A data-led ranking for importers, distributors and fleet buyers — built on China Chamber of Commerce for Motorcycle Industry sales figures, not on marketing claims.

This page ranks the ten largest electric motorcycle manufacturers in China using CCCMI data for January–July 2026, with full-year 2025 figures alongside for comparison. Every number comes from published industry statistics or company filings, and no manufacturer buys its position here — including the company that publishes this page, which appears separately at the end. If a search for electric bike manufacturers in China brought you here, that is not a mistake, and Section 2 explains why those two phrases keep landing on the same factories. If you are still deciding whether to enter the business at all, our guide to starting an electric motorcycle business sets out the commercial model before you begin comparing factories.

Top 10 electric motorcycle manufacturers in China (2026)

The figures below are CCCMI statistics for January–July 2026, the most recent official period available, with full-year 2025 sales shown for comparison. CCCMI counts electric motorcycles as a category separate from electric bicycles; the figures include electric three-wheelers, which is why several specialists in cargo and passenger tricycles appear alongside the two-wheel brands. If your interest lies in a different category, we publish separate rankings for electric scooter manufacturers, electric moped factories and electric tricycle manufacturers, alongside a list of Chinese motorcycle manufacturers covering the petrol side of the same industry. Chinese electric motorcycle brands have consolidated around a handful of leaders — the top ten now take 93.6% of domestic volume — but the names below the first three change from year to year, so read the order as a snapshot rather than a permanent hierarchy.

#	Manufacturer	Jan–Jul 2026	Full year 2025	Base
1	Luyuan 绿源	418,300	591,500	Zhejiang
2	Yadea 雅迪	409,500	921,100	Jiangsu
3	CFMOTO 春风动力 (ZEEHO 极核)	367,000	300,300	Zhejiang
4	Xinri 新日 (SUNRA)	240,100	262,900	Jiangsu
5	Zongshen 宗申 (SENLAN 森蓝)	235,000	465,100	Chongqing
6	Huaihai 淮海	180,000	344,900	Jiangsu
7	Bus New Energy 巴士新能源	100,600	206,900	Shandong
8	Wuxing 五星车辆	50,900	75,500	Shandong
9	JINYI 金翌车业	37,900	—	Jiangsu
10	Jiangsu Zhongxing 江苏众星	35,300	—	Jiangsu

Industry total, January–July 2026: 2,217,000 electric motorcycles, up 12.5% year on year. The top ten account for 2,074,500 units, or 93.6% of the market. For context, petrol motorcycles sold 3,134,700 units over the same period while growing at 2.7% — so the electric segment is expanding at roughly four and a half times the rate of the petrol market it is beginning to displace. Source: CCCMI, as published in the July 2026 motorcycle industry production and sales review.

1 Luyuan 绿源 Zhejiang · founded 1997 · HKEX 02451

Luyuan took the top spot for the first time in 2026, edging past Yadea after a decade in the chasing pack. The company’s 2025 revenue reached RMB 5.91 billion, up 16.5%, and it has built its position on durability engineering — liquid-cooled motors, ceramic brakes and steel-mesh tyres — rather than on styling or connectivity. It sells into more than 80 countries.

What it means for a buyer: Luyuan is a genuine manufacturing group with a long export history and a reputation for conservative, serviceable designs. Its domestic sales mix is heavily skewed towards electric bicycles rather than mopeds, so if your requirement is a road-legal moped for a market with type approval, expect to discuss a specific export model rather than lifting something straight from the domestic catalogue.

2 Yadea 雅迪 Jiangsu · HKEX 01585 · ~16.3 m units in 2025

The largest electric two-wheeler manufacturer in the world by volume, and the only company on this list with a genuinely global industrial footprint. Yadea’s 2025 revenue was RMB 37.0 billion, up 31%, with net profit nearly doubling. It operates ten overseas production and research bases, including factories in Vietnam, Indonesia, Thailand and Mexico, and reported more than 40,000 overseas retail outlets by the end of 2025. Annual R&D spending exceeds USD 150 million.

What it means for a buyer: Yadea is the safest brand name to put on a showroom floor, and the hardest to buy from on your own terms. With its own plants in South-East Asia and Latin America, it competes directly with importers in several of the markets you might be targeting, and it prioritises brand-building over private label. Approach it for distribution of an established line; look elsewhere if you need your own badge on the tank.

3 CFMOTO 春风动力 Zhejiang · SSE 603129 · electric brand: ZEEHO 极核

The fastest riser on the list. CFMOTO built its name on large-capacity petrol motorcycles and all-terrain vehicles, then entered electric two-wheelers through ZEEHO, which has climbed into the top three within a few years. ZEEHO passed one million cumulative units in May 2026 and the group has publicly targeted four million annual units and a top-five industry position by 2028. Its differentiator is a car-derived software stack and connectivity features pushed down into mainstream price points.

