In France, riding a trike on open roads requires that the vehicle has a valid approval. For a series model imported with a European Certificate of Conformity, the process remains relatively simple. For a handcrafted conversion of an existing motorcycle, the situation becomes significantly more complicated: the transformed vehicle changes regulatory category and must go through an individual procedure. The two paths have different timelines, contacts, and costs.
Community approval or isolated approval: two distinct circuits for a trike
The European framework, structured around Regulation (EU) 168/2013, covers the vast majority of new motor tricycles marketed in the Union. A series trike sold by a manufacturer or official importer benefits from a community type approval. The manufacturer provides a Certificate of Conformity (CoC) that certifies that the vehicle meets all harmonized technical requirements.
In this case, the approval procedure for a trike is limited, from the owner’s side, to presenting the CoC when applying for registration. No additional technical inspection, no laboratory testing. The European document is sufficient to prove the vehicle’s compliance with French standards.
The second circuit concerns trikes that do not have this community approval. This includes handcrafted conversions (motorcycle transformed into a trike by adding a rear axle), vehicles imported from outside the EU without a CoC, or amateur constructions. These vehicles must go through an isolated approval (RTI), a significantly heavier individual procedure.
Motorcycle to trike conversion: why RTI is mandatory
Transforming a motorcycle into a trike is not just about adding an accessory. Adding a rear axle, modifying the chassis, changing the steering geometry: all of this alters the load-bearing structure and the dynamic behavior of the vehicle. Since the regulatory updates related to Regulation 168/2013, these operations are explicitly classified as major transformations requiring an RTI.
A point often misunderstood: transformation kits with stabilizers, notably manufactured in Portugal, which retain the original rear wheel of the motorcycle, do not correspond to any category of the regulation for two, three, or four-wheeled vehicles. A vehicle modified with this type of kit cannot be approved in France. It cannot be registered or insured in compliance.
The distinction is clear: a kit that completely replaces the rear axle and is documented in a construction file can, in theory, pass the RTI. A kit that attaches to the existing structure without redefining the vehicle’s category cannot.
Technical file and RTI process: the concrete steps
The isolated approval takes place at the DREAL (Regional Directorate for the Environment, Planning and Housing) or the UTAC, depending on the nature of the vehicle and the region. The process follows a precise sequence.
- Preparation of a complete technical file: dimensioned plans of the chassis, resistance calculation notes, technical data sheets of components (braking, lighting, tires), compliance certificates for safety elements, and a detailed description of the modifications made compared to the original vehicle.
- Scheduling an appointment with the competent DREAL for a physical examination of the vehicle. The inspector checks the compliance between the paper file and the presented trike, verifies the braking, lighting, and signaling devices, and measures the dimensions and weight.
- If the vehicle meets the requirements, the DREAL issues a report of isolated approval, a document that then allows for registration at the prefecture (or via ANTS).
- In case of non-compliance, the owner receives a report detailing the points to be corrected. A new presentation is then necessary after compliance is achieved.
The technical file represents the most demanding part. Without rigorous documentation on structural modifications, the DREAL will refuse the examination even before seeing the vehicle. Field feedback shows that most refusals come from incomplete files rather than technical defects on the trike itself.
LR3 standard category TM: the technical framework to comply with
To enter the category of motor tricycles, a trike must meet the criteria set by the LR3 standard category TM. The constraints concern the total weight (less than 1,000 kg), the width between the two wheels mounted on the same axle, and the mandatory braking and lighting equipment. These thresholds also condition the maximum allowed power, which determines the type of license required.
License and insurance: the obligations following approval
Approval is not enough to ride legally. The driver must hold the appropriate license. For a trike over 15 kW, there are two options:
- The A license (motorcycle), which provides unrestricted access.
- The B license (car) held for more than two years, supplemented by a mandatory 7-hour training. Holders of the B license obtained from January 19, 2013, must also be over 21 years old.
An exemption exists for drivers who can prove they have ridden a light motorcycle or a three-wheeled scooter between January 1, 2006, and December 31, 2010. Proof is provided through an information statement issued by the insurer.
On the insurance side, an approved trike is declared as a motor tricycle. Specialized insurers systematically request the RTI report or the CoC before issuing a contract. An unapproved trike cannot be insured for civil liability, which exposes the driver to criminal penalties in addition to the immobilization of the vehicle.
The approval procedure remains the central lock of any trike project in France, whether it is a new purchase or a conversion. For a European series model, the Certificate of Conformity resolves the issue in a few days. For a conversion, going through the DREAL and preparing a solid technical file requires preparation that can take weeks, sometimes months, depending on the complexity of the modifications and the responsiveness of the local administration.