China’s Ministry of Industry and Information Technology (MIIT) has drafted a safety regulation that will take effect on 1 January 2027. The document, catalogued as GB 11557‑202X, explicitly bans the sale of any new passenger vehicle fitted with a yoke‑style steering wheel. The ban applies to all domestic and imported models that reach the market after the start date. Vehicles already in showrooms may continue to be sold, but manufacturers must halt further production once stock is exhausted.
The regulation also tightens requirements for door‑handle design. From the same date, any passenger vehicle under 3.5 tonnes must carry a physical interior and exterior door handle with a mechanical emergency release. This mirrors a previous safety push on crash‑worthy structures and aims to guarantee egress if a battery loss disables electronic systems.
The yoke design first appeared in the Tesla Model S Plaid and later in the Model X. Lexus RZ has rolled out a steer‑by‑wire yoke in selected markets, while Mercedes‑Benz has hinted at similar concepts for upcoming EVs. Those models represent the only production cars that currently use the truncated wheel, so the immediate market impact will be modest.
| Model | Steering Layout | Current Availability in China |
|---|---|---|
| Tesla Model S Plaid | Yoke (jet‑fighter style) | Imported, limited sales |
| Lexus RZ | Steer‑by‑wire yoke (selected trims) | Local production, niche segment |
| Mercedes‑Benz Future EV | Prototype yoke (planned) | Not yet launched |
A traditional circular wheel offers a full 360 degrees of contact between the driver’s hands and the steering column. The yoke removes the upper rim, shrinking the cushioning surface that absorbs impact forces in a crash. MIIT’s impact‑testing protocol requires a wheel to be struck at 10 distinct points; the truncated shape makes it difficult to achieve consistent results, raising the probability of driver injury.
The agency also notes that drivers accustomed to a conventional wheel may instinctively reach for the missing upper section during an emergency maneuver, potentially causing loss of control. That matters because crash data from early Tesla deployments showed a marginal uptick in shoulder‑zone injuries when the yoke was involved.
Most automakers have already begun engineering contingency plans. A short transition period—estimated at six to twelve months—gives factories time to re‑tool stamping presses and update software for a conventional steering column. Some brands may simply offer a dual‑option: retain the yoke for export markets while fitting a circular wheel for Chinese customers.
A quick glance at the industry response:
The separate ban on pop‑out door handles forces a similar redesign. Manufacturers that rely on flush‑door aesthetics will need to integrate a mechanical emergency release, a move that could add a few hundred grams to vehicle weight and a small cost premium.
China accounts for roughly 30 percent of worldwide EV sales. A regulation that curtails avant‑garde interior designs could dampen the pace of radical cockpit experimentation, at least in the world’s biggest new‑car market. That matters for brands that see the yoke as a differentiator in a crowded segment.
However, the ban may also spur innovation in other safety‑focused areas. Engineers could explore adaptive steering columns, haptic feedback systems, or AI‑assisted lane‑keeping that compensates for the reduced hand‑hold area. In markets without such restrictions, the yoke may continue to evolve, creating a split‑track where Chinese‑spec models look conventional while overseas versions push the envelope.
The dual approach—restricting high‑risk designs while encouraging safer alternatives—signals a broader trend: regulators are willing to intervene when novel ergonomics intersect with crash safety data. Brands that can demonstrate rigorous testing and clear injury‑reduction benefits may still win approval for future cockpit concepts.
Q: Which models currently sold in China will need a steering‑wheel redesign? A: The Tesla Model S Plaid, Lexus RZ (yoke trims) and any upcoming Mercedes‑Benz EVs that plan to use a yoke will have to replace the wheel with a conventional circular design for sales after 1 January 2027.
Q: When does the transition period for existing stock end? A: MIIT has not published a precise cutoff, but industry sources expect manufacturers to finish production of yoke‑equipped units by mid‑2026, allowing a six‑month sell‑through window.
Q: Does the ban affect only passenger cars? A: Yes, the regulation targets passenger vehicles under 3.5 tonnes. Heavy‑duty trucks and commercial vans are exempt unless they also use a yoke steering system.
Q: Will the pop‑out door‑handle ban increase vehicle prices? A: The added mechanical release mechanism may add a modest cost, typically a few hundred yuan per unit, but manufacturers can amortise the expense across their model line‑up.
Q: How does this regulation compare to standards in Europe or the US? A: Europe and the US have no explicit bans on yoke steering wheels, but both regions require extensive crash testing. China’s rule is stricter in that it outright prohibits sales rather than relying on case‑by‑case approval.
Q: Could a future amendment allow yokes if safety data improves? A: MIIT has left room for revisions; if manufacturers present validated injury‑reduction data, the agency could issue an amendment that relaxes the ban.
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