What it means for a buyer: the most credible option if your market rewards specification and electronics rather than price alone. A company with an established petrol motorcycle export operation also understands homologation and dealer networks — useful if you are building a branded line rather than trading containers.

4 Xinri 新日 / SUNRA Jiangsu · SSE 603787

One of the oldest names in the Chinese electric two-wheeler industry and a listed company since 2017, Xinri has held a consistent top-five position in electric motorcycles for several years. Its SUNRA export brand is more visible outside China than its domestic-facing identity, and the company has an established distributor structure in South Asia and South-East Asia.

What it means for a buyer: a mid-sized, listed, export-experienced partner — often a better fit for a distributor who wants a recognised brand without the scale mismatch of dealing with the world’s largest manufacturer.

5 Zongshen 宗申 Chongqing · SZSE 001696 · electric brand: SENLAN 森蓝

A veteran of the Chinese motorcycle industry, and one of its largest exporters of petrol machines. Zongshen’s electric arm, SENLAN, leverages the group’s engine, frame and homologation capability, and the company is also the largest shareholder in Loncin — itself a major motorcycle exporter that still appears in CCCMI’s electric rankings in some periods.

What it means for a buyer: if you need a moped or light motorcycle built to motorcycle standards rather than to bicycle standards, this is the profile of manufacturer to look at. The engineering discipline transfers; the price point is usually higher than a pure e-bike producer’s.

6 Huaihai 淮海 Jiangsu · electric three-wheelers

Huaihai’s presence in an electric motorcycle ranking is a reminder that the category includes three-wheelers. Cargo and passenger tricycles are the company’s flagship business, and it runs production sites in Xuzhou, Wuxi, Baoji, Tianjin and Chongqing.

What it means for a buyer: relevant if your requirement is a cargo or passenger tricycle rather than a two-wheeler. For a two-wheeler programme, this is not the manufacturer you are looking for — which is exactly the kind of distinction a flat list of numbers hides.

7 Bus New Energy 巴士新能源 Shandong · e-tricycles and enclosed e-cars

Based in Linyi, Shandong, Bus New Energy is the largest electric motorcycle producer in northern China, with the Haibao series as its best-selling line. Its product mix centres on enclosed electric vehicles and electric tricycles, and the company holds a manufacturing qualification for electric automobiles.

What it means for a buyer: a specialist in enclosed and utility vehicles. Worth talking to if your market needs weather-protected micro-vehicles for passenger or light cargo use — less so for conventional two-wheel scooters.

8 Wuxing 五星车辆 Shandong · Weichai group · ex-petrol tricycles

Part of the Weichai group, Wuxing was for decades a major manufacturer of petrol-engined tricycles before converting its production towards electric models. That heritage shows in the robustness of its commercial vehicles.

What it means for a buyer: a heavyweight industrial parent and a focus on load-carrying vehicles. Ask specifically which drivetrain and frame classes are still in production, since a company mid-transition can carry both old and new platforms.

9 JINYI 金翌车业 Jiangsu · formerly Jinshi Motor

Based in Changzhou and descended from the Jinshi motorcycle brand, JINYI has re-entered the top ten as an established mid-volume manufacturer with a motorcycle-industry background rather than an e-bike one.

What it means for a buyer: mid-sized, technically grounded, and small enough to be interested in a serious private-label conversation — the profile that often suits an importer better than a market leader does.

10 Jiangsu Zhongxing 江苏众星 Jiangsu · Wuxi

A long-established Wuxi manufacturer that has just crossed into the top ten, benefiting from the dense supplier ecosystem of the Wuxi cluster — the district alone hosts more than 160 companies across the electric two-wheeler supply chain.

What it means for a buyer: volume is concentrated at the entry end of the market. For a price-led programme in a market that rewards value, a manufacturer of this size is often more flexible on specification and minimum order quantity than a top-three brand.

What “electric bike” means in China — and why it is not a bicycle

Ask an importer in Europe or North America what an electric bike is and you will get a picture of a bicycle: pedals, a slim frame, and a motor that assists you while you pedal. China sells a great many of those, but it is not what dominates the domestic market — and the gap between the two is large enough to change which factory you should be talking to.

The vocabulary compounds the confusion. In South Asia, Africa and parts of the Middle East, buyers routinely shorten the term to EV bike, so a search for EV bikes in China, a search for electric bikes in China and a search for Chinese electric motorcycles are frequently three ways of asking one question. Whatever phrasing you use, the answer lands on the same group of factories — which is why reading them as separate industries sends you looking for a supplier that does not exist.

