What are ‘zero-kilometre’ used cars?

These cars are in effect brand new, however, they typically have extremely low mileage but are registered as second-hand. The practice has grown following intense competition in China’s car market, where some manufacturers and dealers register unsold vehicles to meet sales targets or quickly clear inventory.

Others exploit preferential export rules for used cars, selling them abroad at lower prices.

Car News China reports that there are usually some hidden risks attached to such vehicles, including uncertain ownership history of the vehicles, unpaid loans, diminished or no warranties, among others.

Why is China cracking down?

Authorities have said the practice brings several inherent risks. First, it threatens the global reputation of Chinese carmakers. Many of these cars are shipped abroad without any after-sales service support, leaving overseas buyers unable to secure repairs or spare parts and damaging trust in Chinese brands.

Second, it distorts markets overseas, where exporters selling these vehicles as new undercut authorised dealers and disrupt local pricing. Officials also argue that the loophole encourages a race to the bottom, prioritising rapid, low-quality exports rather than developing a sustainable and well-regulated second-hand export industry.

What does the new policy require?

The updated rules introduce multiple safeguards, which include the fact that exporters must now wait at least 180 days after a car is registered before it can be exported. They must also provide proof that the vehicle will have access to after-sales services in its destination country. Regulators will introduce a monitoring and exit mechanism to remove non-compliant exporters, while also supporting companies to build stronger overseas service networks.

Dodai’s electric bikes have gained a loyal following for their performance, with each vehicle capable of covering up to 150 kilometers (93 miles) on a single charge. While priced at around $1,800—roughly $500 more than offerings from competitors like China’s Yadea and San Polo—the bikes’ reliability and longer battery life have made them a favorite among small businesses, logistics firms, and government agencies.

One of Dodai’s key early backers was the Ethiopian Postal Service, which became an exclusive partner in 2023—before the company even opened sales to the public. The state agency remains Dodai’s largest customer to date.

“Our growth has come from staying focused on reliability and efficiency,” said Sasaki in an interaction with Rest of the World , adding that, “In Africa, regulation change, political stability, and supply chain infrastructure are ongoing challenges. Unless you are a long-term investor, you won’t be happy.”

Dodai’s edge lies in its use of lithium-ion batteries, which outperform the lead-acid batteries used by most local competitors. This choice has resonated with customers seeking longer battery life, faster charging, and overall better performance.

“We anticipate a natural market segmentation,” Sasaki explained. “Delivery riders may lean toward battery swapping, while commuters will prefer fixed batteries. Our approach will remain flexible, continuously adjusting to serve both segments effectively.”

The Ethiopian EV market has seen fresh competition this year, including Chinese e-bike giant Yadea and Transsion, the smartphone powerhouse making its move into electric mobility. But Sasaki remains unfazed.

“My husband now looks up to me to take care of a large chunk of expenses, including buying furniture and other assets,” Bhobho said at a market where she delivers crops for farmers in her community.

The tricycles, called Hamba—meaning "go" in Ndebele—are powered by solar-charged lithium-ion batteries. Mobility for Africa, a local start-up, piloted the project in 2019 by leasing the vehicles to groups of women for $15 a month. Today, women like Bhobho can own them through a lease-to-purchase program.

“I used to depend on my husband for everything, even money for bread,” she said.

Bhobho now owns land, has opened a small grocery store, is paying off a car, and has moved her children from an underfunded rural public school to a better-equipped private institution. She earns up to $300 a month, a salary comparable to that of government workers such as schoolteachers.

Beyond financial gains, she has gained self-esteem. “Even my husband and in-laws have more respect for me now. No one used to listen to me, but now I have a seat when important decisions are being made,” the mother of three said.

According to Carlin Thandi Ngandu, the community engagement coordinator for Mobility for Africa, the program aims to ensure that 70% of its beneficiaries are women in Zimbabwe. 

The program involves 300 women across Zimbabwe, with only women owning and operating tricycles. 

The tricycles are particularly beneficial in rural areas, as they can navigate narrow paths inaccessible to cars and reach remote homesteads and vegetable gardens. The affordability of the tricycles makes them accessible to locals, allowing them to contribute to their families and communities. 

However, women face challenges such as rough terrain and resistance from men who struggle with seeing women lead in traditionally male-dominated spaces. 

“Some men don’t like seeing women in charge, but we are proving that we can contribute just as much, if not more, to our families and communities,” says Bhobho.

Beyond business, the tricycles are revolutionising healthcare access, particularly for women and children. Josephine Nyevhe, a volunteer community health worker, uses her tricycle to bring medical services closer to rural families and serves as a village ambulance.

“I am on 24-hour standby. I get calls during odd hours and have to rush people to the hospital. Sometimes it’s a pregnant woman who would have otherwise given birth at home in unsafe conditions,” she said.