<p>河內——主要國內汽車製造商已呼籲當局保留當前汽車行業的經營條件，警告稱擬議的回撤可能削弱國內製造業，並使市場容易受到廉價進口的衝擊。</p>
<p>這一呼籲是在財政部起草改革計劃之際提出的，該計劃包括將汽車製造、組裝和進口從有條件經營範圍中移除的提案。</p>
<p>包括 Thaco、VinFast 和 TC 集團在內的主要參與者已向總理和相關部門提交請願書，呼籲對該行業的戰略重要性給予謹慎考慮。</p>
<p>Thaco 表示，放寬汽車行業的投資和經營條件是不合適的，因為該行業是一個基礎產業，對製造業、就業、公共安全和環境有廣泛的溢出效應。</p>
<p>該製造商還指出，車輛的生命週期較長，製造商和分銷商承擔着持續的責任，而消費者應確保能夠獲得具備足夠能力提供保修、維護服務和備件的公司，以及產品召回。</p>
<p>因此，與工廠、生產線和售後服務基礎設施相關的要求不應被視為行政障礙，而應視為確保產品質量和在車輛生命週期內問責的必要保障，Thaco 補充道。</p>
<p>VinFast 表示，生產設施和技術能力的要求反映了製造商對車輛生產和組裝的長期承諾和投資的認真態度。</p>
<p>這些前提條件應予以保留，以防止不合格的公司進入市場，因為汽車是涉及複雜技術的高價值產品，VinFast 指出。</p>
<p>TC 集團提出了競爭擔憂，認為完全取消條件可能使進口商在與重金投資於本地生產的國內製造商的競爭中佔據優勢。</p>
<p>如果降低障礙，進口商可能更容易進入市場，從而使承擔長期投資成本的國內生產者處於不利地位，該公司表示。</p>
<p><strong>分歧</strong></p>
<p>擬議的改革暴露了政策制定者、企業和行業專家之間的分歧。</p>
<p>一些人認為，完全取消條件可能導致低成本進口湧入，削弱國內生產能力，而另一些人則表示，當前系統施加了不必要的成本，並減緩了創新，特別是在電動和自動駕駛等新興領域。</p>
<p>工業和貿易部此前已警告類似風險，指出取消當前要求可能會通過鼓勵企業進口幾乎完整的車輛進行簡單組裝，而不是投資於更深層次的製造能力，從而削弱本地化努力。</p>
<p>該部還警告潛在的貿易風險，包括鄰國的過剩生產能力可能通過低價值組裝項目轉向越南，以避税，並使越南面臨來自其他市場的貿易防禦調查風險。</p>
<p>然而，越南工商會（VCCI）支持取消汽車行業的前提條件的提案。</p>
<p>VCCI 表示，所有車輛，無論是國產還是進口，均需在上市前接受嚴格的技術和環境檢查。</p>
<p>額外的許可要求將重複監督機制，並增加合規成本，而不會提高安全性，商會指出。</p>
<p>當前規則造成了高進入壁壘，限制了進口市場的競爭，並推高了與其他東盟國家相比的國內市場汽車價格，VCCI 表示。</p>
<p>商會指出，高市場準入條件並未有效推動國內工業增長，引用統計數據顯示，在發展超過二十年後，乘用車的本地採購率仍然較低，約為 7-10%，而泰國則為 70-80%。</p>
<p>關於貿易規避的擔憂，VCCI 表示，越南已經具備足夠的法律工具，包括反傾銷措施和自由貿易協定下的原產地規則，以應對此類風險。</p>
<p>VCCI 還認為，當前的經營條件是為涉及焊接、噴塗和組裝過程的傳統汽車製造模式設計的，可能在電動和自動駕駛汽車時代不再適用。</p>
<p>這些規定可能會為進入新興汽車細分市場的新投資者創造不必要的障礙，商會指出。</p>
<p>包括美國、日本、韓國和歐盟成員國在內的國家並不要求製造商獲得特定的生產和組裝資格證書。相反，他們通過技術標準、強制召回機制和民法下的產品責任規則來監管該行業。</p>
<p>商會呼籲工業和貿易部及交通部加強技術標準和市場後檢查機制，以確保用户和社區的安全。</p>
<p><strong>平衡的方法</strong></p>
<p>越南汽車製造商協會代表Đào Công Quyết 表示，越南的汽車市場仍然小於泰國或印度尼西亞。</p>
<p>如果市場完全開放，存在被進口主導的風險，Quyết 表示，保持經營條件有助於引導工業發展，防止投資碎片化和低效。</p>
<p>胡志明市汽車工程師協會會長Đỗ Văn Dũng 表示，是否取消或保留經營條件的決定應仔細研究，政策制定者應避免突然變化。</p>
<p>他説：“該行業正處於過渡期，從組裝轉向真正的製造，並向電動汽車轉型。”</p>
<p>“突發的政策變化可能會影響國內生產和供應鏈的發展，” Dũng 補充道，並警告這可能會導致完全組裝車輛進口激增，並削弱國內生產商的長期投資動力。</p>
<p>“需要採取平衡的方法。維護安全、環境標準和生產能力的核心要求很重要，但應消除不必要的行政程序，” 他説。</p>
<p>胡志明市經濟與金融大學工商管理系主任 Trần Anh Tùng 表示，取消商業條件將使市場面臨來自廉價進口車輛和貿易公司的強烈短期壓力，而國內製造商則繼續承擔長期投資成本。</p>
<p>問題不在於是否完全保留或廢除這些條件，而在於如何透明地重新設計它們，重點關注技術標準、環境保護、安全、保修責任和真正的生產能力，而不是創造額外的子許可證。</p>
