electric cargo bike
-
Business2 years agoBank of England’s extraordinary response to government policy is almost unthinkable | Ed Conway