Last month, I had dinner with an old man who worked on the Southeast Asian route. He said something that impressed me deeply: "I have to send the same car to Vietnam, Cambodia, and Laos, but now it's impossible. We have to settle the accounts separately. Fuel trucks cannot enter Laos at all, tram tariffs in Cambodia are zero, and Vietnam still has the same rules-within 5 years, emissions from Europe 5 are almost not enough." These three markets in Southeast Asia are dividing at completely different speeds.

Vietnam: Fuel trucks are the world, and trams are still waiting for the wind

Vietnam's entry threshold is the most "traditional" in Southeast Asia. The vehicle is no more than 5 years old and its emissions must meet Euro 5 standards. The left rudder is a mandatory requirement-it is not allowed to import right-rudder vehicles after modification. If these three conditions are stuck, the number of vehicles that can enter Vietnam is limited. What is more troublesome is the tax structure. Vietnam imposes an absolute tax on the import of used cars. The fixed tax on models with a displacement of less than 1.5L is between US$10,000 and US$15,000, plus a special consumption tax and a 10% value-added tax. The comprehensive tax burden of an economy sedan with a CIF price of 100,000 RMB can easily double. In terms of model preferences, Vietnam buyers are highly pragmatic. Japanese economy cars such as Toyota Vios and Honda Fengfan have long been at the forefront of consultations due to their high hedging rates and low maintenance costs. SUVs and MPVs will account for 44.72% of the market in 2025, with Hyundai Creta and Kia Seltos having the best liquidity. Is Vietnam suitable for making second-hand tram? Currently, it is not recommended as the main direction. Although Vietnam has a special consumption tax discount of 1% to 3% for electric vehicles, the fixed tax on used car imports does not make significant concessions to new energy vehicles. In addition, Vietnam's charging infrastructure is concentrated in Hanoi and Ho Chi Minh City, small and medium-sized cities have low coverage, and the sales radius of used trams is limited. Vietnam is still the home of fuel-economy cars and compact SUVs.

Cambodia: Zero tariffs on pure electricity, but the threshold for fuel vehicles is rising

Cambodia is currently the friendliest market for used trams in Southeast Asia. Starting from April 1, 2026, Cambodia will implement zero tariffs on pure electric vehicles, and the tariff on plug-in hybrids will be reduced from 35% to 7%. Both hybrid and pure electric passenger and freight vehicles will enjoy zero tariff treatment. The landing cost of a used tram with BYD yuan or BYD Atto3 in Cambodia is a whole tariff notch lower than that of a fuel car. In terms of fuel vehicles, conventional models are no more than 5 years old and emit Euro 4 standards. However, Cambodia has also set a hard red line for vehicles aged 10 years, and vehicles over 10 years old face strict environmental and safety inspections. In terms of tariffs, fuel vehicles will still remain at 35%. Coupled with special taxes graded according to displacement, the comprehensive tax burden on large-displacement fuel vehicles can reach 100% to 120%. In terms of model preferences, the Cambodia market is undergoing rapid switching. SUVs account for 36.14% of the market share, and Toyota Camry, Hailax, and Lexus SUVs are still the main players in circulation. But China brands are rising rapidly-BYD ranks first in the number of electric vehicles registered in Cambodia, followed by Hongqi. More than ten China new energy brands have entered the Cambodia market. A well-maintained second-hand SUV in China costs just over US$10,000, making it very attractive to the middle class in Cambodia. Cambodia is the preferred entrance for second-hand trams to Southeast Asia. Zero tariffs directly smooth out the competitive price disadvantage between trams and fuel vehicles. In addition, the recognition of China brands in Cambodia is climbing. China second-hand trams such as BYD Yuan and BYD Atto3 that have been running for two to three years have real premium space. But one risk should be noted-Cambodia consumers still have concerns about the "low value preservation" of China cars, and after-sales parts supply is the key to the decision to repurchase.

Laos: Fuel truck doors are closed, tram is the only channel

Laos has the most radical and simplest policies. Starting from June 1, 2026, Laos will officially suspend the import of all gasoline and diesel-powered passenger cars, and the ban will last until the end of the year. Commercial vehicles such as buses, construction machinery, and project-specific trucks have been exempted, but the fuel import channel for ordinary passenger cars has been completely closed. In terms of trams, Laos fully exempts pure electric vehicles selling for less than US$50,000 from consumption tax and reduces registration fees. The government also requires transportation companies to realize at least 10% of their fleet electrification by the end of 2026, and the construction of charging infrastructure is advancing simultaneously. Laos 'car preferences are different from those of Cambodia and Vietnam. The mountainous terrain and underdeveloped road infrastructure make Lao consumers place special emphasis on accessibility and reliability-pickup trucks and SUVs account for more than 60% of total sales. Pickups such as Toyota Hilux and Nissan Navarre have a deep local stock base. In terms of trams, China car dealers have opened a "LEILEI EV" new energy car store in Vientiane, Laos. A BYD car that has been running for three years has a cost performance ratio far exceeding that of Japanese fuel cars. The first batch of new energy used cars to test the test were sold out in three months. Laos is suitable for making second-hand trams, but the model must be the right one. SUVs and pickup trucks are given priority, and models with good passability such as BYD Yuan and BYD Song are easier to accept than sedans. Fuel vehicles should not be considered for the time being-the ban will last until at least the end of 2026, and there is still uncertainty about the policy direction.

Three markets, three sets of methods

The main focus on Vietnam is a left-hand rudder fuel vehicle that is 3 to 5 years old and has Euro 5 emissions. Japanese and Korean economy cars and compact SUVs with high hedging rates such as Toyota Vios, Honda Fengfan, and Hyundai Creta are the basics. Don't touch the trams for the time being. Vietnam's tax structure and charging facilities have not yet reached the stage of supporting the large-scale export of used trams. For those focusing on Cambodia, pure electric models will be given priority, with fuel vehicles as supplements. China's second-hand pure trams such as BYD Yuan, BYD Atto3, and GAC Ai 'an, which have been running for two to three years, have zero tariff benefits in Cambodia and are obviously price competitive. In terms of fuel vehicles, SUVs that emit Euro 4 emissions within 5 years can be built, but the tariff costs must be clearly calculated. The 35% tariff plus special tax will consume a lot of profit space. The main focus on Laos is only pure electricity and not fuel. Select SUVs and pickup trucks for models. Models such as BYD Yuan and BYD Song with good passability and solid battery life are the most suitable. The acceptance of cars in Laos is low under road conditions, so don't push them hard. The policy divergence of these three countries in Southeast Asia is already very obvious. Vietnam keeps fuel, Cambodia drives trams, Laos bans fuel-entry barriers, tax structures, and model preferences are different in each market. Before collecting cars, we must thoroughly understand the policies of the target country before deciding where to send the cars.

Source: Digital Automobile Export Xingchen

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