<p>河内——主要国内汽车制造商已呼吁当局保留当前汽车行业的经营条件，警告称拟议的回撤可能削弱国内制造业，并使市场容易受到廉价进口的冲击。</p>
<p>这一呼吁是在财政部起草改革计划之际提出的，该计划包括将汽车制造、组装和进口从有条件经营范围中移除的提案。</p>
<p>包括 Thaco、VinFast 和 TC 集团在内的主要参与者已向总理和相关部门提交请愿书，呼吁对该行业的战略重要性给予谨慎考虑。</p>
<p>Thaco 表示，放宽汽车行业的投资和经营条件是不合适的，因为该行业是一个基础产业，对制造业、就业、公共安全和环境有广泛的溢出效应。</p>
<p>该制造商还指出，车辆的生命周期较长，制造商和分销商承担着持续的责任，而消费者应确保能够获得具备足够能力提供保修、维护服务和备件的公司，以及产品召回。</p>
<p>因此，与工厂、生产线和售后服务基础设施相关的要求不应被视为行政障碍，而应视为确保产品质量和在车辆生命周期内问责的必要保障，Thaco 补充道。</p>
<p>VinFast 表示，生产设施和技术能力的要求反映了制造商对车辆生产和组装的长期承诺和投资的认真态度。</p>
<p>这些前提条件应予以保留，以防止不合格的公司进入市场，因为汽车是涉及复杂技术的高价值产品，VinFast 指出。</p>
<p>TC 集团提出了竞争担忧，认为完全取消条件可能使进口商在与重金投资于本地生产的国内制造商的竞争中占据优势。</p>
<p>如果降低障碍，进口商可能更容易进入市场，从而使承担长期投资成本的国内生产者处于不利地位，该公司表示。</p>
<p><strong>分歧</strong></p>
<p>拟议的改革暴露了政策制定者、企业和行业专家之间的分歧。</p>
<p>一些人认为，完全取消条件可能导致低成本进口涌入，削弱国内生产能力，而另一些人则表示，当前系统施加了不必要的成本，并减缓了创新，特别是在电动和自动驾驶等新兴领域。</p>
<p>工业和贸易部此前已警告类似风险，指出取消当前要求可能会通过鼓励企业进口几乎完整的车辆进行简单组装，而不是投资于更深层次的制造能力，从而削弱本地化努力。</p>
<p>该部还警告潜在的贸易风险，包括邻国的过剩生产能力可能通过低价值组装项目转向越南，以避税，并使越南面临来自其他市场的贸易防御调查风险。</p>
<p>然而，越南工商会（VCCI）支持取消汽车行业的前提条件的提案。</p>
<p>VCCI 表示，所有车辆，无论是国产还是进口，均需在上市前接受严格的技术和环境检查。</p>
<p>额外的许可要求将重复监督机制，并增加合规成本，而不会提高安全性，商会指出。</p>
<p>当前规则造成了高进入壁垒，限制了进口市场的竞争，并推高了与其他东盟国家相比的国内市场汽车价格，VCCI 表示。</p>
<p>商会指出，高市场准入条件并未有效推动国内工业增长，引用统计数据显示，在发展超过二十年后，乘用车的本地采购率仍然较低，约为 7-10%，而泰国则为 70-80%。</p>
<p>关于贸易规避的担忧，VCCI 表示，越南已经具备足够的法律工具，包括反倾销措施和自由贸易协定下的原产地规则，以应对此类风险。</p>
<p>VCCI 还认为，当前的经营条件是为涉及焊接、喷涂和组装过程的传统汽车制造模式设计的，可能在电动和自动驾驶汽车时代不再适用。</p>
<p>这些规定可能会为进入新兴汽车细分市场的新投资者创造不必要的障碍，商会指出。</p>
<p>包括美国、日本、韩国和欧盟成员国在内的国家并不要求制造商获得特定的生产和组装资格证书。相反，他们通过技术标准、强制召回机制和民法下的产品责任规则来监管该行业。</p>
<p>商会呼吁工业和贸易部及交通部加强技术标准和市场后检查机制，以确保用户和社区的安全。</p>
<p><strong>平衡的方法</strong></p>
<p>越南汽车制造商协会代表Đào Công Quyết 表示，越南的汽车市场仍然小于泰国或印度尼西亚。</p>
<p>如果市场完全开放，存在被进口主导的风险，Quyết 表示，保持经营条件有助于引导工业发展，防止投资碎片化和低效。</p>
<p>胡志明市汽车工程师协会会长Đỗ Văn Dũng 表示，是否取消或保留经营条件的决定应仔细研究，政策制定者应避免突然变化。</p>
<p>他说：“该行业正处于过渡期，从组装转向真正的制造，并向电动汽车转型。”</p>
<p>“突发的政策变化可能会影响国内生产和供应链的发展，” Dũng 补充道，并警告这可能会导致完全组装车辆进口激增，并削弱国内生产商的长期投资动力。</p>
<p>“需要采取平衡的方法。维护安全、环境标准和生产能力的核心要求很重要，但应消除不必要的行政程序，” 他说。</p>
<p>胡志明市经济与金融大学工商管理系主任 Trần Anh Tùng 表示，取消商业条件将使市场面临来自廉价进口车辆和贸易公司的强烈短期压力，而国内制造商则继续承担长期投资成本。</p>
<p>问题不在于是否完全保留或废除这些条件，而在于如何透明地重新设计它们，重点关注技术标准、环境保护、安全、保修责任和真正的生产能力，而不是创造额外的子许可证。</p>
<p>越南的汽车行业目前占国内生产总值的 3% 以上，并提供 20 万个就业岗位。</p>
<p>国内生产稳步增长，预计到 2025 年将达到超过 50 万辆，而 2020 年为 323,890 辆，占总销售的 65-75% 左右。</p>
<p>该国还拥有约 650 家汽车及零部件制造商，其中超过 400 家供应商符合一级标准，自 2016 年以来增长超过 200%。 — VNS</p>

VFSWW

<p>越南主要汽车制造商，包括 Thaco、VinFast 和 TC 集团，正在敦促当局维持当前汽车行业的商业条件。他们警告称，提议的改革将制造和组装从有条件的商业领域中剔除，可能会削弱国内生产并增加对廉价进口的脆弱性。越南工商会支持该提案，认为现有条件造成了高门槛，限制了竞争。这场辩论突显了政策制定者和行业专家之间在促进本地制造与鼓励新兴汽车技术创新之间的平衡问题上的分歧</p>

<p>HÀ NỘI — Major domestic carmakers have urged authorities to retain current business conditions for the automobile industry, warning that a proposed rollback could weaken domestic manufacturing and leave the market vulnerable to cheap imports.</p>
