How to Import a Kei Truck from Japan (2026): Costs, Steps & Real Auction Prices

Disclosure: This guide contains a referral code. If you use it, you save $100 on your purchase and I earn a referral reward. It does not change my numbers or recommendations — every price in this article is independently measured from public data in Japan.

US dealers sell landed kei trucks for $8,000 to $15,000. In Japan, I can see every one of these trucks listed for sale today — and the median asking price is about $2,450.

That gap is the reason you are reading this. My name is Fuki Narita. I research Japan’s used vehicle market from Sapporo, and on August 17, 2026 I pulled the price of every 25-year-eligible kei truck publicly listed for sale in Japan — all 327 of them — so this guide runs on measured numbers, not guesses. Kei trucks (also called Japanese mini trucks) can absolutely be imported by a first-time buyer. This article walks through the whole process: the legality, the real total cost, where to buy, every form, and the mistakes that cost people thousands.

Is It Legal? The 25-Year Rule in Plain English

Yes — a kei truck is legal to import into the US the moment it turns 25 years old, counted from its month of manufacture. Under NHTSA rules (49 CFR Part 591), a vehicle 25 years or older is exempt from Federal Motor Vehicle Safety Standards (the mechanics, history and unlock calendar are in the 25-year rule guide). You declare this at entry with DOT form HS-7, Box 1. No crash testing, no modifications, no Registered Importer.

The EPA runs a separate clock: under the EPA’s vehicle import rules, a vehicle qualifies for the emissions exemption once it is over 21 years old, provided it still has its original engine configuration — declared as code E on EPA form 3520-1. This four-year gap confuses people every day, so remember the practical version: the EPA would let your truck in at 21, but NHTSA blocks it until 25 — so 25 is the number that matters. A truck built in June 2001 becomes importable in June 2026, not on January 1st of its 25th year.

One distinction worth clearing up early, because the words sound interchangeable: for years, some US dealers imported newer Japanese mini trucks under a different arrangement entirely — as off-road or agricultural equipment, often speed-limited to 25 mph and sold without any path to a license plate. Those are not what this guide covers. A truck under 25 years old cannot legally be imported for road use, no matter what a listing promises. The 25-year route is the clean one: full customs entry, federal paperwork, and a truck that at least has a chance at a plate (more on the state-by-state reality below).

How to verify the manufacture month before you pay

Model year is not enough — eligibility runs on the exact build month. Three places to check it:

• The caution plate (a metal plate in the engine bay or door jamb) shows the year and month of manufacture on most kei trucks.
• The export certificate — the deregistration document produced when the truck leaves the Japanese registry — states the first registration date. US Customs works from this document.
• The auction sheet lists the first registration year and month in the top block.

If a seller cannot show you one of these three documents, walk away. That rule alone filters out most of the bad actors.

What a Kei Truck Really Costs: Measured Prices, Full Landed Total

Start with the number no US-side guide can give you. On August 17, 2026 I collected the asking price of every kei truck built in 2001 or earlier listed on Carsensor, Japan’s largest vehicle marketplace — the complete public dealer inventory, not a sample:

Model	Listings (all of Japan)	Price range	Median asking price
Honda Acty Truck	83	¥180,000–¥1,250,000	¥390,000 (≈$2,450)
Suzuki Carry Truck	102	¥180,000–¥1,640,000	¥400,000 (≈$2,500)
Daihatsu Hijet Truck	61	¥220,000–¥1,450,000	¥450,000 (≈$2,830)
Subaru Sambar Truck	81	¥140,000–¥1,500,000	¥370,000 (≈$2,330)

Source: Carsensor listings, vehicles built 2001 or earlier, “total payment” prices, collected August 17, 2026. Dollar figures at ¥159/USD. These are Japanese domestic retail prices — auction prices typically run lower, and exporter platform prices sit between the two once their fees are included. Two biases to know: the high end of each range is low-mileage collector stock, and publicly listed trucks skew toward higher mileage overall, so treat these medians as a conservative reference, not a ceiling on quality.

Now the full stack: a worked example for a 1999 Acty 4WD at the median price, shipped RoRo to the Port of Los Angeles.