<p>越南的汽車行業目前佔國內生產總值的 3% 以上，並提供 20 萬個就業崗位。</p>
<p>國內生產穩步增長，預計到 2025 年將達到超過 50 萬輛，而 2020 年為 323,890 輛，佔總銷售的 65-75% 左右。</p>
<p>該國還擁有約 650 家汽車及零部件製造商，其中超過 400 家供應商符合一級標準，自 2016 年以來增長超過 200%。 — VNS</p>

VFSWW

<p>越南主要汽車製造商，包括 Thaco、VinFast 和 TC 集團，正在敦促當局維持當前汽車行業的商業條件。他們警告稱，提議的改革將製造和組裝從有條件的商業領域中剔除，可能會削弱國內生產並增加對廉價進口的脆弱性。越南工商會支持該提案，認為現有條件造成了高門檻，限制了競爭。這場辯論突顯了政策制定者和行業專家之間在促進本地製造與鼓勵新興汽車技術創新之間的平衡問題上的分歧</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>河內——主要國內汽車製造商已呼籲當局保留當前汽車行業的經營條件，警告稱擬議的回撤可能削弱國內製造業，並使市場容易受到廉價進口的衝擊。</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>這一呼籲是在財政部起草改革計劃之際提出的，該計劃包括將汽車製造、組裝和進口從有條件經營範圍中移除的提案。</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 集團在內的主要參與者已向總理和相關部門提交請願書，呼籲對該行業的戰略重要性給予謹慎考慮。</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，放寬汽車行業的投資和經營條件是不合適的，因為該行業是一個基礎產業，對製造業、就業、公共安全和環境有廣泛的溢出效應。</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>該製造商還指出，車輛的生命週期較長，製造商和分銷商承擔着持續的責任，而消費者應確保能夠獲得具備足夠能力提供保修、維護服務和備件的公司，以及產品召回。</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，與工廠、生產線和售後服務基礎設施相關的要求不應被視為行政障礙，而應視為確保產品質量和在車輛生命週期內問責的必要保障，Thaco 補充道。</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，生產設施和技術能力的要求反映了製造商對車輛生產和組裝的長期承諾和投資的認真態度。</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>這些前提條件應予以保留，以防止不合格的公司進入市場，因為汽車是涉及複雜技術的高價值產品，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 集團提出了競爭擔憂，認為完全取消條件可能使進口商在與重金投資於本地生產的國內製造商的競爭中佔據優勢。</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>如果降低障礙，進口商可能更容易進入市場，從而使承擔長期投資成本的國內生產者處於不利地位，該公司表示。</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>擬議的改革暴露了政策制定者、企業和行業專家之間的分歧。</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>一些人認為，完全取消條件可能導致低成本進口湧入，削弱國內生產能力，而另一些人則表示，當前系統施加了不必要的成本，並減緩了創新，特別是在電動和自動駕駛等新興領域。</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>工業和貿易部此前已警告類似風險，指出取消當前要求可能會通過鼓勵企業進口幾乎完整的車輛進行簡單組裝，而不是投資於更深層次的製造能力，從而削弱本地化努力。</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>該部還警告潛在的貿易風險，包括鄰國的過剩生產能力可能通過低價值組裝項目轉向越南，以避税，並使越南面臨來自其他市場的貿易防禦調查風險。</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，越南工商會（VCCI）支持取消汽車行業的前提條件的提案。</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，所有車輛，無論是國產還是進口，均需在上市前接受嚴格的技術和環境檢查。