Inspection reports become invalid once they leave the province, and warranty transfers become void. How difficult is it to conduct cross-region transactions for new energy used cars?

The popularity of new energy vehicles is spilling over into the second-hand market, but a “bottleneck” is forming in circulation.

A car owner in Jinan purchased a vehicle across provinces, intending to save 20,000 yuan on a car sourced from Shanghai, but instead embarked on a two-month ordeal: mutual non-recognition of inspection reports, regional policy conflicts, warranty expiration after transfer of ownership, discrepancies between vehicle condition and advertising… Ultimately, the car owner incurred additional costs of over a thousand yuan in travel expenses and a significant amount of time, leaving them physically and mentally exhausted.

This car owner’s experience is not an isolated case, but a true reflection of the national circulation difficulties in the new energy second-hand car market. By 2025, the transaction volume of new energy second-hand cars in China is expected to reach 1.6 million units, accounting for 7.9% of the total second-hand car transactions, indicating significant market potential. However, the proportion of cross-regional transactions is only 28%, far lower than the overall transfer rate of 34.9% for second-hand cars.

Some regional policies, acting independently, have fragmented the national circulation market. Among the cities nationwide, over 70 have restrictions on the migration of new energy second-hand cars, with execution standards varying widely: Beijing requires dual review for model registration and endurance thresholds, while Shenzhen has stringent requirements for battery degradation of ≤25%… Consumers spend time and money shuttling between locations; the travel expenses, inspection fees, and registration fees for car dealers collecting vehicles across regions accumulate, often reaching tens of thousands of yuan, making transactions unprofitable.

The differing inspection results present a second barrier to purchasing vehicles across regions. The battery is the core component of new energy vehicles, but there is no nationwide mandatory standard for second-hand battery inspections. The existing national standards only outline a basic framework, leaving the specifics of inspection processes, equipment accuracy, and data collection methods entirely up to local jurisdictions. Inspection results for the same vehicle can vary significantly across different regions.

What is even more frustrating is that local vehicle management offices often do not recognize inspection reports from other regions. This leads to the necessity of repeated inspections in both the source and registration locations, increasing costs, extending timelines, and placing financial and operational pressure on both dealers and car owners.

After-sales and warranty issues represent the third barrier. The core warranty for new energy vehicles focuses on the three electric systems, but most automakers’ warranties are “attached to the person, not the vehicle,” becoming invalid upon transfer of ownership. Although official after-sales service points are widespread across the country, customers who purchase vehicles from different regions struggle to receive the same after-sales service as local owners. Third-party inspection agencies and automakers face inconsistencies in inspection results due to confidentiality concerning battery management technology, further complicating the path for second-hand car owners seeking to protect their rights.

These pain points, on the surface, appear to stem from differences in local policies and execution standards, but fundamentally reflect a lag in top-level industry design and an imbalance in industrial planning. Regarding the former, existing regulations are insufficient to meet the demands of this new business model for new energy vehicles, with local policies focusing heavily on local environmental and transportation needs while lightly addressing national market circulation. As for the latter, the industry still primarily supports new car sales models, with rights favoring the first car owners to stimulate new car sales. There is a notable lack of investment in the after-sales and warranty systems for second-hand cars.

To break this deadlock, a three-pronged approach is needed: At the institutional level, accelerate the revision of regulations, establish a nationally unified regulatory platform, and promote mutual recognition of inspection reports and agency qualifications nationwide, achieving “one inspection valid nationwide.” All regions should gradually eliminate unreasonable restrictions such as those on endurance, battery degradation, and model registration. At the automaker level, promote the warranty for the three electric systems to be “attached to the vehicle, not the person,” build an officially certified second-hand car system, and establish a nationwide unified after-sales network for second-hand cars, allowing second-hand car owners to enjoy the same warranties and services.

More importantly, the entire industry must quickly reach a consensus: the new energy vehicle industry is shifting from an incremental market to a stock market, and the second-hand car market is also a vital part of activating automotive consumption potential. Only by ensuring that consumers can buy with confidence and use with peace of mind can new energy second-hand cars truly “turn” and enable the industry transformation to “come alive.”

Editor-in-Chief: Zhu Jiashun

Editors: Ying Huang, Zhao Jin

Reviewer: Han Dong

Source: CCTV.com