Recently, a popular report blew up pots in a crowd of carmates。
There's the owner of a $200,000 new energy car that just broke off a plastic card and the 4s store issued a $130,000 maintenance bill. And there was a bump on the owner's chassis, a repair offer of over 60,000, almost half the price of the new car. What makes it even worse is that the formal repair plants outside are not unwilling to do it, they are afraid to do it -- fearing to touch the rules relating to the copyright of motor vehicles, and disputes, and, therefore, are mostly afraid to take over the maintenance of the new power source。
To tell you the truth, it's estimated that a lot of the new energy car owners are thinking about "glad." it's affordable, but if it breaks, can you really fix it
Today, however, i would like to share with you some good news。
As of april this year, new regulations issued jointly by the ministry of industry and communications, the national commission for development and reform, and others, were formally implemented. This new rule is specific to the central pain point of the owner of the car, which is the "car crash, car repair cost" and is designed to correct the industry。
Why would a car call for a maintenance fee
It is only in the background that we understand why this country is fighting。
New energy vehicle sales have continued to surge over the past years. In april this year, the market penetration rate for new energy vehicles reached 61. 4 per cent, meaning that for every 10 new vehicles sold, 6 are new. The country's new energy vehicle holdings are close to 44 million。
But the problem is also high. The more cars are sold, the longer the after-sale maintenance industry has a closed monopoly, the more likely it is to become a “talk”。
Why is this happening
To put it simply, the core of the new energy vehicle -- batteries, electrics, electricity control of the "three power" system, maintenance techniques, core data, decomposition parameters -- has long been the exclusive control of major cars. Official maintenance manuals are not available to the public, equipment diagnostics are not open to the public, spare parts for the original plant are not in circulation, and the vast majority of third-party repair plants in the market do not have maintenance privileges and technical support, and the owner of the vehicle can only opt for 4s shop protection。
For most 4s stores, the after-sale model is commonly used. Small problems that can be solved by replacing a single core to address a circuit failure often require the owner to replace the battery packs directly. According to industry statistics, about 75 per cent of battery failures are minor problems such as core pressure differentials and poor wire contact, which require only hundreds to thousands of dollars for routine maintenance. However, small maintenance has been completely replaced by industrial technology monopoly, and the hard-core failure has turned into a high maintenance project of tens of thousands or even hundreds of thousands。
In addition, in order to reduce the cost of their own quality assurance, some companies adjust the parameters of battery operation through remote ota upgrades, with the result that the vehicle's main vehicle continues to shrink, affecting normal use experience。
In the end, there are four words: technology monopoly。
The core purpose of the country's heavy hand this time is clear: to break the monopoly of technologies and channels for maintenance after the sale of new energy, to give the choice of maintenance back to the vast majority of drivers, and to make new energy vehicles truly “affordable and affordable”。
Who benefits most? This is, like, four people who just let go. Gas
The new regulation is more detailed, and i'm going to make it clear to you that the four categories of the population will benefit directly from the policy dividend。
Category i: ordinary new energy drivers。
This is the biggest beneficiary group
The new regulations explicitly require that automobile operators must disclose core information, such as power cell codes, dismantling technical information, maintenance debugging parameters, to third-party compliance maintenance facilities, while each power cell is equipped with an exclusive tracer code to achieve traceability of the entire process from plant exit, use, maintenance to end-of-life。
What does that mean? The car went down and the owner was no longer bound by the single channel of the 4s store. There is a free choice of a third-party maintenance shop with formal qualifications and compliance records, which can access technical information from the original plant and purchase formal accessories. The high-value items that used to require the replacement of battery packages can now be addressed mostly through the replacement of single cores by maintenance modules, which cost only 10-30 per cent of the total package replacement。
Previously, hundreds of thousands of dollars of battery maintenance costs had been met and the cost of vehicles had been reduced significantly。
Category ii: new energy owners of vehicles insured。
For everyone, the official quality assurance period for the new power truck three power systems on the market, mostly 8 years or 120,000 kilometres. Since 2016, when the relevant quality assurance policy landed, more than a million new energy vehicles have been insured every year since this year。
