Fuki Narita

The 55 mph limit attributed to North Dakota is in the off-highway vehicle chapter, which applies to vehicles not designed for highway use. A kei truck meets the state’s own definition of a pickup truck and registers for $49 a year.

South Dakota’s street-legal off-road route does not reach a kei truck, because the definition turns on design for non-highway use – and the 65 mph figure attributed to the state is its ordinary speed limit. What is left is a $36 pickup license.

West Virginia names mini-trucks in its street-legal special purpose vehicle class, then bars them alone from highways built under a federal highways program – and never defines the term. Registration is $8 a year.

Wyoming’s multipurpose vehicle class fits a kei truck by weight and bars it from interstates. Its definition of truck excludes multipurpose vehicles. Which one applies decides the answer, and the speed rule is conditional rather than a cap.

Delaware’s DMV publishes an import procedure that limits the federal safety standards requirement to vehicles under 25 years old. The gate is the free DMV inspection – and which emissions test your model year sends you to.

The 35 mph limit attributed to Mississippi comes from low-speed vehicle bills that died in committee in 2015, 2020 and 2024. What Mississippi actually has is an import document checklist, a certified translation requirement, and a $100 minimum assessed value.

Rhode Island made refusing a kei truck registration a statutory duty, grandfathered the pre-June-2024 fleet, and barred those registrations from being transferred. Its definition stops at 130 inches; kei trucks built since 1999 measure 133.7.

Montana lists four statutory grounds for refusing a title and none of them touch a kei truck. The work is the paperwork: which manual section governs, why the stamp on the 7501 matters, and whether to register annually or permanently.

In February 2026 the Alaska DMV listed mini trucks among vehicles that could not be accepted for roadway use. SB 239 passed 20-0 and 39-0, was signed on 24 June 2026, and the same DMV page now promises a standard title and registration.

Connecticut has no kei statute and no federal safety standards clause. What it has is a 1971 power letting the commissioner refuse to register a class of vehicles he finds unsafe — and an emissions exemption that starts at exactly 25 years.

New Hampshire does not title vehicles of model year 1999 or earlier at all, has no federal safety standards clause in its registration chapter, and registers on a state VIN verification form. The farm route costs $15.40 a year and skips the annual inspection.

Vermont’s Act 153 took effect on 1 July 2026: kei vehicles register as pleasure cars and no town may legislate around it. The definition also caps overall length at 130 inches — Japan’s pre-1998 limit, and 3.7 inches shorter than every kei truck built since 1999.

Nevada is listed everywhere as off-road only. The off-highway chapter does not reach a kei truck at all — and the DMV’s Registration and Title Guide sets out a gray market document list a 25-year import can meet. The real gate is an OBD-II emissions test in two counties.

Idaho Code 49-402(10) bars registration of any vehicle that does not meet federal safety standards — so Idaho is not the full-registration state it is usually listed as. But it titles imported trucks on the export certificate, and its off-highway route opens every non-state, non-interstate highway for $15.75.

New Jersey has no kei statute in either direction. Every imported vehicle is titled by a single mail-in unit in Trenton, its low-speed vehicle class excludes gasoline outright, and the insurance minimums rose to 35/70/25 on 1 January 2026.

New Mexico has no kei truck statute. What closes the road is a line in the MVD’s own procedures manual requiring a NHTSA bond release letter — a document a 25-year import never generates, because the exemption is a release from the process that produces it.

Kansas defines a “micro utility truck” and only cities can close their streets to one — county and township roads are not in the prohibition at all. The catch is a 1,500 lb weight floor that a base two-wheel-drive kei truck misses.

Louisiana lets a mini-truck use any road posted 55 mph or less, and nobody has to opt in — the parish has to opt out. The obstacle is the Office of Motor Vehicles’ own policy manual, which sends an import down three different paths.

Arkansas wrote “an export certificate” into its mini-truck statute in 2009 and capped length at 135 inches including the bumper — 1.3 inches more than a kei truck measures. The weight floor, the farm-use affidavit that decides everything, and every fee with its citation.

Iowa refuses title and registration to any vehicle without a 49 C.F.R. part 567 label — but the sentence starts with “unless otherwise provided,” the legislature carved an exception into it in 2023, and Iowa’s off-road utility vehicle system defines the same term two different ways.

Kentucky defines a mini-truck as “a lightweight Japanese kei class utility vehicle” — no dimensions at all. A 2013 statute bans them from the highway with farm exceptions; a 2025 statute registers them for $10 a year if your city or county opted in.

Oklahoma’s mini-truck definition opens with the words “foreign-manufactured import,” registers these trucks as ordinary light trucks with no speed cap, and writes an express exception into the import document rules that would otherwise make titling impossible.

Alabama has a written rule that titles 25-year-old imports, and a separate mini-truck plate that does not title them at all. The mini-truck definition sets a 1,500 lb floor that a light Suzuki Carry misses by 23 lb.

Maine convened a seven-member working group — including a foreign car importer — to study kei trucks. Its February 2026 report recommended no change, unanimously. Here is the reasoning, quoted, because it is the best-argued no in the country.