<div class="lb-trans"><p>河内——主要国内汽车制造商已呼吁当局保留当前汽车行业的经营条件，警告称拟议的回撤可能削弱国内制造业，并使市场容易受到廉价进口的冲击。</p>
</div><p>The call comes as the Ministry of Finance drafts a reform plan, including a proposal to remove automobile manufacturing, assembly and import from the list of conditional business lines.</p>
<div class="lb-trans"><p>这一呼吁是在财政部起草改革计划之际提出的，该计划包括将汽车制造、组装和进口从有条件经营范围中移除的提案。</p>
</div><p>Major players, including Thaco, VinFast and TC Group, have submitted petitions to the Prime Minister and relevant ministries, urging careful consideration given the sector’s strategic importance.</p>
<div class="lb-trans"><p>包括 Thaco、VinFast 和 TC 集团在内的主要参与者已向总理和相关部门提交请愿书，呼吁对该行业的战略重要性给予谨慎考虑。</p>
</div><p>Thaco said that easing investment and business conditions in the automobile sector would be inappropriate because the sector is a foundational industry with broad spillover effects on manufacturing, employment, public safety and the environment.</p>
<div class="lb-trans"><p>Thaco 表示，放宽汽车行业的投资和经营条件是不合适的，因为该行业是一个基础产业，对制造业、就业、公共安全和环境有广泛的溢出效应。</p>
</div><p>The maker also noted that vehicles have long life cycles, placing sustained responsibility on manufacturers and distributors, while consumers should be guaranteed access to firms with sufficient capacity to provide warranties, maintenance services and spare parts, as well as product recalls.</p>
<div class="lb-trans"><p>该制造商还指出，车辆的生命周期较长，制造商和分销商承担着持续的责任，而消费者应确保能够获得具备足够能力提供保修、维护服务和备件的公司，以及产品召回。</p>
</div><p>Requirements related to factories, production lines and after-sales service infrastructure should therefore not be viewed as administrative barriers, but as necessary safeguards to ensure product quality and accountability throughout a vehicle’s life cycle, Thaco added.</p>
<div class="lb-trans"><p>因此，与工厂、生产线和售后服务基础设施相关的要求不应被视为行政障碍，而应视为确保产品质量和在车辆生命周期内问责的必要保障，Thaco 补充道。</p>
</div><p>VinFast said that requirements for production facilities and technical capacity reflect a manufacturer’s long-term commitment and seriousness about investing in vehicle production and assembly.</p>
<div class="lb-trans"><p>VinFast 表示，生产设施和技术能力的要求反映了制造商对车辆生产和组装的长期承诺和投资的认真态度。</p>
</div><p>These prerequisites should be maintained to prevent underqualified firms from entering the market, as automobiles are high-value products that involve complex technologies, according to VinFast.</p>
<div class="lb-trans"><p>这些前提条件应予以保留，以防止不合格的公司进入市场，因为汽车是涉及复杂技术的高价值产品，VinFast 指出。</p>
</div><p>TC Group raised competition concerns, arguing that removing conditions entirely could give importers an advantage over domestic manufacturers that have invested heavily in local production.</p>
<div class="lb-trans"><p>TC 集团提出了竞争担忧，认为完全取消条件可能使进口商在与重金投资于本地生产的国内制造商的竞争中占据优势。</p>
