Five days into the rollout of China’s new national standard for electric bicycles, the market is still buzzing with uncertainty and speculation.
On December 1, the transition period for the updated “Safety Technical Specification for Electric Bicycles” (GB 17761—2024) officially ended. This marked the complete phase-out of models built under the old standard, while new-standard-compliant bikes began entering the market. The regulatory shift is substantial, affecting everything from overall vehicle weight, pedal-assist requirements, and motor power, to flame-retardant performance, plastic-content ratio, Beidou positioning, dynamic safety monitoring, communication protocols, and anti-tampering measures.
During visits across Shanghai and Suzhou, Time Weekly reporters observed a wave of consumer hesitation. Sales staff spent less time explaining the new standard itself and more time debunking viral rumors circulating online — claims such as “children can no longer be carried,” “rear-view mirrors are banned,” or “saddles must be metal.” None of these claims are true, yet these misconceptions have slowed consumer decision-making. Some buyers are now considering obtaining a motorcycle license, while others are hunting for “0-kilometer secondhand bikes” during this regulatory transition window.
Regulators have already taken action to address public concerns. The Ministry of Industry and Information Technology (MIIT) has urged manufacturers to accelerate design optimization, increase supply of new-standard models, and launch more consumer-friendly products. At the same time, the China Bicycle Association has been instructed to strengthen industry self-regulation and ensure member companies fully and accurately implement the new rules.
Behind this redefined standard lies a further segmentation of electric bicycles, electric mopeds, and electric motorcycles. A market that grew for years in a grey zone is now being ushered onto a clearer, more structured path. The new standard is only the starting point—both the industry and consumers are still adapting to this new order.
Retailers Seeking Solutions, Consumers Seeking Alternatives
In the first week of the new regulatory framework, the market is clearly going through an adjustment period.
In Shanghai, Time Weekly visited dealerships of Yadea, Luyuan, and other brands, where inventories had visibly “slimmed down.” Many shops displayed only one or two new-standard models—some had just a single demo unit. Sales staff repeatedly explained that manufacturers were still scheduling production and that no old-standard bikes could be sold under any circumstances.
Yet outside the scope of the new standard, “0-kilometer used bikes” have spread rapidly.
In multiple Suzhou stores, inventories remained unusually abundant—sometimes even richer than before. The labels, however, had quietly changed. These old-standard bikes, still brand-new in appearance, had been pre-registered to obtain plates. “The bikes are new—you can see the odometer reads zero. But under the rules, we can only sell them as secondhand,” one salesperson said. He added that an individual can register up to five plates, which enables some shops to “digest” inventory quickly.
Beijing JDV Law Firm partner Yao Bowen told Time Weekly that this practice is illegal, describing it as a clear attempt to evade regulation by disguising the sale of old-standard new bikes. The policy explicitly bans the sale of old-standard electric bicycles starting December 1, 2025. Any models produced before August 31, 2025 but unsold after November 30 are also prohibited, and their CCC certificates automatically invalidated.
According to Yao, these “0-kilometer secondhand bikes” are essentially unused new bikes being plated and transferred solely to bypass the sales ban.
The new standard also tightens the long-contested issue of “modification space.”
Under the new framework, the once-common “wild speeds” of 35 km/h, 40 km/h, or even 50 km/h are now virtually impossible. Time Weekly reporters saw standardized posters outside Shanghai dealerships reading, “Say NO to Illegal E-Bike Modifications,” issued by the city’s traffic authority. Sales staff echoed a unified message: battery packs, controllers, and speed limiters are now interlocked; common tricks such as “flashing firmware” or swapping controllers are nearly impossible. “Even if you wanted to modify it, you couldn’t,” one salesperson said.
But reduced performance does not go unnoticed. A 25 km/h speed cap may shrink daily commuting radiuses for some riders. Users who genuinely require speeds between 25 and 50 km/h may now need to rethink their category: stay with electric bicycles, switch to electric mopeds with an F-class license, or transition fully to electric motorcycles.
One consumer, Wang Ye (alias), told reporters he has already registered for motorcycle-license training and plans to switch to an electric motorcycle soon.
Under the new standard, the industry isn’t following a simple one-way road—it has reached a more complex crossroads. Retailers are searching for ways forward, consumers are hunting for substitutes, and regulators are actively plugging loopholes. The new standard is taking effect, but the market’s response is louder, more emotional, and far more real.
Can New-Standard Bikes Meet Daily Needs?
The contrast between quiet storefronts and lively online debates is striking. The real-world performance of new-standard bikes has barely had time to prove itself, yet online sentiment has surged ahead. Rumors—“no baskets,” “no child seats,” “metal seats only,” “rear-view mirrors banned”—have snowballed into a broader narrative that “new bikes are impractical.”
Reality looks quite different.
Hu Di, secretary-general of the Beijing Bicycle and Electric Vehicle Industry Association, told Time Weekly that around 600 models have already obtained 3C certification, and the vast majority meet everyday user needs. “Consumers shouldn’t judge the entire new standard based on one or two models from a single brand,” he said.
Regarding child transport, Hu explained that compliant child seats mounted on the rear carrier remain fully permitted. Numerous new-standard child-seat products are already available in the market.
The China Bicycle Association has issued its own call for stricter compliance: dealerships must accurately explain the new standard to consumers, prohibit misleading claims, and firmly avoid illegal modification or the sale of non-compliant vehicles.
Inside Shanghai and Suzhou showrooms, most new-standard models still resemble their predecessors—soft saddles, rear seats, and baskets are all intact. Some new models from Yadea and Luyuan even feature larger baskets. Sales staff demonstrated that a helmet, raincoat, and charger can all fit inside comfortably. A Beijing Luyuan dealer also told reporters, “The models we carry can seat children, and all come with rear racks.”
As for the rumor that rear-view mirrors are banned, this is a complete misunderstanding. Hu confirmed that clause 6.1.5 of the new standard explicitly encourages the installation of rear-view mirrors, and mirror assemblies are not counted toward total vehicle height—leaving ample room for installation.
What truly deserves discussion is whether new-standard electric bicycles can cover most daily scenarios. A Luyuan salesperson in Shanghai gave a grounded assessment: “For commuting, grocery runs, and school pick-ups, there’s no problem. Only riders in high-demand jobs—like delivery—may find them insufficient.” This observation reflects the core intent of the new standard: to optimize for everyday use cases, not to accommodate every extreme scenario.
For most short-distance riders, new-standard e-bikes remain more than adequate. For those who travel farther, faster, or more intensively, electric mopeds or motorcycles may now become the more logical choice.
