Thailand prepares to impose a 30% tax on EVs built outside the kingdom in a move to boost its auto base

September 18, 2026 at 12:04 am

in Economy , Living , Politics , Thailand

Thailand is preparing to hit fully imported electric cars with a 30% excise tax as Bangkok fights to protect its automotive powerhouse. Deputy Prime Minister and Minister of Finance Ekniti Nitithanprapas says the new order is clear: build in Thailand, use Thai parts and invest locally. The policy shift follows a flood of cheap Chinese EVs, brutal price wars and mounting consumer complaints. Meanwhile, Japanese manufacturers are pressing Bangkok over competitiveness as Indonesia openly courts Toyota. More than 800,000 automotive jobs sit behind the industry. Thailand still wants electric vehicles, but it wants far more of them built at home.

Thailand plans a 30% tax on imported EVs as Finance Minister Ekniti Nitithanprapas pushes foreign carmakers to build locally and use Thai parts. ( Source: Thai Rath )

Thailand is preparing a steep tax increase on imported electric vehicles to defend its vast automotive manufacturing base. Deputy Prime Minister and Minister of Finance Ekniti Nitithanprapas revealed the proposed change this week. Fully imported electric vehicles could face an excise tax of around 30%. The comparable rate currently stands at approximately 10%.

However, the 30% rate has not yet been formally adopted. The Ministry of Finance is discussing the final structure with automotive manufacturers. A decision and formal announcement are expected before the end of September. Still, the direction of government policy is already clear.

Mr Ekniti disclosed the potential rate during a Bloomberg Television interview on Tuesday, September 15. Notably, it was the first public indication of how high the new tax could go. Asked whether it could reach 31% or 32%, Mr Ekniti said the rate would probably be around 30%.

Free-trade limits push Bangkok towards excise taxes as Chinese electric vehicle imports reshape market

At the same time, the Finance Minister explained why the government was changing its approach. Thailand needs to protect domestic automotive investment. Yet it cannot simply raise customs tariffs against imported vehicles. The kingdom has free-trade agreements covering major trading partners, including China. As a result, excise taxation offers Bangkok another route to favour domestic manufacturing.

The planned change follows years of aggressive government support for electric vehicles. Previously, Bangkok concentrated heavily on accelerating electric vehicle adoption and attracting new manufacturers. Subsidies and favourable taxation consequently helped create one of Southeast Asia’s fastest-growing electric vehicle markets.

In turn, large numbers of competitively priced Chinese electric vehicles entered Thailand. Fierce competition followed as manufacturers fought for market share. Chinese brands repeatedly cut prices. Meanwhile, Thailand’s established automotive manufacturers faced a rapidly changing competitive environment.

In response, Bangkok is shifting its emphasis towards manufacturing, investment and Thai-made components. Crucially, the policy distinguishes between selling cars in Thailand and making them here. The National Electric Vehicle Policy Committee approved the restructuring in principle on September 10. Mr Ekniti chairs the committee, widely known as the EV Board.

Three-tier electric vehicle tax plan rewards Thai production while finished imports face highest rate

Under the plan, Thailand would introduce a three-tier excise tax structure. The lowest rate would cover manufacturers with substantial domestic production and Thai content. A middle rate would cover importers simultaneously developing Thai manufacturing operations. Finally, the highest rate would hit companies importing finished vehicles without substantial local manufacturing plans.

That highest rate is expected to reach approximately 30%. Accordingly, completely built imported electric vehicles would carry the heaviest tax burden. The structure would also reduce Thailand’s previous reliance on direct government subsidies. Instead, taxation would increasingly reward investment, production and use of Thai supply chains.

For manufacturers, the financial distinction could become substantial. Companies producing vehicles and important components inside Thailand would receive the most favourable treatment. In addition, manufacturers using higher levels of locally produced parts could qualify for further advantages. Domestic production of key electric vehicle components would also strengthen their position.

The second tier would provide a transitional route for foreign manufacturers. Companies could initially import vehicles while testing the Thai market. Nevertheless, those imports would need to accompany investment and domestic production plans. The structure would therefore provide a route from imported vehicles towards Thai manufacturing.

Imported electric vehicles face 30% rate as Bangkok presses manufacturers to invest and produce locally

By contrast, the third tier would target companies importing complete vehicles solely for resale. Such companies would face the proposed rate of approximately 30%. Previously, the corresponding rate was around 10%. Bangkok is therefore preparing a powerful financial incentive for manufacturers to establish production inside Thailand.

Already, Mr Ekniti said foreign automotive companies were showing interest in the new approach. Some manufacturers importing vehicles from China and Europe have contacted the government. They have discussed investing in Thailand to obtain lower excise rates. Those benefits, though, would carry significant conditions.

Manufacturers would need to increase Thai investment and make greater use of domestic supply chains. Separately, nine electric vehicle manufacturers are already producing vehicles in Thailand. Some have also started exporting Thai-produced vehicles overseas. The government now wants that manufacturing base to expand.

Chinese automotive groups have invested billions of dollars in Thai electric vehicle factories during recent years. Thus, Thailand remains committed to attracting Chinese and other electric vehicle investment. The latest move changes the terms of that commitment. Bangkok increasingly wants factories rather than a growing stream of imported finished vehicles.

Beyond that, electric vehicles remain among seven future industries targeted for government promotion. The policy change therefore does not end support for electric vehicle development. Rather, it places domestic manufacturing at the centre of the next phase. That distinction matters because Thailand already possesses an enormous automotive industrial base.

