California’s Advanced Clean Cars II (ACC II) rule is aimed at automakers, not at forcing current drivers to scrap gasoline cars. The program sets the share of qualifying new vehicles manufacturers must deliver for sale in California: 35% for model year 2026, 68% for 2030 and 100% for 2035. Battery-electric vehicles (BEVs) can qualify as zero-emission vehicles; plug-in hybrids (PHEVs) can qualify only under additional conditions, including at least 50 miles of real-world electric range, and PHEVs cannot supply more than 20% of a manufacturer’s overall ZEV obligation.
The technical distinction matters when you shop, while the program’s federal legal footing remains contested. Congress disapproved the federal notice associated with California’s ACC II waiver in June 2025, and California later reported a preliminary injunction involving EPA’s separate 2026 waiver reclassifications. Those are different legal events, so no responsible summary should describe the 2035 target as an unconditional consumer ban on gasoline cars.
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What California’s zero-emission vehicle rule actually regulates
ACC II is a sales requirement for vehicle manufacturers. It determines what proportion of each automaker’s new-vehicle deliveries for the California market must be qualifying zero-emission vehicles and eligible plug-in hybrids. It does not impose an individual quota on a resident, and it does not order owners to dispose of cars they already have.
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1Fix the driver behind crashes, sound loss and screen glitches2Repair Windows errors before they cause bigger problems3Scan for outdated or missing drivers - takes under a minuteCalifornia Air Resources Board (CARB) materials describe the rule as part of the state’s clean-air program for new light-duty vehicles. The final ACC II regulation took effect on November 30, 2022. The percentages are model-year targets applied through the manufacturer compliance framework, rather than a requirement that every dealership, household or individual purchase the same percentage of electric vehicles.
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What the rule does not do
- It does not make an existing gasoline car illegal to own or drive in California.
- It does not require every Californian to buy a BEV or PHEV by a particular date.
- It does not mean that every vehicle sold in 2035 will be physically identical; eligibility depends on the applicable CARB standards and compliance calculations.
- It does not automatically make every vehicle marketed as a PHEV count toward the program.
The ACC II sales schedule
CARB’s 2022 overview gives the following milestones for the share of qualifying new-vehicle sales manufacturers must meet in California.
| Model year | Published target | What the percentage describes |
|---|---|---|
| 2026 | 35% | The manufacturer’s required share of qualifying new-vehicle sales under the ACC II framework |
| 2030 | 68% | The phased manufacturer sales target for that model year |
| 2035 | 100% | The stated endpoint for qualifying new-vehicle sales in the CARB schedule |
These figures come from CARB’s “California moves to accelerate to 100% new zero-emission vehicle sales by 2035” overview published in 2022. They should not be read as a forecast of the percentage of all cars on California roads. The existing fleet will continue operating for years, and used vehicles remain part of the market.
Does California ban gas cars in 2035?
No—not in the sense most drivers mean by “ban.” The 2035 figure is a new-vehicle sales target for automakers. CARB’s explanation expressly says existing gasoline vehicles remain legal to own and drive. A person who owns a gasoline car in 2035 is not, solely because of ACC II, required to surrender it or stop using it.
The rule can nevertheless change the new-car market. Manufacturers planning California deliveries must supply enough qualifying vehicles to meet the schedule, and that can affect which powertrains are offered, in what quantities and at which dealerships. A separate state or local rule could address other matters—such as fleet procurement or air-quality restrictions—but those are not the same as ACC II’s manufacturer sales requirement.
BEV and PHEV: the mechanical difference
Understanding the hardware first prevents confusion about the regulation.
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- Indication Displays - LED display that can tell you the status as well as indicate errors while charging your electric vehicle.
Battery-electric vehicle (BEV)
A BEV uses a traction battery and electric motor for propulsion and has no gasoline engine. Energy is added through charging equipment. The vehicle’s driving range, charging speed, battery warranty and efficiency depend on the specific model and configuration. Under ACC II, BEVs are the straightforward battery-electric category within the ZEV framework, subject to the standards that apply to the relevant model year.
Plug-in hybrid electric vehicle (PHEV)
A PHEV combines a rechargeable battery and electric motor with an internal-combustion engine and fuel system. It can be plugged in and driven electrically, then use its engine when the battery’s usable charge is depleted or when the vehicle’s control system calls for engine power. Electric-only operation, total range and engine behavior vary by model.
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How PHEVs count under ACC II
At least 50 miles of real-world all-electric range
CARB says a PHEV must provide at least 50 miles of all-electric range under real-world driving conditions to qualify in the relevant ACC II treatment. This is not a claim that every PHEV on sale has that range, nor is it necessarily the same number shown on a window sticker produced under a particular laboratory test cycle. When evaluating a specific vehicle, check the model-year certification and CARB eligibility information rather than relying on the “PHEV” label.
A 20% ceiling on PHEV contribution
Even when a PHEV satisfies the eligibility requirements, CARB’s overview says PHEVs may account for no more than 20% of an automaker’s overall ZEV requirement. In practical terms, a manufacturer cannot meet the entire ACC II schedule by selling qualifying plug-in hybrids; the program requires a substantial battery-electric and other qualifying ZEV contribution as the schedule rises.