Cost item	Amount	Basis
Vehicle (median 25-year-eligible Acty)	$2,450	Measured above
Agent/exporter fee	$500–$1,000	Typical flat fees
Japan inland transport + export processing	$200–$500	Industry standard
Ocean freight (RoRo, Japan → Los Angeles)	$800–$1,400	Current lane rates
Marine insurance	$100–$200	0.5–2% of value
Import duty (25% of vehicle value — see the duty section)	~$613	HTS 8704
MPF + HMF (federal processing fees)	~$37	FY2026 rates
Customs bond + broker	$450–$1,100	Single-entry bond + broker fee
Port handling	$200–$500	Varies by port
Total landed (before state registration)	≈$5,350–$7,800

Every line above gets its own breakdown — including three real builds priced end to end and the duty-base math some guides get wrong — in the complete kei truck cost guide.

Compare that with the US side: the average asking price for a Honda Acty already in the United States is $10,168 on Classic.com as of this writing. The difference is not a trick — a US dealer’s price includes their import work, a title in hand, and a truck you can inspect before paying. What you are deciding is whether that service is worth $3,000–$5,000 to you. If it is, buy landed inventory. If not, keep reading.

This section covers the Japanese side. If you are still deciding whether to import at all or simply buy one already in the US, the channel comparison prices every route from both ends of the ocean.

Where to Buy in Japan: The Three Routes

Route A: Exporter marketplaces (fixed prices, built for foreigners)

Platforms like CAR FROM JAPAN and BE FORWARD hold stock or list dealer stock at fixed prices, in English, with photos and condition notes, and they handle the entire Japan side: deregistration, export paperwork, and booking the ship. You pay, you receive documents, the truck ships. The price per truck runs higher than the auction route because the service is baked in — but there is no deposit, no bidding, and no coordination work.

Route B: The auction network (the widest selection, through an agent)

Most used vehicles in Japan change hands at dealer-only auctions (USS, TAA, JU and others). Foreigners cannot bid directly — membership requires a licensed Japanese dealer — so you work through an auction agent who bids on your behalf for a flat fee, usually a few hundred dollars per car plus a refundable deposit. Every auction car carries an inspector-issued condition sheet with a numeric grade. It is the most transparent condition data in the used-car world — and fifteen minutes with my guide to reading auction sheets makes every one of them readable. This route suits second-time importers and anyone hunting a specific configuration — say, a 4WD Acty with a diff lock.

Route C: Domestic marketplaces by proxy (advanced only)

Yahoo Auctions Japan, Goo-net and Carsensor listings are aimed at domestic buyers; overseas buyers need a proxy service to bid, pay, collect and export. It surfaces trucks the other routes never see, but condition reporting is unstandardized and coordination overhead is highest. I do not recommend it for a first import.

Whichever route fits you, pick the company on data rather than on its own marketing — I compare the major platforms and agents on verified ratings, fees and directory checks in Best Kei Truck Exporters & Agents.

The Import Process, Step by Step

From clicking “buy” to holding your keys is typically 6–12 weeks. The sequence, with who does what:

1. Pick the truck and verify the build month (you) — caution plate, auction sheet, or export certificate, as above.
2. Pay (you) — bank wire is standard. Before sending money, run the scam checks in the section below. Never wire to a personal account.
3. Deregistration and export (seller/exporter) — the truck leaves the Japanese registry, producing the export certificate. The exporter books the vessel and sends you the document pack: export certificate with certified English translation, Bill of Lading, and commercial invoice. These three documents are the truck’s passport — store them like cash.
4. ISF filing (your broker) — the Importer Security Filing (“10+2”) must reach US Customs at least 24 hours before the truck is loaded onto the ship in Japan. Missing it invites penalties of $5,000 per violation. This deadline alone is the reason first-timers should hire a customs broker.
5. The crossing — you have two options, and for a work truck the choice is easier than the forums make it sound:
   

   	RoRo (roll-on/roll-off)	Container
   How it travels	Driven aboard a car-carrier vessel, parked in the hold	Sealed in a steel container, alone or shared
   Cost, Japan → West Coast	$800–$1,400	$1,500–$2,800
   Transit time (West Coast)	14–21 days	14–24 days
   Exposure	Open hold; salt air, minor handling risk	Sealed; protected from weather and contact
   Personal items inside	Not permitted	Sometimes permitted — confirm first
   Right choice for	A $2,500 work truck (this is the rational default)	Restored, modified or collector-grade vehicles

   East Coast routings via the Panama Canal run around 45 days and cost more — if you live east of the Rockies, price both “West Coast port + truck transport home” and “East Coast direct” before deciding.