Japanese carmakers press Bangkok over costs as Thailand moves to protect its vast automotive supply chain

For decades, Japanese manufacturers transformed the kingdom into Southeast Asia’s leading vehicle manufacturing centre. Toyota, Honda and other Japanese companies established large factories across Thailand. Subsequently, thousands of supporting businesses developed around those operations. Automotive parts manufacturers became an essential part of the industrial network.

Alongside them, engineering, electronics, logistics and materials businesses expanded around vehicle manufacturing. The automotive sector now supports more than 800,000 jobs, according to industry estimates. Consequently, the electric vehicle transition reaches far beyond car dealerships and vehicle prices. It extends deeply into Thailand’s manufacturing economy.

More recently, established manufacturers and industry groups have pressed the government over competitive conditions. Ten automotive associations have raised concerns about the changing market. The Thai Automotive Industry Association has joined those calls. Likewise, the Federation of Thai Industries’ Automotive Industry Club has pressed for action.

Toyota has been particularly outspoken about competitive pressures. Suphakorn Rattanawaraha, executive vice-president of Toyota Motor Thailand, raised concerns about Chinese vehicle cost advantages. Industry representatives estimate Chinese manufacturing costs can be 30% to 40% below Thai levels. Some locally assembled electric vehicles also receive favourable treatment despite relatively limited domestic value being created.

Toyota’s exposure to Thailand remains enormous. Its three principal Thai plants have combined production capacity of approximately 770,000 vehicles annually. Furthermore, Toyota directly employs more than 13,000 people in Thailand. Its factories also sit at the centre of a much larger supplier network.

Toyota’s huge Thai production base faces regional pressure as Honda also raises competitiveness concerns

The company’s Thai plants produce a broad range of passenger and commercial vehicles. These include the Camry, Corolla, Corolla Cross, Yaris Ativ and Yaris. Toyota also produces the Yaris Cross, Hilux, Fortuner and Hilux Champ in Thailand. In parallel, Thailand houses important Toyota regional operations supporting Asian production and vehicle development.

Honda has also pressed Bangkok over competitive conditions. Koji Iwanami, president and chief executive of Honda Automobile Thailand, has raised concerns over duties affecting Japanese imports. Honda wants to introduce additional Japanese models into Thailand. Existing duties, however, make some imported models difficult to price competitively.

Neither Toyota nor Honda has announced plans to abandon Thai manufacturing. Even so, future investment decisions have become increasingly important as regional competition intensifies. That pressure became particularly visible in neighbouring Indonesia last month.

On August 4, Indonesian Finance Minister Purbaya Yudhi Sadewa publicly invited Toyota to shift major manufacturing operations from Thailand. Jakarta offered support if Toyota expanded its Indonesian production base. More significantly, Indonesia wants the wider industrial ecosystem surrounding Toyota. Mr Purbaya specifically mentioned steel, chemicals, electronics, logistics and financial services.

Indonesia already possesses substantial Toyota manufacturing operations. Toyota Motor Manufacturing Indonesia also exports vehicles and components to more than 99 countries. Thailand, however, retains a powerful advantage through its mature supplier network and decades of accumulated automotive expertise.

Indonesia courts Toyota manufacturing as Thailand defends its established automotive supplier ecosystem

Toyota’s Indonesian management acknowledged that advantage after Jakarta made its invitation. Thailand has spent decades building its commercial vehicle ecosystem. Hence, specialist suppliers and supporting industries remain heavily concentrated inside the kingdom. Nonetheless, Toyota has studied commercial vehicle production in Indonesia.

Its Indonesian management said there was no fundamental technical barrier to such manufacturing. On another front, Indonesia continues developing its own automotive production and export operations. Regional competition for future automotive investment is therefore intensifying.

Thailand is no longer competing merely for individual assembly plants. It is also defending the enormous industrial network surrounding those factories. That includes suppliers, workers, engineers, logistics operators and component manufacturers.

Against this backdrop, Thailand’s domestic electric vehicle market has changed dramatically. Government support helped drive battery electric vehicle sales sharply higher. Under the EV 3.0 programme, qualifying vehicles received subsidies reaching ฿150,000. Later, EV 3.5 continued support with revised incentives and production requirements.

Importantly, the programme did not simply subsidise consumers. Manufacturers benefiting from imported vehicles also accepted later domestic production obligations. Under EV 3.5, companies could import qualifying electric vehicles during 2024 and 2025. They subsequently had to compensate through Thai production.

Electric vehicle subsidies drive Thai sales higher while manufacturers face domestic production targets

During 2026, manufacturers must produce two vehicles domestically for each qualifying imported vehicle. Alternatively, companies delaying compensation until 2027 face a three-to-one domestic production requirement. Those obligations were designed to convert early imports into later Thai manufacturing.

Meanwhile, the domestic electric vehicle market expanded at extraordinary speed. During the first half of 2026, passenger electric and electrified vehicle registrations reached 203,629. Battery electric registrations alone reached 103,347. That represented an increase of 85.2% from the same period last year.

Hybrid registrations also reached 90,031 vehicles during the period. That represented growth of 26%. In contrast, plug-in hybrid registrations fell 9.4% to 10,251 vehicles. The market is consequently becoming increasingly divided between full battery vehicles and conventional hybrids.

Chinese manufacturers became central players in that transformation. They introduced expanding ranges of electric vehicles at highly competitive prices. Predictably, competition became increasingly aggressive. Repeated price reductions followed as manufacturers fought for market share.

For new buyers, those reductions made electric vehicles increasingly affordable. Existing owners, however, sometimes faced sharp falls in their vehicles’ market value. Cars bought shortly beforehand could suddenly compete against heavily discounted new versions. Resale values consequently became another concern for some owners.

