In Novosibirsk, the traffic police have begun explaining how the combined power of the internal combustion engine and the electric motor is used when registering hybrid vehicles, a move that has implications for how transport taxes are calculated. Local residents have reported that this interpretation can lead to higher tax bills for hybrids than some owners expect, a development covered by ngs.ru.
One notable example concerns a city resident who registered a hybrid Toyota Prius. The owner complained that the police documents listed the vehicle’s power as 169.9 horsepower, which would entail a transport tax of 8.5 thousand rubles. In contrast, the car’s gasoline engine alone has a declared output of 98 horsepower, which would trigger a tax far lower than the amount cited by the hybrid’s total power. This discrepancy prompted questions about how power is calculated for tax purposes and whether the electric motor’s contribution is being counted in full.
Officials from the regional department of the Ministry of Internal Affairs explained to the publication that the total power figures they use reflect the combined output of both the gasoline engine and the electric motor, as defined by the Russian Ministry of Finance. They noted that these calculations are supported by rulings from the Supreme Court and are treated as authoritative guidance for tax assessment.
According to the department, regardless of how the engines participate in propulsion—whether the electric motor and the internal combustion engine work sequentially, in parallel, in joint propulsion, or in a separate mode—the total maximum power for a 30‑minute window should be taken into account. In other words, the tax calculation hinges on the upper limit of combined power, not merely the output of a single propulsion system. This interpretation aligns with the Ministry of Finance guidance and is applied consistently in registering and taxing hybrid vehicles.
The police further clarified that if the gasoline engine is used solely as a generator, the vehicle documents should reflect only the electric motor’s power. This distinction, they said, can influence tax calculations because it separates the practical propulsion power from auxiliary generation capacity. The clarification aims to provide a clear rule for hybrid configurations where one or both power sources may serve different roles in operation.
Beyond the power calculation issue, the region’s enforcement explanation touches on how hybrid vehicles are described in official records during registration. The approach reflects a broader trend toward harmonizing vehicle taxation with the actual capabilities of modern propulsion systems, where electric motors can contribute substantial power even when the engine’s primary role is to drive the drivetrain. Owners of hybrids and plug‑in hybrids in cities with similar regulatory frameworks may find themselves faced with tax assessments that reflect the combined potential of both power sources rather than the engine alone.
In recent months, there have been reports that dealers in various markets offered discount incentives around the New Year, but those discounts did not always apply to every model or trim. While these marketing practices are unrelated to tax assessments, they underscore the ongoing complexity of vehicle pricing, registration, and ownership costs in markets with evolving hybrid and electric vehicle policies. Consumers are advised to verify how the local authorities calculate vehicle power and related taxes before purchasing or registering a hybrid vehicle. Understanding whether the calculation uses total system power or propulsion power can impact the overall cost of ownership over the life of the vehicle, including insurance, resale value, and annual registration charges.