6. Customs entry (your broker) — three forms: CBP 7501 (entry summary), DOT HS-7 (Box 1 checked), EPA 3520-1 (code E). Duty and fees are paid here. Broker fees run $300–$600; a single-entry bond adds $150–$500.
7. Port pickup (you) — details two sections down; there are three or four things the forums skip.
8. State title and registration (you) — bring the stamped 7501, the translated export certificate, and the Bill of Sale to your DMV.

Duties in 2026: Chicken Tax, Section 232, and What You’ll Actually Pay

Ask ten importers what duty a kei truck pays and you will hear three different answers. All three describe real rules — they are just three different rules, and mixing them up is how people blow their budget. Separated:

1. The Chicken Tax (1964, still alive). Under the Harmonized Tariff Schedule, vehicles for the transport of goods fall under heading 8704 and pay 25% duty. Passenger vehicles (heading 8703) pay 2.5%. A kei truck is, on paper, a textbook 8704 vehicle. This tariff has no age exemption. Your 25-year-old Acty still owes it.
2. The Section 232 auto tariff (April 2025). A separate 25% tariff on imported automobiles — but vehicles manufactured more than 25 years ago are exempt under HTS heading 9903.94.04 (you can verify the heading in the current tariff schedule, Chapter 99). Every legally importable kei truck is 25+ by definition, so as of this writing this tariff does not touch you — but have your broker confirm the entry coding, since Chapter 99 has been a moving target.
3. Baseline tariff surcharges (2025–2026). Additional origin-based tariffs have been introduced, revised and partially suspended repeatedly since 2025. Their treatment of 25-year-old Japanese vehicles has shifted with policy; this is precisely the line item to confirm with your customs broker in the week you import, not the month before.

Now the part most guides skip: in practice, some kei trucks have cleared customs classified as passenger or “other” vehicles at 2.5%. Whether an entry lands at 2.5% or 25% depends on configuration and how the broker classifies it — and an aggressive classification that CBP later disagrees with means back duties and penalties, with you as the importer of record holding the bill. My advice is unambiguous: budget at 25%. On a $2,450 truck that is about $613 — annoying, survivable, and predictable. If your broker classifies lower, enjoy the surprise; never build your plan on it.

Two small federal fees ride along with any ocean entry: the Merchandise Processing Fee (0.3464% of value — minimum $33.58 for FY2026) and the Harbor Maintenance Fee (0.125%). On a kei truck, both together are about $37. Duty and these fees are calculated on the entered value — the price of the truck — not on your shipping costs.

How to Not Get Scammed

The largest losses in this hobby are not fees — they are wires sent to sellers who never ship. The pattern is always the same: a price 30% below market, pressure to pay quickly, and a bank account that does not match the company name. Five checks before any money moves:

• For lesser-known exporters, check the JUMVEA directory. The Japan Used Motor Vehicle Exporters Association is a METI-approved industry body with a searchable member directory. Read it the right way: membership is voluntary, and I checked the directory myself — specialist exporters like TS Export are members, while the big marketplaces (CAR FROM JAPAN, BE FORWARD) are not, because household names don’t need an association referral. So treat membership as a positive signal when vetting a smaller exporter you have never heard of, not as a pass/fail test for everyone. Japan’s embassy in Rwanda has publicly recommended this check after a wave of fraud cases targeting overseas buyers.
• The bank account must be a corporate account matching the company name. A “manager’s personal account, just this once” ends the conversation.
• Demand the original auction sheet for any car with claimed auction history. Legitimate sellers have it; fraudsters improvise.
• Check the price against the table above. You now know the real Japanese market range. A 1999 Carry offered at $900 “including shipping” is not a deal; it is bait.
• Search the company name + “scam” in English and Japanese. Two minutes, surprisingly effective.

Established platforms exist precisely because they remove this risk — payments go to a known company with a track record, not to whoever set up a website last month. It is a large part of what you are paying for on Route A — and the exporter comparison guide linked above shows which platforms could be independently checked, and how far. (If you go that way, the code KEITRUCK takes $100 off a first purchase at CAR FROM JAPAN — disclosure as above.)

After It Arrives: Port Pickup and Registration Reality

The truck lands, customs clears — now the parts the guides gloss over:

• You have roughly 5–10 free days at the port before daily storage charges start. Book your pickup immediately when the vessel docks.
• Ports require a TWIC card to enter. No card? Hire a port escort — typically $50–$75 — to accompany you to the vehicle.
• Bring a battery, a jump pack, and a few gallons of gas. Vehicles ship with near-empty tanks, and a truck that sat six weeks at sea may need persuasion. Check oil and coolant before the first start.
• Photograph everything before you exit the gate. Shipping damage claims are effectively impossible once you leave port property.