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- PLUG IN, NO HARDWIRING: Level 2 charger delivers up to 40A to fully charge most EVs overnight. Plugs into a 240V, 4-prong NEMA 14-50 outlet (the RV/range type - NOT a dryer outlet) on a dedicated 50A circuit. The extra-long 25 ft cable easily reaches across a garage or driveway. Before ordering, check your car's port type and that you have the right outlet.
- CONTROL & SAVE FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start/stop charging, set speed (6-40A), get reminders, and track energy use and cost. Schedule off-peak overnight charging to cut your electric bill. Requires 2.4 GHz WiFi.
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- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
The 20% figure is a manufacturer compliance limit, not a limit on how many PHEVs a consumer may own or how often an owner may drive on gasoline.
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| Question | BEV | PHEV |
|---|---|---|
| Propulsion | Battery and electric motor; no gasoline engine | Plug-in battery-electric operation plus an internal-combustion engine |
| Refueling energy | Electric charging | Electric charging and gasoline refueling |
| ACC II category | Included in the ZEV framework when the applicable standards are met | Included only when the vehicle meets the applicable PHEV requirements |
| Specific CARB figures in the 2022 overview | No PHEV-specific range or contribution cap applies | At least 50 miles of real-world all-electric range; no more than 20% of the manufacturer’s overall ZEV requirement |
| Engine backup | None | Yes, although the engine may not run during every trip |
| Regulatory treatment for an individual owner | Buying one is not an individual ACC II mandate | Buying one is not an individual ACC II mandate |
That comparison is about propulsion and program eligibility, not a prediction that one technology is cheaper or better for every household. A buyer who can charge consistently and wants a single electric drivetrain may prefer a BEV. Someone who regularly makes trips beyond convenient charging coverage may value a PHEV’s engine backup, while recognizing that the vehicle still has gasoline maintenance and emissions hardware.
What the percentages mean when you shop for a new car
Manufacturers may change their product mix
As the targets increase, automakers must plan enough qualifying inventory and compliance credits for California sales. You may see more BEV choices, fewer conventional-only configurations, or differences between California and other markets. ACC II does not promise that a particular trim will be stocked at your local dealer, and it does not set a consumer purchase price.
A used-car buyer is not buying into a personal quota
ACC II is focused on new-vehicle sales. Buying a used gasoline vehicle, keeping an older car or selling one privately does not create an individual percentage obligation. Normal registration, emissions-inspection and local access rules can still apply where separately required.
Verify the exact model year
Eligibility and warranty provisions can change by model year. Before signing a contract, ask for the vehicle’s model-year certification status and review the applicable CARB materials. Do not assume that a vehicle sold as a PHEV automatically receives the same regulatory treatment as a qualifying model under ACC II.
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- WORKS WITH EVERY NON-TESLA EV: Standard J1772 connector plugs straight into Ford, Chevrolet, Hyundai, Kia, Nissan, BMW, Volkswagen, Audi, Rivian, Lucid and every other EV or plug-in hybrid sold with a J1772 port - no adapter needed. Tesla drivers can charge too, using the J1772 adapter that comes with the car. The extra-long 25 ft cable easily reaches across a garage or driveway.
- HARDWIRED - PROFESSIONAL INSTALL: This Level 2 charger is hardwired (not plug-in), so a licensed electrician installs it per National Electrical Code. It delivers up to 48A on a dedicated 60A, 240V circuit - enough to charge most EVs fully overnight. Want more speed? You can set DIP switches 4 and 5 to unlock 50A on a dedicated 70A circuit. Before ordering, check your car's port type and that your electrical panel can support the circuit.
- CONTROL FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start and stop charging, set the charging speed (6-48A), get reminders, and track how much energy and money each charge uses. Requires a 2.4 GHz home WiFi network.
- SAFETY-CERTIFIED & WEATHERPROOF: Independently tested and certified (UL, ETL, FCC, Energy Star). A fully sealed IP66 / NEMA 4 housing stands up to rain, snow, heat and dust indoors or out, and internal steel shielding protects the electronics for years of reliable use.
- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
Charging, warranty and test-procedure rules are separate documents
CARB publishes separate light-duty-vehicle regulations and test procedures covering topics such as ZEV requirements, charging, warranties and certification. Those documents work together but should not be collapsed into one generic “electric-car rule.” A requirement that applies to a manufacturer, a battery pack or a test procedure may not translate into a duty for a household.
Home charging is not an ACC II purchase requirement
A Level 2 charger can make overnight charging faster than a standard household outlet, but the materials summarized here do not establish that every BEV or PHEV buyer must install one. Whether it is worthwhile depends on the vehicle’s onboard charger, daily mileage, electrical service, parking arrangement and access to public charging.
- Check whether your parking space has a usable electrical connection.
- Confirm the vehicle’s maximum AC charging rate before paying for higher-capacity equipment.
- Have a qualified electrician assess panel capacity and permitting requirements.
- Compare the cost and availability of public charging if home installation is impractical.