</div><p>If barriers are lowered, importers may enter the market more easily, placing domestic producers who carry long-term investment costs at a disadvantage, the company said.</p>
<div class="lb-trans"><p>如果降低障碍，进口商可能更容易进入市场，从而使承担长期投资成本的国内生产者处于不利地位，该公司表示。</p>
</div><p><strong>Division</strong></p>
<div class="lb-trans"><p><strong>分歧</strong></p>
</div><p>The proposed reforms have exposed divisions among policymakers, businesses and industry experts.</p>
<div class="lb-trans"><p>拟议的改革暴露了政策制定者、企业和行业专家之间的分歧。</p>
</div><p>Some argue that removing conditions entirely could lead to an influx of low-cost imports and weaken domestic production capacity, while others say the current system imposes unnecessary costs and slows innovation, particularly in emerging areas such as electric and autonomous vehicles.</p>
<div class="lb-trans"><p>一些人认为，完全取消条件可能导致低成本进口涌入，削弱国内生产能力，而另一些人则表示，当前系统施加了不必要的成本，并减缓了创新，特别是在电动和自动驾驶等新兴领域。</p>
</div><p>The Ministry of Industry and Trade has previously flagged similar risks, noting that removing current requirements could weaken localisation efforts by encouraging firms to import nearly complete vehicles for simple assembly instead of investing in deeper manufacturing capacity.</p>
<div class="lb-trans"><p>工业和贸易部此前已警告类似风险，指出取消当前要求可能会通过鼓励企业进口几乎完整的车辆进行简单组装，而不是投资于更深层次的制造能力，从而削弱本地化努力。</p>
</div><p>The ministry also warned of potential trade risks, including the possibility that surplus production capacity from neighbouring countries could be redirected to Việt Nam through low-value assembly projects to avoid tax and put Việt Nam at risk of trade defence investigations from other markets.</p>
<div class="lb-trans"><p>该部还警告潜在的贸易风险，包括邻国的过剩生产能力可能通过低价值组装项目转向越南，以避税，并使越南面临来自其他市场的贸易防御调查风险。</p>
</div><p>However, the Vietnam Chamber of Commerce and Industry (VCCI) backed the proposal to abolish the prerequisites for the auto industry.</p>
<div class="lb-trans"><p>然而，越南工商会（VCCI）支持取消汽车行业的前提条件的提案。</p>
</div><p>The VCCI said that all vehicles, whether domestically produced or imported, are already subject to strict technical and environmental inspections before being allowed on the market.</p>
<div class="lb-trans"><p>VCCI 表示，所有车辆，无论是国产还是进口，均需在上市前接受严格的技术和环境检查。</p>
</div><p>Additional licensing requirements would duplicate oversight mechanisms and increase compliance costs without improving safety, according to the chamber.</p>
<div class="lb-trans"><p>额外的许可要求将重复监督机制，并增加合规成本，而不会提高安全性，商会指出。</p>
</div><p>Current rules create high entry barriers, limiting competition in the import market and pushing up car prices in the domestic market compared to other ASEAN countries, the VCCI said.</p>
<div class="lb-trans"><p>当前规则造成了高进入壁垒，限制了进口市场的竞争，并推高了与其他东盟国家相比的国内市场汽车价格，VCCI 表示。</p>
