Converting Gasoline Motorbikes to Electric: A ‘Green Dream’ That Could Backfire

The proposal to convert gasoline-powered motorbikes into electric vehicles is a “green” idea. But without a proper legal framework, technical standards, and social support, this so-called green dream could end up creating technical burdens and social inequality.

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In an effort to promote green transport and reduce emissions, the Hồ Chí Minh City Department of Construction has proposed adding regulations and technical standards for “converting” gasoline motorbikes into electric ones. [1] This proposal views the conversion as an innovative way to utilize old vehicles, save on the cost of new ones, and contribute to the city’s emission-reduction goals.

However, some experts have voiced concern: “Converting gasoline motorbikes to electric power is labor-intensive and carries risks — from quality and operational reliability to legal uncertainty.” [2] 

This raises an important question from a technical, safety, and policy standpoint: Is it truly feasible, effective, and sustainable to “convert” millions of old motorbikes, or is this simply a “green dream” built on an unready technical and legal foundation?

More Than Just “Replacing the Engine”

According to the Hồ Chí Minh City Department of Construction, Việt Nam currently has no specific regulations for converting gasoline motorbikes into electric ones, meaning pilot projects cannot yet be officially implemented.

This is because the conversion is not as simple as replacing a gasoline engine with a battery and electric motor. A motorbike designed for an internal combustion engine has a completely different frame structure, load capacity, braking system, suspension, and weight distribution compared to an electric vehicle.

Attaching a battery and electric motor to an old frame without proper calculation could lead to an incompatible braking system, an overloaded chassis, or overheating electrical wiring. Such poorly executed conversions increase the risk of fires, short circuits, or reduced vehicle lifespan.

These high technical risks are why most developed countries have strict requirements for vehicle conversions. In Japan, any converted electric vehicle must comply with structural and technical standards under the Road Transport Vehicle Law, with close oversight from inspection authorities. [3] Similarly, Germany allows conversions from internal combustion to electric drivetrains in principle, but mass, unregulated conversions are not permitted. [4]

In Việt Nam, where legal frameworks, inspection infrastructure, and warranty systems remain incomplete, large-scale conversions of hundreds of thousands of motorbikes would carry significant risks. If a fire, explosion, or technical accident occurs, who will bear the legal responsibility—the vehicle owner, the conversion workshop, or the regulatory authority?

“Green” Means More Than Just a Clean Tailpipe

It is often assumed that electric vehicles are “green” because they emit no CO₂ directly. However, the true environmental impact must be assessed across the entire life cycle. A report by the International Council on Clean Transportation, for instance, found that under Europe’s energy mix, electric vehicles produce 73% less greenhouse gas emissions than gasoline vehicles over their lifetime. When powered entirely by renewable electricity, emissions can be reduced by up to 78%. [5]

This outcome, however, depends heavily on the grid’s share of renewable energy. In China — where electricity still comes primarily from coal — the emission benefits of electric vehicles drop sharply. In some cases, the total emissions, including those from lithium mining and battery production, can even exceed those of gasoline vehicles. [6]

The issue becomes even more complex for old, converted vehicles. Many older motorbikes no longer meet safety standards, yet the conversion would involve installing highly flammable lithium-ion batteries. Without standardized systems for cooling, vibration resistance, and moisture protection, the risk of fire or explosion is extremely high. Furthermore, discarded batteries from these short-lived conversions would contribute to growing electronic waste, which is a problem as Việt Nam currently lacks an industrial-scale battery recycling system.

Simply replacing gasoline engines with electric ones — while ignoring the environmental costs of coal-based electricity, battery production, and disposal — could make the “green” dream little more than an illusion.

Don’t Let “Green” Become a Burden

An important but often overlooked aspect of this proposal is social equity. Most owners of old motorbikes belong to low- or middle-income groups, and many rely on these vehicles for their livelihoods, including delivery drivers and gig workers. 

If the conversion policy is implemented without financial support, these individuals could face new costs. They might even be excluded from “low-emission zones” that Hồ Chí Minh City plans to introduce by 2026. [7] 

While such policies might partially achieve environmental goals, they risk creating greater social inequality and eroding public trust in green initiatives. This outcome can be avoided by combining green transition policies with social support. For example, a “trade-in” program, which allows people to exchange old gasoline motorbikes for new electric ones using government subsidies or low-interest credit, could ensure that low-income citizens have fair access to clean technology. 

A just green transition should help, not burden, the people it aims to protect.

Proceed with Caution and a Clear Roadmap

The proposal by the Hồ Chí Minh City Department of Construction reflects innovation, but before such a scheme is rolled out nationwide, several fundamental principles must be addressed. A clear roadmap is essential, starting with robust technical standards. This must cover vehicle frame design, voltage systems, batteries, wiring, fire safety, warranty requirements, and regular inspections. Furthermore, all conversion facilities must be licensed, transparent, and legally accountable for accidents. 

Second, the policy should begin with small-scale pilots, such as for public service or delivery vehicles, to assess real-world risks and effectiveness before informing national standards. 

Third, policymakers must evaluate the conversion model’s full life cycle to ensure the environmental benefits truly outweigh the costs of battery production and disposal. 

Finally, the green transition must be linked with social welfare by supporting low-income workers and ensuring public access to affordable, safe electric vehicles. 

The idea of converting gasoline motorbikes to electric is commendable amid climate pressures. However, if implemented hastily—without these technical standards, life-cycle assessments, and social fairness—the policy could backfire. An old motorbike fitted with a new battery is not a symbol of green transportation. True green mobility requires a clean ecosystem: renewable electricity, battery recycling, standardized infrastructure, and empowered citizens.

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Lê Hồng Thái wrote this article in Vietnamese and published it in Luật Khoa Magazine on Nov 7, 2025. Đàm Vĩnh Hằng translated it into English for The Vietnamese Magazine.

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