</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>額外的許可要求將重複監督機制，並增加合規成本，而不會提高安全性，商會指出。</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>當前規則造成了高進入壁壘，限制了進口市場的競爭，並推高了與其他東盟國家相比的國內市場汽車價格，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>商會指出，高市場準入條件並未有效推動國內工業增長，引用統計數據顯示，在發展超過二十年後，乘用車的本地採購率仍然較低，約為 7-10%，而泰國則為 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>關於貿易規避的擔憂，VCCI 表示，越南已經具備足夠的法律工具，包括反傾銷措施和自由貿易協定下的原產地規則，以應對此類風險。</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 還認為，當前的經營條件是為涉及焊接、噴塗和組裝過程的傳統汽車製造模式設計的，可能在電動和自動駕駛汽車時代不再適用。</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>這些規定可能會為進入新興汽車細分市場的新投資者創造不必要的障礙，商會指出。</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>包括美國、日本、韓國和歐盟成員國在內的國家並不要求製造商獲得特定的生產和組裝資格證書。相反，他們通過技術標準、強制召回機制和民法下的產品責任規則來監管該行業。</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>商會呼籲工業和貿易部及交通部加強技術標準和市場後檢查機制，以確保用户和社區的安全。</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>越南汽車製造商協會代表Đào Công Quyết 表示，越南的汽車市場仍然小於泰國或印度尼西亞。</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>如果市場完全開放，存在被進口主導的風險，Quyết 表示，保持經營條件有助於引導工業發展，防止投資碎片化和低效。</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>胡志明市汽車工程師協會會長Đỗ Văn Dũng 表示，是否取消或保留經營條件的決定應仔細研究，政策制定者應避免突然變化。</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>他説：“該行業正處於過渡期，從組裝轉向真正的製造，並向電動汽車轉型。”</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>“突發的政策變化可能會影響國內生產和供應鏈的發展，” Dũng 補充道，並警告這可能會導致完全組裝車輛進口激增，並削弱國內生產商的長期投資動力。</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>“需要採取平衡的方法。維護安全、環境標準和生產能力的核心要求很重要，但應消除不必要的行政程序，” 他説。</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>胡志明市經濟與金融大學工商管理系主任 Trần Anh Tùng 表示，取消商業條件將使市場面臨來自廉價進口車輛和貿易公司的強烈短期壓力，而國內製造商則繼續承擔長期投資成本。</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>問題不在於是否完全保留或廢除這些條件，而在於如何透明地重新設計它們，重點關注技術標準、環境保護、安全、保修責任和真正的生產能力，而不是創造額外的子許可證。</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>越南的汽車行業目前佔國內生產總值的 3% 以上，並提供 20 萬個就業崗位。</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>國內生產穩步增長，預計到 2025 年將達到超過 50 萬輛，而 2020 年為 323,890 輛，佔總銷售的 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>該國還擁有約 650 家汽車及零部件製造商，其中超過 400 家供應商符合一級標準，自 2016 年以來增長超過 200%。 — VNS</p>
</div>

汽車行業對於取消商業條件的提議存在分歧