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
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Fortescue is marching towards zero emissions as it invests in new, zero-emission mining equipment options across its global operations. And that investment? It’s already paying off. One analyst says the company’s saving almost $400 million in fuel costs alone. Each year.
From massive, Liebherr-built electric haul trucks and excavators to more than $400 million in Chinese equipment from XCMG, Fortescue is putting its money where its mouth is and making real efforts to decarbonize its global mining operations.
“We’re moving rapidly to decarbonize our Pilbara iron ore operations and eliminate our Scope 1 and 2 terrestrial emissions by 2030. To achieve this target, we will need to swap out hundreds of pieces of diesel mining equipment at the end of their life with zero emissions alternatives,” said Fortescue Metals Chief Executive Officer, Dino Otranto, when the XCMG order was announced. “As the global mining industry continues to evolve, we’re proud to be at the forefront of driving innovation in value adding green technology and showing the world that industry can decarbonize.”
Those efforts aren’t just cutting back on air pollution. Electric equipment assets are helping to keep the company’s workers safe and healthy, too. What’s more, they’re saving the company money – they’re already seeing $300-400 million in fuel savings annually.
Liebherr T264 electric haul truck
The Liebherr T264 electric haul trucks now working for Fortescue defy common sense notions of size, scale, and power. Each truck tips the scales at 176 tonnes (194 tons) and can haul more than 240 tonnes (265 tons) of payload thanks to powerful electric motors and a big-as-a-house-sized 3.2 MWh battery that can be recharged in a little over 30 minutes by Liebherr’s proprietary 6 MW DC fast charger.
If you could keep the car from exploding, that 6 MW (that’s 6,000 kW to you and me) charger could zap a Tesla Model Y Long Range’s 75 kWh battery in some thirty (30) seconds.
“Fortescue has ordered 360 of (T264 battery electric haul trucks) as part of a $4 billion deal with Liebherr to electrify operations at its enormous iron ore mines,” says Gavin Mooney, general manager at Australian energy software platform, Kaluza. “Fuel and energy costs are Fortescue’s biggest operating costs as well as largest source of emissions. By electrifying operations like this it will be able to kill two birds with one stone.”
Battery electric vehicles have moved millions of tons of material at Fortescue mines over the last two years alone, and continue to keep the minerals moving with minimal less impact to the environment.
Electrek’s Take
With billions of dollars on the line and pressure to reduce carbon emissions coming from all sides, it should come as no surprise that the race is on to bring practical, electric, and autonomous heavy mining equipment to market. At CES 2024, electric equipment from Hyundai, Bobcat, Volvo CE, and Caterpillar garnered lots of attention with their innovative concepts, and analysts like IDTechEx estimate that a single 150-ton haul truck can use over $850,000 worth of fuel in a single year.
Meanwhile, big electric haul trucks like this 240 ton unit from Caterpillar can, in certain use cases with high amounts of regenerative braking, operate without any significant cost to recharge. At that point, the reduced maintenance and downtime of BEVs compared to diesel vehicles becomes icing on the TCO cake.
We spoke to Fortescue Zero executives a few months ago on a special interview episode of Quick Charge. Check it out (above) then let us know what you think of Fortescue’s fuel savings in the comments.
Sources links throughout; featured image by Fortescue Zero.
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This world’s first fully electric deconstruction site is being hailed as a landmark in sustainable urban development — and it’s powered by Siemens technology and Volvo Group’s battery-electric trucks and heavy equipment.
The deconstruction project (that’s kind of like a really careful demolition) marks the first full-scale electric deconstruction of its kind, and serves as important proof that with the right partners and the will to do it, urban construction projects like this can be carried out sustainably, today – and all without fossil fuels. It’s all part of Siemens’ €500 million technology campus redevelopment, the deconstruction site in Erlangen, Germany, and marks a pivotal step in advancing sustainable urban transformation and circular construction practices.
In collaboration with the demolition specialists at Metzner Recycling, Volvo CE deployed a fully electric fleet of equipment assets specially chosen to deliver quiet, precision demolition across the 25,000 cubic meter job site.
As well as deconstruction tasks, the electric machines helped sort and process approximately 12,800 tons of construction waste, with 96% recycled into raw materials for future use – supporting the shift towards circular materials management.
VOLVO CE
“At Siemens Real Estate, we are committed to pushing the boundaries of sustainable construction and demolition,” explains Christian Franz, Head of Sustainability at Siemens Real Estate. “This groundbreaking electric deconstruction project boasts an impressive 96% recycling rate and is a testament to our commitment to achieving excellence in sustainability … this project illustrates how partnerships and determination can create a lasting impact and help shape a more sustainable real estate industry.”
In addition the construction equipment was hauled into the site by Volvo Truck’s battery electric semi trucks, enabling emission-free operations from demolition, to crushing, materials processing, and transport.
Electrek’s Take
With a full line of electric wheel loaders, excavators, articulated haul trucks – even drum rollers and off-grid charging solutions to haul around with their electric semi trucks – Volvo is in a great position to take advantage of increasingly restrictive noise and emission regulations across Europe.
It’s too bad they’re suing California to be able to pollute more.
SOURCE | IMAGES: Volvo CE.
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.
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Hyundai offered a first look at the hot hatch earlier this week after unveiling the Concept Three, its first compact EV under the IONIQ family. The new EV, set to arrive as the IONIQ 3, already has a sporty, hot hatch look, but that could be just the start.
Hyundai has a new EV hot hatch in the making
The Concept Three took the spotlight at IAA Mobility in Munich with a daring new look from Hyundai. Based on its new “Art of Steel” design, the concept is a stark contrast to the Hyundai vehicles on the road today.
Hyundai took the “Aero Hatch” design to the next level, deeming it “a new typology that reimagines the compact EV silhouette.” And that it does.
When it arrives in production form in mid-2026, it’s expected to take the IONIQ 3 name as a smaller, more affordable sibling to the IONIQ 5.
Hyundai is set to unveil the electric hatchback next spring with an official launch planned in Europe in September 2026. According to Hyundai’s European boss, Xavier Martinet, the IONIQ 3 could make for the perfect EV hot hatch.
Martinet hinted that the IONIQ 3 could receive the “N” treatment, telling Auto Express that “The concept is quite sporty, and obviously you have heritage with N brand.” Hyundai’s European boss added that “it’s a fair topic to consider.”
Although it doesn’t sound too convincing, Hyundai’s head of design, Simon Loasby, called it “an opportunity.” Loasby was quick to add, “We’re not calling it N, it’s not approved yet.”
“But I think everyone in the company is realising what Europe needs, and that’s compact hot hatches, so it’s a topic for discussion,” Hyundai’s design boss added.
The Concept Three is 4,287 mm long, 1,940 mm wide, and 1,428 mm tall, with a wheelbase of 2,722 mm, or about the size of the Kia EV3 and Volkswagen ID.3. Both of which are set for hot hatch variants.
If the IONIQ 3 N does come to life, it will be the third Hyundai EV to receive the high-performance upgrade, following the IONIQ 5 N and IONIQ 6 N.
The IONIQ 5 N “was just the first lap,” according to Joon Park, vice president of Hyundai’s N Brand Management Group. He told Auto Express that Hyundai is “at the starting line” and plans to apply what it learned from its first EV hot hatch to upcoming models.
If you’re looking for an affordable electric hot hatch, Hyundai already offers one. After Hyundai cut lease prices last month, the IONIQ 5 N is now listed at just $549 per month. That’s $150 less per month than in July.
Want to test one out for yourself? You can use our link to find 2025 Hyundai IONIQ 5 models in your area (trusted affiliate link).
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