How Delhi's EV policy puts petrol motorcycles on notice

The New Delhi government has unveiled its most ambitious electric mobility roadmap yet, transforming its EV policy from one centred on incentives into one driven by regulatory deadlines. Effective from July 1, 2026, the policy lays out a phased transition that will eventually end the registration of new petrol and CNG vehicles in several categories, including two-wheelers from April 2028 and auto-rickshaws from January 2027.

Alongside purchase subsidies, scrappage incentives and a major

expansion of charging infrastructure, the government aims to accelerate EV

adoption while tackling the capital's chronic air pollution. While the policy has

been welcomed by electric vehicle manufacturers for providing long-term

Certainly, it has also sparked debate over consumer choice, infrastructure

readiness and the pace at which India's largest urban mobility market can

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realistically transition.

At present India does not currently have a blanket national ban on Internal Combustion Engine (ICE) vehicles. Instead, policy is dictated by localized regional mandates, the national shift to strict emission standards (Bharat Stage-VI), and financial incentives that favor electric vehicles (EVs) over gas/diesel alternatives.

No country for motorcycle riders

Delhi’s newly proposed EV policy remains without precedent globally in how it aims to phase out petrol two-wheelers. The newly proposed rules place Delhi in a very small group of jurisdictions using a registration policy—rather than fuel taxes, emissions standards or subsidies alone—to reshape the two-wheeler market. Given that nearly two-thirds of all vehicles registered in Delhi are two-wheelers, the

scope for impact is greater, but so is the likelihood of pushback from the

motorcycling community.

With the middle-weight motorcycle segment growing

rapidly, the move to ban registrations of petrol motorcycles seems particularly

drastic given that the demand for electric motorcycles has remained low

globally, when compared to electric scooters, three-wheelers and cars. However,

it must be stated that the move does not effectively ban riding motorcycles

within Delhi’s state limits. Existing Delhi-registered petrol motorcycles can

also continue to operate after 2028 till their vehicle reaches its designated

15-year product life cycle.

At present, there appears to be no mention of the caveat regarding two-wheelers registered outside of Delhi ex: Haryana). However, this loophole does not seem to offer any long-term ownership solution since the owner will have to re-register the two-wheeler if it is to be used within Delhi over the long term. So while an out-of-state registered motorcycle can legally enter and operate in Delhi, using another state's registration solely to circumvent Delhi's registration policy could

create compliance issues, depending on the owner's residency and how the

vehicle is used.

As things stand, there is no indication that Delhi intends to

ban petrol motorcycles registered outside the state from entering the capital.

Doing so would be a much more significant legal and constitutional step.

affecting interstate movement and commerce. It would likely require additional

legislation or regulatory powers beyond the current EV policy.

This means, unless the policy is contested, in the best of circumstances, petrol

two-wheelers will be allowed to run within Delhi’s state limits latest till

2043, although its impact on motorcycle sales within Delhi is expected to be

felt soon after the registration ban comes into effect.

As expected, India’s e2W manufacturers have welcomed this policy with considerable enthusiasm, although legacy motorcycle manufacturers like Royal Enfield (which currently has only one lightweight electric motorcycle in its portfolio) and Honda Motorcycle and Scooter India have not offered any comment yet. TVS Motor Company Chairman and MD Sudarshan Venu has called the policy "Proactive and forward-looking."

There is also collateral damage to be considered given the

relatively high rate of two-wheeler ownership in Delhi, the electrification of all

two-wheelers is likely to have a positive impact on the environment. However,

it does come at a cost, particularly for those within the state whose

A livelihood depends on servicing and repairing motorcycles.

Are other states likely to follow? At this stage, Delhi appears to be an outlier rather than the beginning of a nationwide trend. While many Indian states are strengthening EV policies, none has publicly committed to banning the registration of new ICE two-wheelers on a fixed date in the way Delhi has. For neighbouring states such as Uttar Pradesh, Bihar, Madhya Pradesh and Rajasthan, motorcycles are often the primary mode of mobility rather than an urban convenience. A mandatory transition would therefore have much greater political and economic implications.

New Delhi is in the middle of a public health crisis. And while the EV policy may not target the primary source of the crisis, its implication can go a long way in mitigating the state’s severe pollution levels, even if it means taking drastic measures.

On the whole, the policy promotes ride-sharing services, e2W last mile

transportation solutions and electrified public transport, all of which will

mark a significant reduction in emissions. If the policy succeeds, other

pollution-stressed metropolitan regions may begin with commercial vehicles and

scooters before considering private motorcycles.

If it struggles because of infrastructure gaps, affordability concerns or public resistance, it is more likely that other states will continue relying on subsidies and market-led adoption rather than outright registration bans.