Its BYD vs Sime Darby, then MITI susahkan BYD. Its BYD contemplating to continue partnership with Sime Darby that push MITI button

[The Room]

 

[The Room]

Points to ponder
1. MITI attavk BYD with lots of unrealistic term just after BYD decide to part ways with Sime Darby. Why?

2. 80% kena xport. Tapi Honda, toyota, nissan ckd takde syarat macam tu. Di manakah keadilan dari parti keadilan rakyat?

3. BYD di kenakan syarat : CBU kn harga above 250k, tapi toyota bawak EV CBU harga bawah 150k boleh pula? Tesla bawa CBU harga bawah 250k boleh pula?

4. CKD harga mesti above 100k : tapi Wu Ling EV boleh jual CKD bawah 100k

Di manakah keadilan dari parti keadilan rakyat?

 

[The Room]

如果连 BYD 都觉得马来西亚太难做，我们到底在保护什么？

最近看到新闻，说 BYD 正重新考虑在马来西亚设立组装厂的计划。
如果最后它真的转去泰国，甚至其他国家，对马来西亚来说，绝对不只是“少了一个投资项目”这么简单。

我们失去的，可能是一个让国家产业升级的机会。
失去的是技术转移、供应链成长、人才培训、就业机会，甚至是未来在电动车时代占据一席之地的可能。

很多时候，我们总说要“保护本地产业”。
这句话本身没有错。
问题是，保护，到底是暂时扶持，还是长期依赖？

如果一个产业每次面对竞争，都只能靠政策挡住别人进来，
那我们保护的，到底是本地企业的成长，
还是本地企业“不必进步”的舒适圈？

世界已经变了。
别的国家在拼什么？
拼速度、拼政策、拼效率、拼开放、拼投资环境。
而我们却好像还在担心：
“如果开放了，本地会不会顶不住？”

但更应该问的是：
如果一直不开放，本地又怎么会真正变强？

拐杖不是不能用，
但拐杖的意义，是帮助你站起来，
不是陪你走一辈子。

保护政策也是一样。
短期可以理解，长期就会出问题。
因为企业一旦习惯被保护，就容易失去竞争力；
市场一旦长期缺乏挑战，就容易停滞；
国家一旦害怕改变，就会慢慢被别人超越。

最可怕的不是别人跑得快，
而是我们明明看见别人已经往前冲了，
自己却还在原地争论：“要不要放手让市场竞争？”

今天如果 BYD 不来，
以后可能还会有别的品牌不来。
不是因为马来西亚没有潜力，
而是因为别人会衡量：
你这里到底是一个欢迎未来产业的地方，
还是一个只想守住旧秩序的地方？

国家要进步，不能只是一直“保护”。
真正的做法应该是：
一边扶持本地企业，
一边逼它们升级；
一边守住就业，
一边打开竞争；
一边给时间，
一边设下“不能永远依赖”的期限。

不然，到最后我们保护的，
可能不是国家利益，
而是低效率。
不是本地工业，
而是落后的节奏。

这个时代真的很现实。
不是不进则退而已，很多时候是——你不敢进，别人就直接把机会拿走。

所以问题不是“要不要保护”，
而是：
保护到几时？
保护之后，有没有真正变强？
如果永远都要靠保护，那我们的未来到底在哪里？

马来西亚不能一直靠拐杖走路。
因为未来不会等我们。
市场不会等我们。
机会，也不会永远留在原地。

 

[The Room]

Japanese's car brand in Malaysia is also either under Sime Darby (P2, Toyota) or DRB-Hicom (P1, Honda).
BYD want to standalone....so kena told to get lost from Malaysia by MITI. Hence the ridiculous new T&C imposed by MITI.
Sime Darby kena ditched by BYD...of cos Sime Darby is unhappy.
EV is slowly killing-off Japanese & EU Car worldwide.
DRB-Hicom has Geely, its future is safe.
Sime-Darby future is gloomy without a ties-up with BYD (or other big Chinese EV maker).

If all EU & Japanese car brand under Sime Darby ended-up like KODAK & FUJIFILM, then Sime Darby will also gg.