</div><p>The chamber pointed out that high market entry conditions have not effectively driven domestic industrial growth, citing statistics showing that after more than two decades of development, the local procurement rate remains low, at around 7-10 per cent for passenger vehicles, compared with 70-80 per cent in Thailand.</p>
<div class="lb-trans"><p>商会指出，高市场准入条件并未有效推动国内工业增长，引用统计数据显示，在发展超过二十年后，乘用车的本地采购率仍然较低，约为 7-10%，而泰国则为 70-80%。</p>
</div><p>Regarding concerns over trade circumvention, the VCCI said Việt Nam already has adequate legal tools, including anti-dumping measures and rules of origin under free trade agreements, to address such risks.</p>
<div class="lb-trans"><p>关于贸易规避的担忧，VCCI 表示，越南已经具备足够的法律工具，包括反倾销措施和自由贸易协定下的原产地规则，以应对此类风险。</p>
</div><p>The VCCI also argued that current business conditions are designed for traditional automobile manufacturing models involving welding, painting and assembly processes, and may no longer be suitable in an era of electric and autonomous vehicles.</p>
<div class="lb-trans"><p>VCCI 还认为，当前的经营条件是为涉及焊接、喷涂和组装过程的传统汽车制造模式设计的，可能在电动和自动驾驶汽车时代不再适用。</p>
</div><p>Such regulations could create unnecessary barriers for new investors entering emerging automotive segments, according to the chamber.</p>
<div class="lb-trans"><p>这些规定可能会为进入新兴汽车细分市场的新投资者创造不必要的障碍，商会指出。</p>
</div><p>Countries including the US, Japan, South Korea and members of the EU do not require manufacturers to obtain specific production and assembly eligibility certificates. Instead, they regulate the sector through technical standards, mandatory recall mechanisms and product liability rules under civil law.</p>
<div class="lb-trans"><p>包括美国、日本、韩国和欧盟成员国在内的国家并不要求制造商获得特定的生产和组装资格证书。相反，他们通过技术标准、强制召回机制和民法下的产品责任规则来监管该行业。</p>
</div><p>The chamber called on the Ministry of Industry and Trade and the Ministry of Transport to strengthen technical standards and post-market inspection mechanisms to ensure user and community safety.</p>
<div class="lb-trans"><p>商会呼吁工业和贸易部及交通部加强技术标准和市场后检查机制，以确保用户和社区的安全。</p>
</div><p><strong>A balanced approach</strong></p>
<div class="lb-trans"><p><strong>平衡的方法</strong></p>
</div><p>According to Vietnam Automobile Manufacturers’ Association representative Đào Công Quyết, Việt Nam’s auto market remains smaller than Thailand’s or Indonesia’s.</p>
<div class="lb-trans"><p>越南汽车制造商协会代表Đào Công Quyết 表示，越南的汽车市场仍然小于泰国或印度尼西亚。</p>
</div><p>If the market is opened fully, there is a risk that it will become dominated by imports, Quyết said, adding that maintaining business conditions helps guide industrial development and prevent fragmented and inefficient investment.</p>
<div class="lb-trans"><p>如果市场完全开放，存在被进口主导的风险，Quyết 表示，保持经营条件有助于引导工业发展，防止投资碎片化和低效。</p>