Electric vehicle price wars cut new-car costs but leave existing owners facing weaker resale values

Consumer complaints also increased. Between 2024 and 2026, the Office of the Consumer Protection Board recorded 556 electric vehicle complaints. Over the same period, the Thailand Consumers Council received another 792 complaints. Together, the two organisations recorded 1,348 cases.

Vehicle defects accounted for 47.3% of complaints recorded by the consumer protection office. Meanwhile, failure to refund deposits accounted for 18.2%. Another 14.7% concerned price reductions after consumers had already bought vehicles. Problems involving promised extras represented 13.1%.

In addition, accidents or delayed repairs accounted for another 2.9%. After-sales service produced the largest broad category, involving 288 cases. Another 183 cases concerned the purchasing process. Elsewhere, 85 complaints involved vehicle delivery.

Consumers also raised concerns about service centres closing. Others complained about unavailable parts and lengthy repair periods. As the market expanded, after-sales support therefore became another important issue for owners. New brands were expanding rapidly while service networks also had to grow.

Charging infrastructure has become another pressure point. Thailand had about 4,600 public charging locations earlier this year. At that stage, more than 424,000 battery electric and plug-in hybrid vehicles were using Thai roads.

Consumer complaints mount over defects, service and repairs as Thailand’s electric vehicle fleet expands

Drivers able to charge at home can avoid much of the pressure on public infrastructure. By comparison, motorists dependent on public chargers face different conditions. Charging takes considerably longer than filling a petrol or diesel vehicle. Charging spaces can also be occupied when motorists arrive.

Long-distance journeys can therefore require additional planning. Outside Bangkok, charging availability becomes more important across less densely served routes. As a consequence, access to reliable charging remains a practical consideration for prospective electric vehicle buyers.

Hybrid vehicles, meanwhile, continue attracting Thai motorists. Their strong 2026 registration growth illustrates that demand. Hybrids offer improved fuel economy while retaining conventional refuelling. Japanese manufacturers have accordingly expanded their hybrid offerings.

Battery electric vehicles are nevertheless continuing to record rapid growth. New models offer longer ranges, extensive equipment and increasingly competitive prices. Thailand’s automotive market is therefore not returning to its previous structure. Several technologies are now competing simultaneously for buyers and investment.

In parallel, the government’s industrial challenge has changed. Earlier policy concentrated heavily on creating an electric vehicle market. Officials are now placing greater weight on where those vehicles are manufactured. The proposed excise structure makes that distinction explicit.

Charging limits sustain hybrid demand as Thailand’s changing vehicle market embraces new technologies

A finished electric vehicle arriving from overseas would face the highest tax. Conversely, a company building vehicles substantially inside Thailand would receive the lowest rate. Importers establishing Thai factories would occupy the middle ground. Local component sourcing would also become increasingly important.

As part of this shift, the approach extends beyond battery electric vehicles. The government wants manufacturers producing internal combustion engine vehicles to continue investing. Hybrids and plug-in hybrids also remain part of the manufacturing strategy. Battery electric vehicles will continue receiving support where manufacturers invest domestically.

The industrial objective therefore extends beyond one propulsion technology. Thailand wants automotive factories, suppliers, employment and exports to remain inside the kingdom. The tax structure is designed to make domestic manufacturing more attractive than importing finished vehicles.

At the same time, the government is considering another major electric vehicle programme. A proposed ฿24 billion scheme could replace as many as 80,000 older vehicles with electric models. That programme is also expected to favour domestically manufactured vehicles and Thai components.

Government support for electrification therefore continues. What has changed is the weight placed on domestic economic activity. That adjustment comes as Thailand faces pressure from several directions at once.

New tax policy favours Thai vehicle production across electric, hybrid and combustion engine technologies

Chinese electric vehicle manufacturers are expanding rapidly. Japanese manufacturers are defending long-established Thai investments. Simultaneously, Indonesia is openly courting automotive production and the industries surrounding it. Thai component manufacturers also need new business as vehicle technologies change.

For consumers, the market presents another set of pressures. Buyers want competitive prices, reliable servicing and adequate charging facilities. Price cuts have brought cheaper vehicles but unsettled some existing owners. Rapid growth has also increased demands on service networks and charging infrastructure.

The proposed 30% excise rate now sits at the centre of that changing market. The precise rate and final conditions remain under discussion. The Ministry of Finance is expected to settle the details before September ends.

Once adopted, the structure could sharply change the economics of importing finished electric vehicles into Thailand. Manufacturers relying predominantly on imports would face the greatest increase. In comparison, companies investing in Thai factories and suppliers would gain a significant tax advantage.

For Chinese and European manufacturers currently importing vehicles, the commercial calculation would consequently change. They could continue importing and face the highest excise rate. Alternatively, they could deepen Thai investment and move towards lower taxation.

Thailand faces pressure from Chinese electric vehicles, Japanese manufacturers and regional competition

Some manufacturers have already approached the government about doing exactly that. At present, Thailand’s nine existing electric vehicle manufacturers have established a local production presence. Several are also exporting Thai-made vehicles.

The government now wants that manufacturing and export activity to expand. More importantly, it wants greater domestic value within vehicles produced in Thailand. That means deeper use of Thai factories, components and suppliers.

Thailand spent decades building its automotive industry around Japanese investment and global exports. More recently, it spent heavily to accelerate the electric vehicle market. Bangkok is now moving to bind those two objectives more closely together.