The best-selling “electric bicycle” in China is, in almost every respect that matters to a buyer, a scooter with the pedals left off. It has a step-through frame, a floorboard, a seat, and bodywork modelled on a motorcycle. You sit on it, you twist the throttle, and you ride it like a moped — you do not pedal it. Hundreds of millions of these vehicles are in daily use across the country, and they are registered and sold as bicycles, not as motorcycles.

Why the market looks like this: 200 cities restrict motorcycles

The reason is policy. China began restricting motorcycles in urban areas in 1985, starting with Beijing, and the practice spread until more than 200 cities had adopted some form of motorcycle ban or restriction, affecting well over 700 million people. Beijing prohibits motorcycles inside the Fifth Ring Road, and Shanghai, Guangzhou and Shenzhen have all maintained comparable restrictions. Where those rules apply, a petrol moped is simply not a legal way to commute.

A conventional electric moped does not solve the problem either, because it is classified as a motor vehicle. It needs a licence plate, a driver’s licence, insurance and, in many cities, access to roads it is not allowed to use. What does work is a vehicle that performs like a moped but is legally a bicycle — and that is precisely the category Chinese regulation created.

The regulation that produced the no-pedal scooter

The current national standard, GB 17761—2024, took effect on 1 September 2025 and became mandatory for all sales from 1 December 2025. Its limits define exactly what a Chinese electric bicycle is:

That penultimate row is the one that matters. Under the previous standard, pedals were a defining feature. Under GB 17761—2024, a purely power-driven electric bicycle may legally leave the factory with no pedals at all — and since the overwhelming majority of Chinese buyers want a scooter rather than something they have to pedal, that is what most of them are.

It also means the phrase “electric bike” needs qualifying before it is useful in a purchase order. Do you want a pedelec that assists your pedalling — the European and North American style, which these factories build for export but sell far less of at home? Or do you want the domestic Chinese pattern: a seated, throttle-driven scooter built to 25 km/h and 400 W? Those are two different products with two different cost bases, and both sit under the word “bike”. If the seated form factor is the one you are building a business around, the electric scooter business guide takes that case through market assessment, model mix and landed cost in detail.

Top electric bike manufacturers in China: the domestic volume leaders

If your interest is the electric bike side — the electric bicycle category described at the top of this page — the ranking looks completely different, because CCCMI counts those vehicles separately. Ask which are the best electric bikes in China and most of the answer sits in this table: the figures are domestic sales volumes for 2025, and they determine who has the distribution reach, the service network and the production volume to supply an export buyer at a workable cost.

#	Brand	2025 domestic sales	Share
1	Yadea 雅迪	14,985,600	25.5%
2	Aima 爱玛	11,400,800	19.4%
3	Tailing 台铃	6,875,700	11.7%
4	Segway-Ninebot 九号	4,090,300	6.9%
5	Luyuan 绿源	2,821,000	4.8%

If you came here looking for a list of the top 10 electric bikes in China by brand, this is effectively it. The market is concentrated enough that these five names, plus a long tail of regional producers, account for the overwhelming majority of domestic volume — and the same concentration is now visible on the export side. What the list cannot tell you is which of them will build for your market, which is the subject of the next section.

Two names here are worth pausing on. Tailing is third in the electric bicycle market and does not appear in the electric motorcycle top ten at all — its volume is overwhelmingly in 25 km/h, 400 W bicycles, not in road-legal mopeds. Luyuan runs the opposite way: first in electric motorcycles, fifth in bicycles. The China electric bike and electric motorcycle market absorbed 58.8 million electric two-wheelers domestically in 2025, and the industry exported over 26.7 million units worth USD 6.8 billion.

Segway-Ninebot is the other outlier. A technology brand rather than a traditional manufacturer, it leads online sales in China and sells almost exclusively at the upper end of the price range — a useful reminder that the largest domestic volumes and the highest-value products sit in different parts of this market.

Two cautions before you use either table as a shortlist. The best electric bike in China for domestic sale is not automatically the best for your market: the domestic pattern is a 25 km/h, 400 W machine, and most of these brands sell a very different export range alongside it. And the listings that surface for EV bike searches — including those written as China EV bike or Chinese EV bikes — mix genuine manufacturers with trading companies. Check whether you are dealing with a factory or an intermediary before you invest time in a specification discussion.

How to read these rankings as a buyer

A ranking by domestic sales is a ranking of who sells best in China. It is not a ranking of who is best placed to supply you, and for Chinese electric motorcycle manufacturers the two diverge for four predictable reasons.

Domestic volume does not measure export capability. A manufacturer selling 400,000 units into Chinese cities has no particular reason to hold an EEC certificate, to build documentation for a customs regime in West Africa, or to maintain a spare-parts pipeline that reaches your dealers. Export-readiness is a separate investment, and some mid-table names have made it far more seriously than some larger ones.