BYD is a marked men (Marked by Sime Darby)

 

[The Room]

Sinchew latest news article:

https://mysinchew.sinchew.com.my/news/20260...sinchew/7434431

BYD factory in Thai is massive there. Producing up to 150k vehicles annually

Theres even plan for more expansion due to rapid demand…

Kasian perak state gov lar.

Really lose out kaw.

Tesla no way they open gigafactory here. The next biggest chance for NEV brand is BYD

 

[The Room]

 

[The Room]

MITI ni macam ex yg demanding dan inconsistent
Spot on

 

[The Room]

Tesla is only bypassing a crony and paying zero tax
What BYD wants is zero protectionism....fair game, they don't mind paying tax and duties to the gov but to set a floor price is ridiculous

Imagine something that's RM70k in Thailand is now RM200k in MY
It doesn't benefit BYD, it doesn't benefit consumer as well...it only benefits the person that's getting that RM130k difference and it's not P1 or p2 that's getting that RM130k

 

[The Room]

Malaysia would rather lose BYD to Thailand than loosen its grip on the precious national car

Over the weekend, taking advantage of the public holiday and steeling myself against the sight of petrol prices, I drove north from Kuala Lumpur to Perak — just to lay eyes on the BYD plant site in Tanjung Malim, even though it remains nothing but a field of bare earth.

Tanjung Malim and Thailand's Rayong Province are two locations that could have grown and prospered side by side. In Rayong, BYD 's vast Southeast Asian flagship factory runs around the clock — its annual output of 150,000 vehicles has propelled Thailand to the throne of Asia's electric vehicle Detroit.

Meanwhile, the plains of Tanjung Malim, once heralded as the future Automotive High-Tech Valley (AHTV), have ground to a complete standstill, leaving behind nothing but political posturing, bureaucratic arrogance, and the echo of empty promises drifting over the dirt.

You may already know that BYD's completely-knocked-down (CKD) assembly plan in Tanjung Malim has fallen through.

What you may not know is that this was no ordinary breakdown in cross-border commercial negotiations. It was the most catastrophic strategic miscalculation a nation can make at this pivotal moment of global green economic transformation — and what was lost goes far beyond billions in foreign investment.

It was a bloody, self-inflicted wound: a collision between federal protectionism and a state government's desperate anxiety to transform its own economy.

Let us examine the contract terms the Ministry of Investment, Trade and Industry laid before BYD — terms that wore the mask of “protection” while functioning as a politely worded eviction notice.

The ministry stipulated that 80% of EVs locally assembled by BYD must be exported, with only 20% permitted for domestic sale; a floor price of RM100,000 was imposed; and 40% of components were required to be locally sourced.

The intent behind this combination of conditions was transparent: raise the bar for foreign investors, neutralize BYD most lethal competitive weapon — its extraordinary value proposition — and erect a market firewall around the national car industry.

What breathtaking short-sightedness and arrogance.

We must confront a brutal reality: in the global EV race, BYD is a deep-sea leviathan — it holds the patents for Blade Battery technology and possesses the full-stack capability to systematically dismantle any competitor in the value chain.

If BYD's primary objective were export-focused production, it could simply expand its operations in Thailand, where the policy environment is enormously welcoming.

Why would it come to Malaysia to endure bureaucratic condescension and wade through a labyrinth of red tape?

Our officials believe that by keeping a powerful rival locked outside the gates, the national car industry can grow in peace within its greenhouse. But you cannot grow towering trees in a greenhouse. You only raise a pampered giant — one that will crumble the moment it meets a real storm.

Without the brutal stimulus of the catfish effect, Malaysia's automotive industry is condemned to miss out entirely on this wave of technological reinvention — one that is already reshaping the sector beyond recognition.

What makes this affair most revealing is the public rupture between the Perak state government and the federal government – a rupture that has exposed the deepest structural fault line in Malaysia's political economy: a complete misalignment of governing priorities.

For the Perak state government, this was a fight for economic survival. Perak spans over 21,000 square kilometres with a population of 2.5 million, but economic stagnation and brain drain are its open wounds — young people flow south along the North-South Expressway toward the Klang Valley, and across the Causeway toward Singapore.

Tanjung Malim's Automotive High-Tech Valley represented Perak's chance to reverse its fortunes and create high-income employment. The state's KPI was simple enough: local prosperity, foreign investment secured.

