Every EU and EEA country issues the same four motorcycle licence categories — AM, A1, A2 and A — because they are defined in one piece of Union law, not by each country separately. AM is mopeds. A1 is 125 cc and 11 kW. A2 caps power at 35 kW. A is unrestricted. What each country can change is the minimum age and the route between the tiers, which is why a 19-year-old can ride a 35 kW bike in Spain and cannot in the United Kingdom. Checked August 2026; the licensing authority of the country you ride in is the only binding source.
Where the categories come from
The categories are written into Directive 2006/126/EC on driving licences, Article 4. That article is worth reading once in the original, because almost every argument about "is my bike A2 legal" is settled by a single sentence in it.
The definitions are precise and they are about numbers, not about how a bike looks. A1 is a machine of not more than 125 cm³, not more than 11 kW, and a power-to-weight ratio not exceeding 0.1 kW/kg. A2 is not more than 35 kW, a power-to-weight ratio not exceeding 0.2 kW/kg, and not derived from a vehicle of more than double its power. Category A has no vehicle limit at all — the restriction is on the rider, not the machine.
That "not derived from a vehicle of more than double its power" clause is the one that catches people out. A 70 kW bike restricted to 35 kW is exactly double, so it qualifies. A 78 kW bike restricted to 35 kW does not, no matter how good the restrictor kit is. Dealers get this wrong often enough that it is worth checking the unrestricted figure on the certificate of conformity before you buy.
A second EU act now sits behind the first. Directive (EU) 2025/2205 repeals the 2006 directive and was published in the Official Journal in November 2025. It keeps AM, A1, A2 and A with the same power and capacity figures, adds a maximum net power of 4 kW to the AM definition, and rewrites the A2 wording as "not derived from a vehicle the net power of which exceeds 70 kW" — the same rule stated as a number instead of a multiple. Member States have until 26 November 2028 to transpose it and must apply it from 26 November 2029, so for a rider planning a trip in 2026 or 2027 the 2006 directive is still the operative text.
The four categories side by side
| Category | Vehicle limits | Baseline minimum age | What it means on the road |
|---|---|---|---|
| AM | Two- or three-wheelers with a design speed not over 45 km/h (28 mph), plus light quadricycles | 16 | Mopeds and 50 cc scooters. Countries may set this anywhere from 14 to 18 |
| A1 | Up to 125 cm³, up to 11 kW, power/weight up to 0.1 kW/kg; tricycles up to 15 kW | 16 | The commuter tier. Countries may raise it to 17 or 18 |
| A2 | Up to 35 kW, power/weight up to 0.2 kW/kg, not derived from a bike of more than double the power | 18 | Most middleweights, restricted or native |
| A | No limit on the motorcycle; tricycles over 15 kW | 20 with two years on A2, or 24 direct | Everything else, including a 1250 cc tourer |
Two ways up the ladder, and they are not equivalent
Article 7 of the directive sets out the mechanism people call progressive access. If you have held A1 for at least two years you can move to A2, and if you have held A2 for at least two years you can move to A, in each case by passing a practical test only or by completing an approved training course under Annex VI. There is no theory test again and no waiting beyond the two years.
The alternative is direct access: skip the lower tiers, take the full test on a big bike, and get category A at 24. Article 4 fixes the category A minimum at 20 with the two-year A2 requirement, and allows that requirement to be waived once the applicant is 24.
Both routes end at the same licence. They do not end at the same rider. Progressive access buys you two seasons of real road time on a bike you cannot overwhelm, which is the whole point of the structure. Direct access costs less time and usually less money overall, and it puts a novice on a machine that will spin the rear wheel out of a wet roundabout. The honest trade-off is that direct access is the right choice if you are an experienced rider returning after a gap or coming from another country's system, and a poor one if your total road experience is a few hours on a training bike.
One quirk that repeatedly surprises riders: whether the upgrade is a test or a course is a national decision, not an EU one. Some countries run a short mandatory training course with no examination. Others insist on a full practical test. Ask the school before you book anything, because the two routes cost very different amounts of time.
What each country is allowed to change
Article 4(6) is the reason the ages on the table above are only a baseline. Member States may lower AM to 14 or raise it to 18. They may raise A1 to 17 or 18, but only if two conditions hold together: there must be at least a two-year gap between the A1 and A2 minimum ages, and there must be a two-year A2 experience requirement before A.
The UK is the clearest worked example of that clause. Its published category table sets A1 at 17, A2 at 19, and category A at 24 by direct access or 21 by progressive access — every one of those numbers is higher than the directive baseline, and legally so.
Three other things vary by country and none of them appear on your licence card:
- Whether a car licence lets you ride anything. Several countries let a category B holder ride a 125 after a short course. Others let them ride nothing above a moped. It is a national provision, not an EU right, and it does not travel with you across the border.
- What the practical test contains. Module structure, minimum test-bike capacity and the manoeuvres examined are set nationally within the directive's minimum standards.
- Medical and eyesight rules at renewal. Administrative validity for AM, A1, A2 and A licences is 10 years under Article 7(2), which a Member State may extend to 15, and some require a medical at each renewal while others do not.
How your licence behaves when you cross a border
Article 2 says licences issued by Member States are mutually recognised, and that is the practical bottom line for a holiday: your category A licence is valid on the same terms everywhere in the EU. The Your Europe page on licence validity is the official consumer-facing entry point if you need to check a specific case.
Two limits are worth knowing before you rely on that. Recognition covers the entitlement, not the national concessions — if your home country let you ride a 125 on a car licence, that concession usually stops at the border. And if you move your normal residence to another Member State, the host country can apply its own administrative validity period and require a renewal, which is a different thing from being told your licence is invalid.
If you are hiring rather than bringing your own bike, the rental company's rules are stricter than the law almost every time, and they are contractual, so arguing about the directive gets you nowhere. Our guide to renting a motorcycle abroad covers the licence and deposit conditions rental firms actually apply.
Frequently asked questions
Is an A2 licence from one EU country valid in another?
Yes. Mutual recognition under Article 2 of Directive 2006/126/EC means an A2 licence carries the same entitlement across the EU and EEA. The 35 kW and 0.2 kW/kg limits apply wherever you ride it.
Can I restrict any bike to 35 kW for A2?
No. The restricted machine must not be derived from a version producing more than double the restricted output, which in practice means an unrestricted figure of 70 kW or less. Check the certificate of conformity, not the brochure.
What age can I get a full unrestricted licence in Europe?
The directive baseline is 20 if you have held A2 for two years, or 24 by direct access. Individual countries may sit above that, and several do.
Does the new EU driving licence directive change the motorcycle categories?
Not the numbers. Directive (EU) 2025/2205 keeps AM, A1, A2 and A with the same capacity and power limits, adds a 4 kW ceiling to AM, and restates the A2 derivation rule as a 70 kW figure. Member States apply it from 26 November 2029.
Do I need to carry anything besides my licence when riding in another EU country?
Your registration document and proof of insurance, at minimum. Requirements differ by country and by whether the bike is yours, so check the destination authority before you go.
The tier system is only the entry gate. For how the ladder works step by step, see the breakdown of A1, A2 and A progression; the British variant with its compulsory basic training stage is covered in the UK CBT and licence route guide. Riders taking a European-issued licence outside the EU should read the international driving permit guide and the paperwork checklist for riding abroad. Keeping documents, navigation and comms in one place on the bike is easier with the JADO S6 riding system than with a phone in a jacket pocket at a border check.