The first-week checklist every US kei owner ends up following

Japanese maintenance culture is good, but 25-year-old rubber fails on schedule regardless of mileage. Before you work this truck hard, the standard first-week list looks like this:

• Timing belt and water pump — replace immediately unless you have documented proof of recent service. A snapped belt on these small engines typically means bent valves and a repair bill that rivals the truck’s price.
• Tires: most arrive on 12-inch Japanese J-rated tires that are not DOT-rated. The common fix is a move to 13- or 14-inch wheels with DOT all-terrains — better clearance, and one less argument at inspection.
• Fluids and brakes: flush the brake fluid, check the drums, change the oil, and replace the air filter — these trucks often spent their Japanese lives on farms and it shows in the filter box.

Registration is where geography decides your experience. Per one recent state-by-state compilation, roughly 14 states prohibit registering kei trucks for road use, about 27 restrict them (speed-limited roads, special vehicle classes, county-level rules), and only around 7 impose no kei-specific limits — and nearly all states keep them off interstate highways. Check your state’s DMV position before you buy, not after the boat leaves. One recurring practical snag: kei trucks carry short chassis numbers instead of 17-digit VINs, which confuses DMV software and clerks alike — bring a printed copy of the federal exemption paperwork and patience. I am building a full state-by-state guide as a companion to this article.

Frequently Asked Questions

How much does it cost to import a kei truck from Japan?

Using measured August 2026 prices: about $5,350–$7,800 all-in to a West Coast port for a median-priced truck — roughly $2,450 for the vehicle and $2,900–$5,350 in fees, freight and duty. Budget the duty at 25%.

Are kei trucks street legal in the US?

Federally imported ≠ street legal — registration is state law, and the 50-state legality guide maps every state’s current status. About 7 states impose no kei-specific limits, roughly 27 restrict road use, and about 14 prohibit registration outright. Verify your state before buying.

Is it legal to drive a right-hand-drive vehicle in the US?

Yes — right-hand drive is federally legal, with no requirement to convert (rural mail carriers have driven RHD for decades). Expect a few days of adjustment: shifting with your left hand, and extra care on left turns where your view of oncoming traffic is reduced.

Can kei trucks drive on the highway?

Mechanically, most kei trucks cruise happily at 45–55 mph with top speeds around 60–65 mph. Legally, nearly every state that allows them on public roads still excludes interstate highways. They are farm, town and trail vehicles — that is the point of them.

How long does the whole process take?

Six to twelve weeks from purchase to your driveway: document preparation and vessel booking, 14–21 days at sea to the West Coast (about 45 days to the East Coast), one to three weeks for customs and port release, then state registration.

Can I get parts in the US?

More easily than you would guess. Common service parts (filters, brakes, belts, gaskets) are stocked by US mini-truck specialists and even Amazon and eBay; anything obscure ships from Japanese parts exporters in about a week. The engines are simple, carbureted or basic EFI designs that any competent mechanic can service.

Can I insure an imported kei truck?

Yes, though not every mainstream insurer will quote a 25-year-old right-hand-drive import with a non-standard VIN. Owners typically end up with classic/collector policies or farm-vehicle coverage; specialist insurers handle these routinely. Get an insurance quote in the same week you check your state’s registration rules — before you buy.

What fuel economy do kei trucks get?

Owners commonly report figures in the range of 30–40 mpg from the 660cc engines in mixed use — one of the reasons these trucks became farm favorites. Your result depends on load, terrain and how hard you push a 25-year-old engine.

Can I carry passengers?

A standard kei truck cab seats two, driver included. Crew-cab variants exist but are rare in the 25-year-eligible pool. If you need more seats, a kei van (Every, Acty Van, Sambar Dias) is the better import — same rules, same process.

The Short Version

A 25-year-old kei truck is legal to import, costs about $5,350–$7,800 landed against a US dealer average above $10,000, and the process is paperwork rather than rocket science: verify the build month, budget duty at 25%, hire a broker for the entry, and check your state’s registration rules before you spend a yen. The single most expensive mistakes — wiring money to ghosts and buying a truck your state will not register — are both avoidable in under fifteen minutes of checking.