Warranty language differs between BEVs and PHEVs
CARB’s Section 1962.8 final regulation order includes battery-warranty requirements for qualifying 2026-and-later vehicles and addresses qualifying PHEV batteries, while distinguishing other ZEV warranty provisions. The exact coverage, duration, capacity-retention terms and exclusions depend on the applicable regulation and vehicle documentation. Read the warranty booklet for the specific model year rather than assuming that a PHEV has every warranty provision written for a BEV.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.The federal legal timeline and why wording matters
The state program’s legal backdrop has changed through several distinct events. The dates below describe what the cited government materials say; they do not resolve the litigation for you.
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- 2022: CARB adopted ACC II, and its final regulation took effect on November 30, 2022.
- January 2025: EPA issued a notice concerning the ACC II waiver.
- June 12, 2025: Congress approved Public Law 119-16. The statute disapproved the EPA rule relating to the ACC II waiver notice and states that “such rule shall have no force or effect.”
- After June 2025: California officials challenged the congressional action and maintained that it was unlawful. That is the state’s litigating position, not a final judicial holding.
- June–September 2026: EPA purported to reclassify multiple waiver orders as rules and submit them to Congress. In a September 2, 2026 announcement, California’s Attorney General reported a preliminary injunction requiring EPA to withdraw or correct the later reclassifications and refrain from giving them effect.
The 2026 injunction, as described by the California Department of Justice, concerns EPA’s later reclassification effort. The sources summarized here do not establish that it invalidated the 2025 congressional resolution. The careful conclusion is that ACC II’s legal footing is contested and that court orders, agency guidance and the current CARB compliance materials should be checked before making a definitive statement about enforceability.
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- [Up to 9x Faster Charging Speed]: Provides up to 46 miles/hour charging speed via hardwired connection (48 amp - up to 9x faster than a standard wall outlet) or up to 38 miles/hour via the NEMA 14-50 plug (40 amp). Professional installation recommended for optimal safety and performance. [Install The Power Outlet Cord]: No smaller than 8AWG if charge 40-48A, we suggest 6AWG cord.(1.The input side is belongs to the electrician electric automobile regulation scope, need to use three 6AWG cable wires for 48A; 2.The charging cable belongs to the automotive connector certification standard, so the 8AWG cable can meet the 48A.)
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- [Plug-play Mode(The Default Setting), Smart Touch Screen, No APP Needed]: Clearly show the charging amperage, charging speed, input voltage, delay time, etc. For the touch buttons: 1. Pull out the charging gun before press the buttons, otherwise no respond; 2. Long press "Ⓐ" or "Time" button to enter the setting interface, then you can adjust the amperage from 16A to 48A freely or Set the charging start time; 3. You can do "factory reset" if doesn't charging.
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How to decide between a BEV and a PHEV under this rule
- Start with your trips, not the headline percentage. Record your typical daily mileage and your longest regular trips. The ACC II schedule does not determine which drivetrain fits your routine.
- Check charging access. Identify where the car can charge overnight or during work and whether the electrical service supports the equipment you plan to use.
- For a PHEV, verify eligibility. Confirm that the exact model year meets CARB’s applicable requirements, including the 50-mile real-world electric-range threshold described in the 2022 overview. Do not infer compliance from the badge.
- Compare the two operating systems. A BEV eliminates the engine and gasoline system; a PHEV retains them. That affects maintenance, packaging, driving modes and how often you must refuel.
- Read the warranty and certification documents. Look for the model-year battery warranty and any distinctions between PHEV and other ZEV provisions.
- Separate legal uncertainty from purchase suitability. The federal dispute concerns the program’s legal authority. It does not change the mechanical differences between a BEV and a PHEV or make an existing gasoline vehicle suddenly unlawful to drive.
Common misconceptions, corrected
“I must buy an EV by 2035.”
ACC II does not impose an individual purchase deadline. The 2035 figure is the published manufacturer new-sales target.
“My gasoline car will be illegal in 2035.”
CARB’s overview says existing vehicles remain legal to own and drive. Other laws may change over time, but that is not what ACC II itself says.
“Every PHEV counts as a ZEV.”
Only an eligible PHEV counts under the applicable standards. CARB’s overview identifies a 50-mile real-world electric-range minimum and a 20% contribution ceiling.
“The federal dispute has one simple, final answer.”
The 2025 congressional disapproval and the 2026 injunction report concern different actions. Their interaction remains contested; describe each event and attribute each legal position.
What to monitor before a purchase or fleet decision
- The latest CARB light-duty regulation, certification and test-procedure documents for the vehicle’s model year.
- Manufacturer and dealer information identifying whether a specific BEV or PHEV is certified for California compliance.
- Battery and vehicle warranty documents, especially for qualifying PHEVs.
- Current court orders and agency guidance concerning Public Law 119-16, the ACC II waiver and later waiver reclassifications.
- Any separate local rules affecting charging installations, parking or vehicle access.
For a household, the practical question is usually simple: choose the powertrain that matches charging access and travel needs, then verify the exact model-year documents. The percentages in ACC II explain how manufacturers must plan California sales; they do not turn an individual driver’s car into a compliance calculation.
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