“But for the federal government, Tanjung Malim is not merely the site of the AHTV – it s Proton’s heartland. Allowing BYD to establish a major assembly base in Proton’s own backyard would be tantamount to inviting the wolf into the house, driving a spear straight through the fragile defensive lines Proton is still struggling to hold.”

And so the federal government pulled the rug. The state set the table; the federal government flipped it. When BYD, won over by the state government's sincerity, arrived in Perak with its bags packed and its investment ready, it found itself blocked cold by federal protectionism. The fury of Perak’s officials is not difficult to understand – it was not merely political theatre. It was the anguished cry of a state government watching a prize that was already at its lips being snatched away by Putrajaya.

You may also be aware that at the recently concluded 47th Bangkok International Motor Show (BIMS) 2026, a staggering 132,951 total orders were recorded — and the figure that should make everyone sit up straight is this: BYD, including its Denza marque, swept up 180,057 orders, dethroning Toyota — which had dominated Thailand for decades — and its 150,750 units, to claim the title of overall sales champion.

Eight of the top ten bestselling brands at the show were Chinese EV makers. This is no longer a story of EVs staging a comeback. This is an avalanche burying the age of the internal combustion engine.

And it all started in Rayong.

Rayong covers a mere 3,552 square kilometres — less than a sixth of Perak's size — with a population of under one million.

Yet by embracing a fully open policy framework through Thailand's Eastern Economic Corridor, it has transformed itself into Thailand's wealthiest province by per capita GDP.

BYD's factory in Rayong is not merely a facility that tightens bolts. It houses the battery assembly lines at the heart of EV technology, the globally pioneering Blade Battery production systems — and it is breeding the automotive engineering talent that will define the next 30 years of the industry.

Building a car sets off a chain reaction across industries: local component suppliers, tax revenues, specialized equipment for technical expertise, the daily life expenditure of skilled workers and their families. When every major EV giant — BYD, Great Wall, GAC Aion — has chosen Thailand, the world's logistics networks and EV charging infrastructure will tilt toward Thailand, creating a magnetic pull of formidable force. What determines the prosperity of a region has never been the size of its land or the size of its population. It is the quality of its policy vision and the value of its industrial ecosystem.

Rayong is a sponge — voraciously absorbing talent and capital.

Perak, for all its vast land and university resources, is left with a field of mud. This is what it looks like when policy vision beats you at its own game.

BYD's decision to walk away from Malaysia is not a commercial adjustment to be waved away lightly. It signals that Malaysia has lost not just a factory, but its eligibility to lead the ASEAN EV ecosystem.

We believed that by protecting the sub-RM200,000 market, we were protecting the dignity of our national car. But consumers are neither foolish nor flush with money. When Thailand uses economies of scale and tax advantages to drive costs to their absolute floor, we will end up reaching into our own pockets to buy high-value EVs made in Thailand.

We turned away the foreign investment. We turned away tens of thousands of jobs and the technology transfer that comes with them.

Yet we are perfectly content to spend our own money adding bricks to Rayong's prosperity.

We handed capital and opportunity to Thailand with our own two hands, then congratulated ourselves with patriotic hymns about protecting the national industry.

Real protection has never been about building high walls. It is about growing fangs through the brutality of open market competition.

Thailand carries no national car burden. That is precisely why it could approach the situation with a fully market-oriented mindset — forming alliances with the world's strongest competitors and receiving, in return, a comprehensive upgrade of its entire industrial supply chain.

What about us? We cling to the glories of the last century and the protectionism of a bygone era, trying to navigate the tidal wave of the EV age by marking the side of a moving boat.

The wind still blows across the bare earth of Tanjung Malim. As long as the federal government remains blind to the illusion it has built inside its own greenhouse — as long as it still believes it can hold back the global tide of industrial transformation with administrative directives — BYD's departure will prove to be the overture to Malaysia's automotive industry's long decline.

This prize was not lost. It was thrown away.

And as long as the federal government cannot bring itself to release its suffocating embrace of the national car industry, state government striving to attract high-technology investment will keep running headlong into this invisible wall — the wall called national interest.

A colleague from the newsroom who drove north with me summed it up with characteristic bluntness: BYD won't be the first casualty of this infighting.