Once the vehicle has been insured, all maintenance costs are fully self-funded by the owner. If the maintenance market remains exclusive to the 4s stores, the owner of the insurance will undoubtedly bear a very high cost。
And this new set of rules, it's perfect for the new energy truck, the "de-conservation tide." third-party maintenance channels have been fully liberalized, markets have become competitive and maintenance prices have gradually become reasonable. The owner of the insurance never had to worry at any time about a vehicle failure, and the subsequent pressure on protection was significantly reduced。
Category iii: third-party repair plants with formal qualifications。
Prior to this, a large number of formal garages, with empty technology and equipment, were unable to take over the maintenance of the new energy triple power supply, which was not viable。
There are more than 400,000 traditional car repair shops in the country, but only 20 to 30 million doors with new energy maintenance qualifications and few specialized maintenance systems. The core reason is not the lack of technicians, but the chronic lack of access to official technical information on motor companies and the lack of conformity maintenance authority。
The new regulations now completely break down the technical barriers, amounting to an official “entry ticket” for all compliance third-party repair firms for the maintenance of the new energy triple power. Large-scale gas-linking platforms, such as road tiger-owning vehicles, have been pre-positioned for new energy triple power maintenance operations, which now accumulate nearly 100,000 power batteries and are growing at a rate exceeding 50 per cent. Policy and market demands are on the rise, and the new energy maintenance industry is approaching a period of standardization and rapid growth。
Category iv: insurance companies and large number of car owners in high-cost pressure。
New energy vehicle insurance has been in a state of “high premiums, high payments, low profits” in recent years. New energy vehicle insurance premiums generated $19 billion in 2025, but industry insurance losses amounted to $5. 6 billion, the core reason being the high cost of new energy vehicle maintenance。
Tens of thousands or hundreds of thousands of electric power were used in single-time maintenance, adding to the pressure on insurance companies to pay compensation. All of the costs are ultimately passed on to the owner, which directly leads to increases in insurance premiums for new energy vehicles over the years, as well as difficulties in insurance coverage and premium premiums for some small cars。
With the new regulations, the cost of repairing the entire new energy source and the triple power system continues to decline, and the pressure on insurance companies to pay will steadily ease. As industry payments become more reasonable, the cost of insurance will be reduced. For the owner, the cost of purchasing and repairing the vehicle is lower, the cost of insurance is expected to decrease and the overall cost of using the vehicle is expected to increase。
This game of chess: why must new rules be set this year
A lot of drivers wonder why such a good policy is being put in place now
In fact, any policy setting needs to match the pace of industrial development, which needs to be seen objectively in two ways。
On the one hand, the explosive growth of new energy vehicles has only occurred in the past five years. In 2017, only 550,000 new energy vehicles were sold across the country, 1,074 million were sold directly in 2024, and in just a few short years, after-sale levels of 1,000,000 were concentrated, various kinds of maintenance were becoming more apparent。
On the other hand, the profitability model of a car company determines that it will not voluntarily open up post-sales privileges. At present, sales of new cars are of marginal profit, and many dealers sell cars with little or no profit. The māori contribution rate for after-sales protection operations exceeds 80 per cent of the profit of the entire vehicle. In simple terms, companies and distributors rely on new cars, sell them for profit, and closed maintenance systems are the source of their core profits。
But the situation in the industry has changed completely。
Tens of thousands of new energy vehicle holdings, year-on-year increases in de-privileged vehicles, have exposed the full extent of deficiencies in closed maintenance systems. At the same time, long-standing technological monopolies and high-priced protection of elephants have seriously undermined the legitimate rights and interests of tens of millions of car owners. On the basis of the broad spectrum of human security and the normative development of the industry, the state has taken the necessary steps to regulate and break the monopoly。
The signal released by this new regulation is clear: technological advances cannot be an excuse for industrial monopolies, and safety norms are not a shield for closing markets. Technical information on power cell maintenance is an industry public service resource and should not be monopolized by a few enterprises。
Take a calm and rational look at it
The new rules are a solid policy for the good of the people, but let's not be blindly optimistic and look objectively at these realities:
First, policies have changed overnight。