Electric vehicle sales will remain important. From now on, domestic production, Thai components and long-term investment will increasingly determine tax treatment. The proposed 30% rate is the clearest signal of that change so far.

It also arrives while Thailand’s position as Southeast Asia’s automotive centre faces increasingly direct competition. Indonesia wants Toyota and the industries surrounding it. Chinese manufacturers are rapidly expanding their regional presence. Established Japanese manufacturers are also watching costs, competitiveness and future investment conditions.

Manufacturers weigh Thai investment as Bangkok prepares to penalise finished electric vehicle imports

Against that backdrop, Bangkok is preparing to make importing finished electric cars considerably more expensive. The final decision is expected before the end of September. If adopted, the highest excise rate would rise from about 10% to approximately 30%.

At the other end, manufacturers producing vehicles and components inside Thailand would receive substantially better treatment. Importers investing alongside their sales operations would fall between those extremes. The tax system would therefore directly link treatment to domestic manufacturing commitments.

The planned structure marks a significant change from Thailand’s first phase of electric vehicle promotion. Initially, rapid adoption and market growth were central priorities. Now, domestic manufacturing, local components, employment and export capacity are moving firmly to the centre.

Thailand will continue promoting electric vehicles and future automotive technology. This time, however, the strongest tax advantages will follow factories, investment and Thai supply chains rather than imported finished cars.

Panic in government as Japanese auto firms hit back at years of neglect in favour of Chinese EV makers

Thailand recalibrates policy as data shows Chinese EVS gaining with many not made in the kingdom

Toyota reaffirms its commitment to Thailand after tax relief move and amid a courtship from Indonesia

Thailand’s plan to become an EV manufacturing hub may yet go up in smoke if industry costs are not cut

Government to use loan funds to push EV conversions for old cars in what could be a niche growth industry

Another EV car fire erupted in the northern province of Phichit as three homes went up in flames nearby

Khon Kaen Police probing a pre dawn blaze caused by a charging EV that burned down a family home

Volvo withdraws one of its EV models in a disastrous week for the firm in Thailand with exploding cars

Government sends strong warning to EV industry after a dramatic surge in consumer complaints

Thaksin wants higher excise duties on EV cars that are simply assembled in Thailand by Chinese firms

Chinese EV players in Thailand may opt out of subsidies as a difficult year ends. Optimism for electric cars

Chinese EV industry in Thailand faces a crisis. It is demanding an urgent hearing from the government

Joseph Anthony is an expat from Ireland who has lived in Thailand for the last decade. He has worked extensively in the media including editorial positions in Ireland and Thailand. He is focused on economic and business stories in Thailand as well as the expat lifestyle.

All posts by Joseph O' Connor

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2026年9月18日凌晨12:04

经济、生活、政治、泰国

泰国正准备对进口电动汽车征收30%的消费税，曼谷方面正努力保护其汽车产业。副总理兼财政部长埃克尼提·尼提坦帕帕斯表示，新的政策方针很明确：在泰国生产，使用泰国零部件，并在本地投资。这一政策转变源于大量廉价中国电动汽车涌入市场，引发了激烈的价格战，以及消费者日益增多的抱怨。与此同时，日本制造商正就竞争力问题向曼谷施压，而印尼则公开寻求与丰田合作。汽车产业为泰国提供了超过80万个就业岗位。泰国仍然需要电动汽车，但希望更多电动汽车在国内生产。

泰国计划对进口电动汽车征收30%的税，与此同时，财政部长埃克尼提·尼提坦帕帕斯敦促外国汽车制造商在泰国本地生产并使用泰国零部件。（来源：泰叻报）

泰国正准备大幅提高进口电动汽车的税收，以保护其庞大的汽车制造业基础。副总理兼财政部长埃克尼提·尼提坦帕帕斯本周公布了这项拟议的税收调整。整车进口电动汽车可能面临约30%的消费税。目前，同类税率约为10%。

然而，30%的税率尚未正式通过。财政部正在与汽车制造商商讨最终方案。预计9月底前将做出决定并正式宣布。尽管如此，政府的政策方向已经明确。

埃克尼蒂先生在9月15日星期二接受彭博电视台采访时透露了潜在的税率。值得注意的是，这是新税税率首次公开表示可能达到的最高水平。当被问及税率是否会达到31%或32%时，埃克尼蒂先生表示，税率可能在30%左右。

自由贸易限制促使曼谷转向征收消费税，中国电动汽车进口重塑市场格局

与此同时，财政部长解释了政府为何改变策略。泰国需要保护国内汽车投资，但不能简单地提高进口汽车的关税。泰国与包括中国在内的主要贸易伙伴签订了自由贸易协定。因此，征收消费税为曼谷提供了另一种扶持国内制造业的途径。

这项计划中的变革源于政府多年来对电动汽车的大力支持。此前，曼谷政府曾大力推动电动汽车普及并吸引新的制造商。相应的补贴和优惠税收政策，助力曼谷成为东南亚增长最快的电动汽车市场之一。

随后，大量价格极具竞争力的中国电动汽车涌入泰国市场。制造商们为了争夺市场份额，展开了激烈的竞争。中国品牌不断降价。与此同时，泰国老牌汽车制造商面临着快速变化的竞争环境。

为此，曼谷正将重点转向制造业、投资和泰国制造的零部件。至关重要的是，该政策区分了在泰国销售汽车和在泰国生产汽车。国家电动汽车政策委员会已于9月10日原则上批准了这项重组计划。该委员会主席是埃克尼蒂先生，该委员会也被称为电动汽车委员会。