</div><p>President of the HCM City Society of Automotive Engineers Đỗ Văn Dũng said the decision to remove or retain business conditions should be carefully studied, saying that policymakers should avoid abrupt changes.</p>
<div class="lb-trans"><p>胡志明市汽车工程师协会会长Đỗ Văn Dũng 表示，是否取消或保留经营条件的决定应仔细研究，政策制定者应避免突然变化。</p>
</div><p>“The industry is in a transition period, moving from assembly to genuine manufacturing and shifting toward electric vehicles,” he said.</p>
<div class="lb-trans"><p>他说：“该行业正处于过渡期，从组装转向真正的制造，并向电动汽车转型。”</p>
</div><p>“Sudden policy changes could affect the development of domestic production and supply chains,” Dũng added, warning that it could trigger a surge in completely built-up vehicle imports and weaken long-term investment momentum for domestic producers.</p>
<div class="lb-trans"><p>“突发的政策变化可能会影响国内生产和供应链的发展，” Dũng 补充道，并警告这可能会导致完全组装车辆进口激增，并削弱国内生产商的长期投资动力。</p>
</div><p>“There needs to be a balanced approach. Maintaining core requirements on safety, environmental standards and production capacity is important, but unnecessary administrative procedures should be removed,” he said.</p>
<div class="lb-trans"><p>“需要采取平衡的方法。维护安全、环境标准和生产能力的核心要求很重要，但应消除不必要的行政程序，” 他说。</p>
</div><p>Trần Anh Tùng, head of the Business Administration Faculty at HCM City University of Economics and Finance, said removing business conditions would put the market under intense short-term pressure from cheap imported vehicles and trading firms, while domestic manufacturers continue to bear long-term investment costs.</p>
<div class="lb-trans"><p>胡志明市经济与金融大学工商管理系主任 Trần Anh Tùng 表示，取消商业条件将使市场面临来自廉价进口车辆和贸易公司的强烈短期压力，而国内制造商则继续承担长期投资成本。</p>
</div><p>The issue is not whether to retain or abolish the conditions entirely, but how to redesign them transparently, focused on technical standards, environmental protection, safety, warranty responsibility and genuine production capacity, rather than creating additional sub-licences.</p>
<div class="lb-trans"><p>问题不在于是否完全保留或废除这些条件，而在于如何透明地重新设计它们，重点关注技术标准、环境保护、安全、保修责任和真正的生产能力，而不是创造额外的子许可证。</p>
</div><p>Việt Nam’s automobile sector currently accounts for more than 3 per cent of GDP and provides 200,000 jobs.</p>
<div class="lb-trans"><p>越南的汽车行业目前占国内生产总值的 3% 以上，并提供 20 万个就业岗位。</p>
</div><p>Domestic production has grown steadily, reaching over 500,000 vehicles in 2025 from 323,890 in 2020 and accounting for roughly 65-75 per cent of total sales.</p>
<div class="lb-trans"><p>国内生产稳步增长，预计到 2025 年将达到超过 50 万辆，而 2020 年为 323,890 辆，占总销售的 65-75% 左右。</p>
</div><p>The country is also home to about 650 auto and parts manufacturers, with more than 400 suppliers meeting tier-one standards, an increase of more than 200 per cent over 2016. — VNS</p>
<div class="lb-trans"><p>该国还拥有约 650 家汽车及零部件制造商，其中超过 400 家供应商符合一级标准，自 2016 年以来增长超过 200%。 — VNS</p>
</div>

汽车行业对于取消商业条件的提议存在分歧