And it certainly won't be the last.

_____________________________________________________

source : mysinchew

writer : sinchew.leaderwritersdesk

dateline : Saturday18april2026

link : https://mysinchew.sinchew.com.my/news/20260418/mysinchew/7434431

 

[GamezStar]

Aku dah cakap BYD tak akan keluar dari Malaysia, dia nak tengok kerajaan akan tunduk ke tak, dan aku TABIK HORMAT DS Johari Abdul Ghani tak tunduk langsung kepada BYD!

Sekarang tengok apa jadi.

Bos besar BYD sendiri datang lawat kilang INOKOM di Kulim. Depa tengah negotiate untuk buat CKD kat sana.

Baru ada akai China Tanah Besar ni!

Ramai yang marah kerajaan sekat EV murah.
Aku faham perasaan tu.

Tapi kita kena tengok apa sebenarnya berlaku di negara lain sebelum cakap apa MITI buat ni salah.

Thailand bagi BYD masuk dengan tangan terbuka. Kilang 150,000 unit setahun dibina di Rayong. Lebih 92% pekerja adalah rakyat Thailand.

Nampak macam bagus kan?
Tapi sebenarnya, bateri, motor elektrik, BMS (Battery Management System), semua komponen utama dalam EV tu datang dari mana?

Jawapannya sama : CHINA

Yang Thailand buat?

Pasang. Bolt on.
Screw. Done.

Thailand sedar benda ni.

Sebab tu mereka dah mula wajibkan 40% local content untuk pengilang EV China. Dan bila syarat tu keluar, BYD terus minta tangguh.

Indonesia pun cerita sama. Ada sistem TKDN (Tingkat Komponen Dalam Negeri) yang paksa local content naik dari semasa ke semasa.

Sebab mereka faham, kalau kau bagi syarikat asing jual kereta murah tanpa syarat, kau dapat pasaran EV yang kencang, tapi ekosistem industri tempatan hancur melebur

Ini bukan tuduhan kepada BYD.
Ini realiti perniagaan.

Mana-mana syarikat besar CONFIRM buat BARE MINIMUM syarat yang diperlukan untuk masuk pasaran. Asalkan dia boleh jual kereta.

BYD akan buat local content hanya bila kena paksa.

Di Eropah, mereka bina kilang betul-betul sebab tarif tinggi. Di Thailand dan Indonesia, mereka buat sebab dasar local content

Kita nak jadi negara yang BYD boleh masuk, jual kereta murah, ambil duit rakyat, tapi tak bagi balik apa-apa kepada ekosistem industri kita?

Atau kita nak jadi negara yang pelabur asing kena betul betul contribute sebelum mereka boleh jual kereta dalam negara kita?

Proton dan Perodua ada 50% kandungan tempatan. Geely masuk 2017, sekarang ada 38 vendor tempatan yang bekalkan komponen kepada mereka.

eMas 7 ada 49 ujian teknikal khusus untuk Malaysia termasuk ujian banjir untuk jalan kita. Ini bukan baru jadi semalam. Ini hasil 9 tahun kerjasama Proton - Geely.

Apa yang kita perlu desak MITI buat sekarang bukanlah tunduk kepada BYD. Yang kita perlu desak ialah keluarkan dasar kandungan tempatan secara berperingkat yang jelas dan konsisten.

Tahun pertama 20%, kemudian naik setiap beberapa tahun hingga capai 50-60%. Bagi pelabur asing laluan yang jelas, bukan syarat yang bertukar setiap bulan.

800,000 pekerja bangun setiap pagi pergi kerja dalam industri ni. Mereka ada anak nak dibesarkan, ada rumah nak dibayar, ada masa depan yang bergantung kepada keputusan yang kita buat hari ini.

Kalau kita silap langkah, bukan kereta yang kita rugi. Kita rugi seluruh generasi pekerja yang tak ada tempat lain untuk mencari rezeki.

Jadi ya, kritik MITI bila mereka flip flop. Desak mereka buat dasar yang lebih jelas dan konsisten. Tapi jangan sekali-kali kita jadi rakyat yang jual masa depan negara semata-mata kerana teruja dengan EV murah.

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