三级电动汽车税收方案奖励泰国本土生产的电动汽车，而成品进口则面临最高税率。

根据该计划，泰国将引入三级消费税结构。最低税率适用于拥有大量国内生产和泰国本土零部件的制造商。中等税率适用于同时在泰国发展制造业务的进口商。最高税率则针对那些没有实质性本地生产计划的整车进口企业。

预计最高税率将达到约30%。因此，整车进口电动汽车将承担最重的税负。该税收结构还将减少泰国此前对政府直接补贴的依赖。取而代之的是，税收将越来越多地奖励对泰国供应链的投资、生产和使用。

对制造商而言，财务上的差异可能非常显著。在泰国境内生产整车及重要零部件的公司将获得最优惠的待遇。此外，使用更多本地生产零部件的制造商还能获得更多优势。关键电动汽车零部件的本土化生产也将增强其市场地位。

第二层级将为外国制造商提供过渡途径。企业最初可以进口车辆，同时测试泰国市场。然而，这些进口必须伴随相应的投资和国内生产计划。因此，该结构将为从进口车辆到泰国本土制造的过渡提供路径。

曼谷方面敦促制造商在本地投资和生产，进口电动汽车将面临30%的关税。

相比之下，第三级税率将针对那些仅为转售目的而进口整车的公司。这类公司将面临约30%的税率。此前，相应的税率约为10%。因此，曼谷正准备推出一项强有力的财政激励措施，鼓励制造商在泰国境内设立生产基地。

埃克尼蒂先生表示，外国汽车公司已经对这种新方法表现出浓厚的兴趣。一些从中国和欧洲进口汽车的制造商已经与政府联系，探讨在泰国投资以获得更低的消费税率。不过，这些优惠政策也附带诸多条件。

制造商需要增加在泰国的投资，并更多地利用国内供应链。目前，已有九家电动汽车制造商在泰国生产汽车，其中一些也已开始向海外出口泰国生产的汽车。泰国政府现在希望扩大这一制造基地。

近年来，中国汽车集团已在泰国电动汽车工厂投资数十亿美元。因此，泰国仍然致力于吸引中国和其他国家对电动汽车的投资。而最新的举措改变了这一承诺的性质。曼谷越来越希望建设电动汽车工厂，而不是大量进口成品车。

除此之外，电动汽车仍然是政府重点扶持的七大未来产业之一。因此，政策调整并非终止对电动汽车发展的支持，而是将国内制造业置于下一阶段的核心地位。这一区别至关重要，因为泰国已经拥有庞大的汽车工业基础。

日本汽车制造商向曼谷施压，要求降低成本，与此同时，泰国正采取措施保护其庞大的汽车供应链。

数十年来，日本制造商将泰国打造成了东南亚领先的汽车制造中心。丰田、本田和其他日本公司在泰国各地建立了大型工厂。随后，围绕这些工厂发展出了数千家配套企业。汽车零部件制造商成为产业网络的重要组成部分。

与此同时，工程、电子、物流和材料等行业也围绕汽车制造蓬勃发展。据业内估计，汽车行业目前支撑着超过80万个就业岗位。因此，电动汽车转型的影响远不止于汽车经销和车辆价格，它已深入渗透到泰国制造业经济的各个层面。

近期，一些老牌汽车制造商和行业团体就市场竞争环境问题向政府施压。十家汽车协会对市场变化表示担忧，泰国汽车工业协会也加入了这一行列。同样，泰国工业联合会旗下的汽车工业俱乐部也敦促政府采取行动。

丰田汽车一直以来都对竞争压力直言不讳。丰田汽车泰国公司执行副总裁苏帕空·拉塔纳瓦拉哈(Suphakorn Rattanawaraha)对中国汽车的成本优势表示担忧。业内人士估计，中国的制造成本可能比泰国低30%至40%。一些本地组装的电动汽车也享受优惠待遇，尽管它们在泰国创造的国内价值相对有限。

丰田在泰国的业务规模依然巨大。其在泰国的三个主要工厂年产能合计约为77万辆。此外，丰田在泰国直接雇佣了超过1.3万名员工。其工厂也是庞大供应商网络的核心。

丰田在泰国的庞大生产基地面临区域压力，因为本田也提出了竞争力方面的担忧。

该公司在泰国的工厂生产种类繁多的乘用车和商用车，包括凯美瑞、卡罗拉、卡罗拉Cross、雅力士Ativ和雅力士。丰田还在泰国生产雅力士Cross、海拉克斯、Fortuner和海拉克斯Champ。与此同时，泰国也是丰田重要的区域运营中心，为亚洲的生产和车辆研发提供支持。

本田也向曼谷方面施压，要求改善市场竞争环境。本田汽车泰国公司总裁兼首席执行官岩波浩二对影响日本进口产品的关税表示担忧。本田希望将更多日本车型引入泰国市场。然而，现有的关税使得部分进口车型难以在价格上保持竞争力。

丰田和本田都未宣布放弃在泰国生产的计划。即便如此，随着区域竞争加剧，未来的投资决策变得愈发重要。上个月，这种压力在邻国印度尼西亚尤为明显。

8月4日，印尼财政部长普尔巴亚·尤迪·萨德瓦公开邀请丰田汽车将主要生产业务从泰国转移至印尼。雅加达表示，如果丰田扩大其在印尼的生产基地，印尼将提供支持。更重要的是，印尼希望获得丰田周边更广泛的产业生态系统。普尔巴亚部长特别提到了钢铁、化工、电子、物流和金融服务等行业。