The product that wins at home may be illegal at your destination. A power-driven 25 km/h bicycle with no pedals is a sensible product under GB 17761—2024 and an unregisterable oddity in many markets. Conversely, a full-power electric motorcycle that is a niche item in China may be exactly what your roads and your regulations call for. Check the category your market recognises before you check the price.

Category definitions differ, so the same word means different things. CCCMI’s electric motorcycle category includes three-wheelers. Several entries on the list above are tricycle specialists. If you paste those names into a two-wheeler sourcing spreadsheet without checking, you will waste a month of enquiry time. Our guide to importing electric bikes, scooters and mopeds from China sets out the documentation, certification and payment sequence that follows once your category is settled.

Brand priority and private-label priority are opposites. The top two names are in the business of building their own brands, with their own overseas factories and, in several markets, their own retail networks. That makes them excellent partners for distribution and unlikely partners for a private-label programme. If your plan is to build your own badge — which is the normal route for an importer creating a defensible position — the manufacturers that will engage are typically the mid-sized ones, and they are often found between positions five and fifteen rather than at the top of the table. In that sense the best Chinese electric motorcycle for your market is frequently not the one with the largest sales figure attached to it, but the one whose factory is willing to configure a product for you and stand behind it afterwards.

What actually matters when sourcing from China

Once you have a shortlist, the same five questions separate the suppliers worth a second conversation from the rest.

A pre-order sourcing checklist

Before you commit a container, work through these seven steps. Each one has caught out buyers who moved too quickly. If your destination already has an established assembly sector, the arithmetic shifts — our ranking of electric motorcycle manufacturers in Pakistan shows how the import and local-assembly landscape works in one such market.

1. Confirm the legal category first, not the model. Establish what your market will register, at what speed and power limits, and let that define the specification you shop for.
2. Decide the product mix before you request quotes. Your mix of commuter models and utility models determines the container configuration, the spare-parts list and the capital you tie up.
3. Ask three manufacturers for a model-specific container figure. Units per 40’HQ for that exact model in that exact packaging. A generic “about 100 per container” is not a number you can build a landed cost on.
4. Test a sample unit under your own conditions. Range, braking and load-carrying behaviour on your roads, with your passengers, in your climate. This is the step most often skipped and most often regretted.
5. Verify the certification chain. Certificate, test report, and confirmation that the configuration you are buying is the one that was approved.
6. Price the first six months of spare parts into your opening order. Not your whole parts catalogue — the fast-moving items the factory’s service records identify, adjusted as your own failure data accumulates.
7. Model the downside before the upside. Run your payback at 0.6× your expected sales rate. If the business only works at your optimistic case, the problem is the plan, not the market.

Where BENLG fits in this picture

Everything above ranks manufacturers by how many vehicles they sell inside China. That answers the question of who has scale, but not the question an importer actually needs answered: who will build for your market. A company selling several hundred thousand units a year into Chinese cities has little reason to hold EEC certification, prepare documents for a customs regime in West Africa, or maintain a spare-parts pipeline that reaches your dealers. Export supply is a different operation from domestic volume — and it is the operation we were set up to run.

BENLG has been manufacturing electric two- and three-wheelers in Dongguan, Guangdong since 2003 — electric motorcycles, electric mopeds, electric bicycles and electric tricycles. We are large enough to run a real production base and an export department, and small enough to build to your specification rather than insisting on our own catalogue. Most of the importers and distributors who work with us come for one of three things:

• A private-label programme — your brand, your colours, your packaging, on a platform you have approved.
• A mixed first container — two to four models in one 40’HQ, so you can test the market without committing to a single model’s volume.
• Supply in CBU, SKD or CKD form — depending on whether your market needs finished vehicles or local assembly, and how your duty structure treats each.

Our terms are simple enough to set out here. Minimum order is generally one full container, and a trial order can carry two to four models in that container. Prices are quoted FOB, and complete vehicles are normally quoted without lithium batteries, since cell pricing moves with the market; lead-acid configurations can be quoted complete. The standard payment structure is 30% T/T deposit with the balance against the bill of lading, or an irrevocable L/C at sight. Production runs 40–45 days from deposit, with around two months additional where certification work is required.

If you are sourcing against a specific market, the most useful thing to send us is the destination country, the volumes you have in mind, the model categories you are considering, and whether you intend to sell under your own brand or an established one. That is enough for us to come back with a configuration and a price rather than a catalogue.

📩 Contact the BENLG export team with your target market and expected volume ｜ 💬 WhatsApp answered during China business hours.

Written by Li Yan, export content lead at BENLG. Sources: China Chamber of Commerce for Motorcycle Industry sales statistics (January–July 2026 and full-year 2025), GB 17761—2024 Safety Technical Specifications for Electric Bicycles, published company financial disclosures, and Chinese government and industry reporting on urban motorcycle restrictions. Vehicle categories, sales figures and regulations should be verified against current official publications before being used in a purchasing decision.