While policy barriers to technology monopolies have been broken, maintenance capacity-building in third-party outlets needs a cycle. New energy high-voltage electrical maintenance, with strict requirements for door-storage qualifications, insulation equipment and technical specialization. There is currently a shortfall of 800,000 specialists in new energy maintenance in the country, and in the short term, not all regions have near-access to a professional and reliable three-power maintenance shop。
Second, there is a need for a period of time for a fully regulated industry。
After-sale protection is the core profit block of a car company, and it is not realistic to try to quickly change the industry pattern for many years and to allow the company to fully liberalize its mandate. Full implementation of the new regulations and enhanced compliance with the provisions of the new regulations will require long-term monitoring. There will also be controversial issues such as “out-of-shop maintenance impact quality assurance”, which will require continuous regulation by the regulatory authorities。
Third, not all vehicle failures can be repaired at low cost。
At the heart of the new regulation is the achievement of “rehabilitation and elimination of minor diseases”, which reduces the cost of routine failure maintenance. However, in cases of serious vehicle accidents, heavy battery damage and the end-of-life of core components, there is still a need to replace large pieces of spare parts that cannot be repaired at low cost. There is a rational view of preferential space and no blind expectation that all maintenance projects will be affordable。
Fourthly, to avoid the lack of qualifications, the blackgate。
With the full opening of the maintenance market, the number of trade stores will rapidly increase, with the inevitable multiplicity of fish dragons. Power cells and high voltage circuit maintenance are high-risk technologies and safety is always the first. In follow-up, it is important to choose professional outlets with formal qualifications, business records and reputations, to avoid the risk of low prices, to choose unlicensed roadside shops and to avoid security risks and rights challenges。
A very practical proposal for 44 million new energy drivers
Read the new bonus and share some of the practical techniques used in day-to-day cars and protection, saving you money to avoid the pits:
First, priority should be given to after-sales preservation。
The selection of cars must pay extra attention to after-sales details, in addition to the continuation, configuration, pigmentation and power. Priority is given to advising on car-type zero-sum ratios, whether batteries support modular maintenance, and whether the brand after-sale system is open to the public. To the extent possible, choose a vehicle that is less than zero, supports partial maintenance, has a transparent after-sale system, is used as a follow-up vehicle, is less expensive and less expensive。
Secondly, vehicles are approaching security and must be fully tested。
If your new energy vehicle is about to reach its primer or mileage, it is important to go to a regular door shop for a full- and three-power system in depth. All out-of-insure failures and potential problems are addressed ahead of schedule to avoid the legacy of the problem and to maintain the insurance at their own expense。
Thirdly, all preservation records are properly maintained。
With new landings, power cells will be managed retroactively throughout their life cycle. Daily maintenance, repairs and maintenance must be properly documented and maintained. Not only is it possible to safeguard the rights and interests of the vehicle itself, but it is also possible to increase the residual value of the vehicle in a complete record of protection when the second-hand car is subsequently traded。
Fourth, excessive maintenance, irregular power locks and the timely retention of evidence to defend rights。
The new regulations clearly regulate the upgrading of the ota, battery management, after-sale protection, etc., and prevent the disruption of self-locking power, forced upgrading, minor diseases, etc. If you are confronted with the unprovoked loss of water of the vehicle, the exaggerated failure of the 4s shop, the imposition of high-cost maintenance, the timely retention of evidence such as chat records, quotations, vehicle data amplifications, and the legitimate defence of rights through formal channels such as the 12315 platform, the vehicle network, etc。
One last word
In general, the new landing of the six ministries was a time when the new energy automobile industry was running out of ice。
It completely reverses the “closed monopoly, expensive” after the sale of new energy vehicles and drives maintenance markets towards openness, transparency and competition. While it will take some time for the overall improvement of the industry, the overall direction of development is fully aligned with the needs of the owner。
For the country's 44 million new energy owners, the most tangible change is that the car has finally been built back, and it has been chosen, compared and protected from pits
There is no longer a single-source mandatory pricing and no high maintenance cost of tens of thousands of dollars for a small fitting, a minor failure。
Have you ever been in a new energy car with a "go-to-day maintenance" "sickness repair"? Do you think the price of repairing cars and insurance premiums will drop significantly when the new rules are laid down? Welcome to the comment section