印尼已拥有相当规模的丰田汽车制造业务。丰田汽车印尼公司还向99个以上的国家出口汽车及零部件。然而，泰国凭借其成熟的供应商网络和数十年来积累的汽车行业专业技术，仍然保持着强大的优势。

印尼积极争取丰田汽车的生产，而泰国则捍卫其既有的汽车供应商生态系统。

在雅加达发出邀请后，丰田印尼管理层意识到了这一优势。泰国花费数十年时间构建其商用车生态系统，因此，专业供应商和配套产业仍然高度集中在泰国境内。尽管如此，丰田还是考察了在印尼的商用车生产情况。

其印尼管理层表示，此类制造不存在根本性的技术障碍。另一方面，印尼正持续发展自身的汽车生产和出口业务。因此，未来汽车投资的区域竞争日趋激烈。

泰国不再仅仅争夺单个组装厂，它还在捍卫围绕这些工厂的庞大产业网络，其中包括供应商、工人、工程师、物流运营商和零部件制造商。

在此背景下，泰国国内电动汽车市场发生了巨大变化。政府的支持推动了纯电动汽车销量的大幅增长。在EV 3.0计划下，符合条件的车辆可获得高达15万泰铢的补贴。随后，EV 3.5计划在修订激励措施和生产要求的基础上，继续提供支持。

重要的是，该计划并非仅仅是对消费者进行补贴。受益于进口车辆的制造商也承担了后续的国内生产义务。根据电动汽车3.5计划，企业可以在2024年至2025年间进口符合条件的电动汽车。随后，它们必须通过在泰国生产来弥补进口量。

电动汽车补贴推动泰国销量增长，而制造商则面临国内生产目标。

2026年期间，制造商每进口一辆符合条件的汽车，就必须在国内生产两辆汽车。或者，选择将补偿款支付推迟到2027年的公司，则需满足三比一的国内生产要求。这些规定旨在将早期进口转化为后期在泰国本土生产。

与此同时，国内电动汽车市场以惊人的速度扩张。2026年上半年，乘用电动及电动混合型汽车注册量达到203,629辆，其中纯电动汽车注册量达到103,347辆，较去年同期增长85.2%。

同期，混合动力汽车注册量达到90,031辆，同比增长26%。相比之下，插电式混合动力汽车注册量下降9.4%，至10,251辆。因此，纯电动汽车和传统混合动力汽车之间的市场格局正日益分化。

中国制造商在这一转型过程中扮演了核心角色。他们以极具竞争力的价格推出了种类日益丰富的电动汽车。不出所料，竞争日趋激烈。为了争夺市场份额，制造商们不断降价。

对于新买家而言，这些降价使得电动汽车越来越经济实惠。然而，现有车主有时会面临车辆市场价值大幅下跌的问题。此前不久购买的车辆可能突然要与大幅折扣的新车型竞争。因此，转售价值也成为一些车主关注的另一个问题。

电动汽车价格战降低了新车成本，但也导致现有车主面临二手车残值下降的问题。

消费者投诉数量也有所增加。2024年至2026年间，消费者保护委员会办公室记录了556起电动汽车投诉。同期，泰国消费者委员会也收到了792起投诉。两家机构共记录了1348起案件。

消费者保护办公室记录的投诉中，车辆缺陷占47.3%。同时，未退还订金占18.2%。另有14.7%的投诉涉及消费者购车后价格下降。承诺的额外配件出现问题占13.1%。

此外，事故或维修延误占2.9%。售后服务是最大的投诉类别，涉及288起案件。另有183起案件与购买流程有关。此外，还有85起投诉涉及车辆交付。

消费者还对服务中心关闭的问题表示担忧。另一些消费者则抱怨零部件短缺和维修周期过长。随着市场扩张，售后支持也成为车主关注的另一个重要问题。新品牌迅速发展，服务网络也必须随之扩展。

充电基础设施已成为另一个压力点。今年早些时候，泰国约有4600个公共充电桩。当时，超过42.4万辆纯电动汽车和插电式混合动力汽车在泰国道路上行驶。

随着泰国电动汽车保有量的扩大，消费者对车辆缺陷、服务和维修的投诉也越来越多。

能够在家充电的车主可以大大减轻公共基础设施的压力。相比之下，依赖公共充电桩的车主则面临着不同的情况。充电所需时间远比给汽油或柴油车加油要长得多。此外，充电桩在车主到达时也可能已被占用。

因此，长途旅行可能需要额外的规划。在曼谷以外的地区，充电设施的可用性在服务密度较低的路线上显得尤为重要。因此，对于潜在的电动汽车买家来说，能否获得可靠的充电服务仍然是一个需要考虑的实际问题。

与此同时，混合动力汽车持续吸引着泰国车主。2026年其注册量的强劲增长印证了这一需求。混合动力汽车在保持传统加油方式的同时，还能提供更高的燃油经济性。因此，日本汽车制造商也扩大了其混合动力汽车的产品线。

纯电动汽车市场依然保持着快速增长的势头。新款车型续航里程更长，配置更丰富，价格也越来越有竞争力。因此，泰国的汽车市场格局已不再像以前那样多元化。目前，多种技术正在同时争夺消费者和投资。

与此同时，政府面临的产业挑战也发生了变化。此前的政策重点在于打造电动汽车市场，而现在，官员们更加重视电动汽车的生产地。拟议的消费税结构明确体现了这一区别。

充电限制措施支撑了混合动力汽车的需求，因为泰国不断变化的汽车市场正在接纳新技术。

从海外进口的成品电动汽车将面临最高税率。相反，在泰国境内大量生产电动汽车的公司将享受最低税率。在泰国设立工厂的进口商则处于中间水平。本地零部件采购也将变得越来越重要。