Minnesota names mini trucks in statute and requires non-FMVSS manufacture in the definition. Road use runs on a county permit — with a sheriff’s inspection, annual renewal, and numbers on the front and rear.

Missouri titles kei trucks as “Non-USA-Std Motor Vehicle” after a Highway Patrol examination. The municipal ordinance route everyone cites is written for utility vehicles — defined as manufactured exclusively for off-highway use.

Tennessee names mini-trucks in statute and offers two registrations. Medium speed lets you use any street posted 40 mph or less — if you govern the truck to 35. Class I keeps your speed but confines you to county roads.

Washington is widely reported to register kei trucks as low-speed vehicles at 35 mph. Every low-speed class in Washington statute is electrically powered, and the ATV class requires handlebars. A petrol kei truck fits none of them.

South Carolina has no kei-specific law, no periodic safety inspection and no restricted road class. What it does have is a 5% Infrastructure Maintenance Fee capped at $500 — and one conflicting report worth resolving before you buy.

Hawaii bars registering vehicles never certified to FMVSS — but the statute excepts special interest vehicles, defined as a vehicle of any age collected or preserved by a collector. Four counties, four answers.

Every guide says Maryland refuses kei trucks. The MVA’s gray-market instructions accept an HS-7 with box 1 checked — which is the 25-year exemption. Here is the tension, and the question to put in writing.

Illinois refuses to register kei trucks under a statute requiring a vehicle to be “originally manufactured for operation on highways.” Michigan’s equivalent clause says “in the U.S. or in another country” — and reaches the opposite conclusion.

Wisconsin names kei vehicles in statute and refuses ordinary registration. Collector plates are the one route — but they cost twice the normal fee, require a second registered vehicle, and are void every January.

Virginia’s DMV requires a low-speed vehicle to be manufactured to 49 CFR 571.500, certified by the manufacturer. A kei truck cannot be. HB 219 would create a proper class — copied almost verbatim from Colorado.

Every guide says Utah allows kei trucks on roads posted at 50 mph or less. Utah’s own ATV definitions require low-pressure tyres and rollover protection, which a kei truck does not have. Here is what I could and could not verify.

Oregon’s DMV will not title a kei truck, and points to an ATV route that a 2023 amendment appears to have closed. The bill that died twice defined a kei truck at 11 feet — shorter than the trucks it was meant to legalise.

Colorado passed the most carefully drafted kei vehicle law in the United States — 140 inches, a minimum speed instead of a cap, and a ban on declaring these trucks unroadworthy by design. Registration opens January 1, 2028.

Ohio’s mini-truck definition requires that the vehicle was not built to federal safety standards — it was written for imported kei trucks. Then it leaves road use to your local authority, capped at 35 mph.

Nebraska’s minitruck statute has no length limit, allows 1,500cc and 67 inches of width, and says “foreign-manufactured import vehicle” in its own text. All roads but interstates, expressways and freeways.

Indiana registers kei trucks for every public road except interstates, with no speed cap and no length limit. The constraint is a 1,600 lb weight cap that sits in the middle of what these trucks actually weigh.

Some states define a kei truck at 130 inches long — the Japanese standard replaced in October 1998. Every kei truck built since measures 133.7. Three state templates compared against manufacturer figures.

Massachusetts resumed registering kei vehicles on September 18, 2024 — and said in the same advisory that it is still studying them. The bill that would make it permanent carries a length limit most importable trucks exceed.

Arizona has no kei-specific restriction, and the OHV decal does not apply to these trucks. What does apply is the emissions programme in metro Phoenix and Tucson — and one widely repeated exemption is quoted in the wrong unit.

North Carolina wrote a road class for 660cc trucks and exempted them from the FMVSS rule it applies to low-speed vehicles. It also bans antique plates outright — and its length limit describes a standard Japan replaced in 1998.

Michigan titles and registers kei trucks 25 years and older for on-road use, and says so in its own Secretary of State FAQ. The wording, the paperwork, the fee rule — and the one clause that decides it.

New York’s DMV names kei vehicles on its own registration page and refuses them. It closes the conversion route too, and a kei truck is not an ATV under state law. The wording, quoted.

Georgia bars titling kei trucks and has cancelled titles it already issued. The Revenue Department’s bulletin, quoted, including the import form the state reads as evidence against you.

PennDOT closed unrestricted registration in December 2021. The antique plate still puts a kei truck on Pennsylvania roads — one day a week, and only if the truck stays original. The rules, quoted.

California will not register an imported kei truck — not for road use, and per the DMV’s own procedures manual, not for off-highway use either. The rules quoted, and what to do instead.

Florida titles and plates kei trucks as mini trucks, then limits them to roads posted 35 mph or less. The statute, what that means in practice, and the rust problem explained from Japan.

Texas registers kei trucks as miniature vehicles under SB 1816 — effective June 20, 2025, not September as most sources say. The law, the steps, and the Japan-side price.

Kei truck legality in all 50 states, verified August 2026: 8 states register them like any car, 13 refuse road use, and the rest sit in the conditional middle.