作为这一转变的一部分，该方针不仅限于纯电动汽车。政府希望生产内燃机汽车的制造商继续投资。混合动力汽车和插电式混合动力汽车仍然是制造战略的一部分。对于在国内投资的制造商，纯电动汽车将继续获得支持。

因此，产业目标不仅限于一种动力技术。泰国希望汽车工厂、供应商、就业和出口都留在泰国境内。税收结构旨在使国内制造业比进口成品车更具吸引力。

与此同时，政府正在考虑另一项大型电动汽车计划。一项拟议的240亿泰铢方案计划用电动汽车替换多达8万辆老旧车辆。该计划预计也将优先考虑国产车辆和泰国零部件。

因此，政府对电气化的支持仍在继续。变化的是政府对国内经济活动的重视程度。这一调整是由于泰国同时面临来自多方面的压力。

新税收政策有利于泰国电动汽车、混合动力汽车和内燃机汽车的生产。

中国电动汽车制造商正在迅速扩张。日本制造商则在捍卫其在泰国的长期投资。与此同时，印尼正积极寻求汽车生产及其相关产业的发展。随着汽车技术的变革，泰国零部件制造商也需要新的业务。

对消费者而言，市场带来了另一系列压力。买家希望获得价格竞争力强、售后服务可靠且充电设施充足的车辆。降价促销虽然降低了车辆价格，但也让一些现有车主感到不满。快速增长也增加了对服务网络和充电基础设施的需求。

拟议的30%消费税率目前是市场变化的核心。具体税率和最终条件仍在讨论中。财政部预计将在9月底前敲定细节。

一旦该方案实施，可能会显著改变成品电动汽车进口到泰国的经济格局。主要依赖进口的制造商将面临最大的成本上涨。相比之下，投资泰国工厂和供应商的企业将获得显著的税收优惠。

对于目前进口汽车的中国和欧洲制造商而言，商业考量将随之改变。他们可以选择继续进口，但需承担最高的消费税率；或者，他们也可以加大在泰国的投资，从而享受更低的税率。

泰国面临来自中国电动汽车、日本制造商和区域竞争的压力。

一些制造商已经就此与政府接洽。目前，泰国现有的九家电动汽车制造商均已在当地设立生产基地。其中几家还在出口泰国制造的电动汽车。

政府现在希望扩大制造业和出口活动。更重要的是，它希望提高泰国生产的汽车的国内价值。这意味着要更深入地利用泰国本土的工厂、零部件和供应商。

泰国数十年来一直依靠日本投资和全球出口发展汽车产业。近年来，泰国又投入巨资加速电动汽车市场的发展。如今，曼谷正努力将这两个目标更紧密地结合起来。

电动汽车的销售仍将十分重要。今后，国内生产、泰国零部件以及长期投资将越来越决定税收待遇。拟议的30%税率是迄今为止最明确的这一变化信号。

与此同时，泰国作为东南亚汽车中心的地位正面临日益直接的竞争。印尼希望引进丰田及其相关产业。中国制造商正在迅速扩大其在该地区的业务。老牌日本制造商也在密切关注成本、竞争力以及未来的投资环境。

制造商权衡在泰国的投资，因为曼谷准备对成品电动汽车进口实施处罚。

在此背景下，曼谷正准备大幅提高成品电动汽车的进口成本。最终决定预计将在9月底前公布。如果该决定获得通过，最高消费税率将从约10%提高到约30%。

另一方面，在泰国境内生产汽车及零部件的制造商将获得显著更优的待遇。而那些在销售业务之外进行投资的进口商则介于两者之间。因此，税收制度将直接把待遇与国内生产承诺挂钩。

新的规划架构标志着泰国电动汽车推广计划与第一阶段发生了重大转变。最初，快速普及和市场增长是重点。而现在，国内制造、本地零部件、就业和出口能力正成为重中之重。

泰国将继续推广电动汽车和未来汽车技术。但这一次，税收优惠力度最大的将是泰国本土工厂、投资和供应链，而非进口整车。

日本汽车企业对多年来政府忽视、偏袒中国电动汽车制造商的做法展开反击，引发政府恐慌。

数据显示，中国制造的环保产品在泰国市场占据主导地位，其中许多并非产自泰国，泰国因此调整政策。

在泰国政府采取税收减免措施以及印尼方面积极寻求合作之际，丰田重申了其对泰国市场的承诺。

如果行业成本得不到削减，泰国成为电动汽车制造中心的计划可能最终会化为泡影。

政府将利用贷款资金推动旧车电动汽车改装，这可能是一个利基增长行业。

北部披集府再次发生电动汽车起火事故，附近三栋房屋被大火吞噬。

孔敬警方正在调查一起凌晨发生的火灾，起因是一辆正在充电的电动汽车烧毁了一户人家的房屋。

在泰国发生多起汽车爆炸事故后，沃尔沃本周遭遇灾难性打击，并召回了一款电动汽车车型。

消费者投诉激增后，政府向电动汽车行业发出严厉警告

他信希望对中国企业在泰国组装的电动汽车征收更高的消费税。

随着艰难的一年即将结束，在泰国的中国电动汽车企业可能会选择退出补贴计划。电动汽车前景乐观。

中国电动汽车在泰国的产业正面临危机。该产业要求政府紧急举行听证会。

约瑟夫·安东尼是一位来自爱尔兰的侨民，过去十年一直居住在泰国。他曾在爱尔兰和泰国的媒体行业担任过编辑职务，拥有丰富的媒体从业经验。他主要关注泰国的经济和商业新闻，以及侨民的生活方式。

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泰国人工智能计划遭遇困境和瓶颈。新的AIS协议提供每月29泰铢的低价互联网服务，预计于2026年9月13日生效。泰国耗资16亿泰铢的旗舰人工智能计划遭遇挫折。

泰国总理紧急采取措施，力图在能源和监管停滞后重振数据中心行业（2026年9月13日） 泰国数据中心热潮遭遇监管壁垒

2026年9月12日，芭堤雅女子Beam Mukassara称，一名神秘中国男子利用丢失的手机将一名泰国女子诱骗至其公寓并对其进行性侵。

前阿瑜陀耶寺住持及其情妇因涉嫌财务纠纷被法院拒绝保释并送入监狱（2026年9月12日） 性、现金和黄金充斥着阿瑜陀耶皇家寺庙

旅游热点地区日益关注来自中东国家的游客拒付车费等不文明行为。2026年9月12日，一名外国游客在普吉岛嘲笑一名摩托车骑手。

2026年9月11日，一名因性侵未成年女性而被通缉的美国男子在清迈佛教静修中心被捕。泰国警方渗透了清迈的一处冥想静修中心。

2026年9月11日，在反对党对预算进行审查之际，阿努廷总理将代表泰国前往奥斯陆参加哈拉尔五世国王的葬礼。此次皇家访问使阿努廷与君主和世界各国领导人齐聚一堂。

泰国央行警告称，小企业部门面临严重危机，经济潜力正在下降（2026年9月11日） 随着出口下滑，泰国面临日益扩大的经济分化

2026年9月10日，一名蒙面男子在巴吞他尼实施武装抢劫，劫走150万泰铢后焚毁了逃跑车辆。同日，一名持枪男子将六人困在一家泰泰银行内。

2026年9月10日，一名警官在儿子带领下向警方投降，他痛哭流涕，此前一天他刚刚杀害了自己的妻子。幼儿园枪击案以黎明时分的戏剧性投降告终。

2026年9月9日，华欣一名酒店凶手拉提科恩·“萨姆”·阿特金斯被判死刑，此前他因吸毒后神志不清而抢劫并残忍地将一名酒店员工殴打致死。

2026年9月9日，泰国特别调查局（DSI）考虑对芭堤雅一个庞大的以色列人网络展开调查，并考虑发出传票和提出刑事指控。以色列商人迈蒙·大卫·马尔西亚诺（Maimon David Marsiano）面临泰国特别调查局的调查。

2026年9月9日，一名荷兰男子在苏梅岛一家酒吧殴打一名年轻的泰国女子后，经调解达成和解。监控录像显示，该荷兰男子多次殴打一名泰国女子。

一名法国男子被关押在苏梅岛警察局，遣返程序即将开始。一名以色列男子于2026年9月9日被转移到波普特。凯文·迪米诺在首相下台后被关押在苏梅岛。

一名中国男子于1991年逃往泰国后被捕。该公司在他于2026年9月14日突然倒闭前几周筹集了资金。

泰国经济呈K型波动，许多人为了维持生计不得不减少食物和餐饮开支。（2026年9月14日）

民意调查显示，在当前紧张的政治氛围下，公众对以色列在泰国的不当行为表示担忧 2026年9月14日

前为泰党部长警告欧盟委员会成员，关键投票即将到来，他们可能很快就会受到评判（2026年9月13日）

泰国著名寺院爆出性丑闻和财务丑闻。住持及其女友聚敛巨额财富。2026年9月13日

泰国被誉为退休人士和数字游民的天堂，但官员们却散布疑虑和不确定性 2026年9月12日

商务部长苏帕吉回应桑迪·林通库对新自由投资规则的抨击 2026年9月12日

泰国针对以色列的施压运动与街头抗议活动相结合，势头强劲 2026年9月12日

曼谷一家度假村逮捕了一名银行劫匪。54岁的赛法·卡塞穆特曾有持械抢劫前科。2026年9月12日

前总理兼民主党领袖指出公众对选举委员会缺乏信任 2026年9月11日

2026年9月11日，由于政府查封或冻结超过200亿美元的资产，外国代理公司数量下降了81.77%。

阿瑜陀耶寺住持脱去僧袍，此前警方秘密潜伏数月后逮捕了寺庙高级官员 2026年9月10日

资深抗议领袖兼媒体大佬桑迪于2026年9月10日在以色列大使馆前发起街头抗议活动。

泰国部长阿努廷表示，美泰实质性贸易协议有望在阿努廷与特朗普通话后最终敲定（2026年9月10日）

2026年9月9日，芭堤雅一名警察在幼儿园内残忍地枪杀了妻子，随后在家中被警方包围。

泰国准备进入核电时代，计划在2037年前建成两座小型模块化反应堆（2026年9月9日）

受8月份通胀率2.53%的影响，汽油和柴油价格上涨。然而，市场信心预计在2026年9月9日也会上升。

全国范围内的调查目标是超过3.6万家与外国人有关联的土地公司和另外7000家拥有公寓的公司 2026年9月8日

2026年9月8日，一名性交易网络头目因涉嫌儿童色情犯罪活动于周日被警方突袭逮捕。

维权律师呼吁对挪用残疾人彩票收入、为富人谋利的腐败行为采取行动 2026年9月8日

泰国内政部将于2026年9月7日开始执行有关犹太人葬礼和墓地的法律。

国家广播电视和电信委员会（NBTC）内部依然混乱，主席赢得诉诸法庭的权利。委员会成员将于2026年9月7日开始工作。

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