Disclosure: this guide contains referral links, marked where they appear. All prices are independently measured from public data on the dates shown.
The Suzuki Every is the kei van the camper crowd asks about first — US search interest is up 127% year over year in my keyword tracking, the fastest growth of any single model I measure. Supply has not kept up: on August 18, 2026 I counted every 25-year-eligible Every publicly listed for sale in Japan and found just 14 vans (median ¥490,000, about $3,082) plus 3 passenger-spec Wagons. Inside that tiny market sits a genuine mispricing, and around it swirls the most misunderstood question in the kei van world: which turbo you can actually import. This guide settles both with measured data.
I research Japan’s used vehicle market from Sapporo. For the van market as a whole, start with the kei van buyer’s guide; this is the deep dive on its most-wanted badge.
The 60-Second Verdict
For most buyers: a 1999–2001 DA52V with the 5-speed manual. My measurements below show these newer vans listing at a ¥300,000 median, roughly half the older generation’s price, because Japanese sellers price age while American buyers price the import calendar. I have measured this same inversion on the Acty, Sambar and Carry; the Every’s version is the steepest yet.
For turbo hunters: know which turbo era you are shopping. Turbocharged Everys are already importable — half my measured listings advertise one — but they carry the F6A turbo. The K6A turbo that US build threads chase arrived with the DA62V in late 2001, and its first build months are only now touching the 25-year line. Details below, because conflating the two eras is how buyers overpay.
For passengers and the duty-curious: the Wagon. All 3 eligible Every Wagons in my count are turbo 4WD passenger builds at a ¥950,000 median — and passenger configuration is exactly what can move a kei van from the 25% truck tariff toward the 2.5% passenger rate. That math can offset the price premium; more below.
Generations and the 25-Year Calendar
Generation numbering for the Every is genuinely confusing — even the biggest US guide labels two different chassis “fourth generation” in the same article — so this table runs on chassis codes and years, which are stamped on the van and cannot be argued with:
| Era | Years | Codes | Import status (August 2026) |
|---|---|---|---|
| Early carb-fed vans | to 1990 | ST-series, DA51V | Eligible — collector-priced survivors (¥965,000 median, n=2) |
| F6A era, round headlights | 1991–1998 | DE51V (2WD) / DF51V (4WD) | Fully eligible — the established camper base |
| Last F6A generation | 1999–2001 | DA52V / DB52V | Eligible through mid-2001 builds — and mispriced cheap |
| K6A turbo era | late 2001–2005 | DA62V | First build months reaching the line now, rolling monthly |
Eligibility runs on the build month stamped on the caution plate — the import guide covers verification. The Every shares its platform and most consumable parts with the Carry truck, which matters for ownership: everything the Carry guide says about the parts ecosystem applies to the van wearing the same bones.
What Everys Cost in Japan Right Now — Measured, Not Guessed
Complete public dealer inventory of 25-year-eligible Everys on Carsensor, Japan’s largest vehicle marketplace, measured August 18, 2026. Yen converted at ¥159/USD. Samples are small because the whole eligible kei-van market is only 94 vehicles — scarcity is the market’s defining feature, so the sample sizes are printed rather than hidden:
| Segment | Listings | Median asking price |
|---|---|---|
| All eligible Every vans | 14 | ¥490,000 (≈$3,082) |
| DE51V/DF51V era (1991–1998) | 7 | ¥550,000 (≈$3,459) |
| DA52V era (1999–2001) | 5 | ¥300,000 (≈$1,887) |
| Turbo-advertised (all eras) | 7 | ¥480,000 (≈$3,019) |
| Every Wagon (passenger trim, all 1999–2001) | 3 | ¥950,000 (≈$5,975) |
| Pre-1991 survivors | 2 | ¥965,000 — collector territory |
Notes: dealer retail “total payment” prices; auction prices typically run lower. Segments overlap (several turbo vans are also DA52Vs), so rows do not sum to 14. With n this small, treat medians as orientation and expect week-to-week movement.
The row that should stop you is the DA52V’s. A newer, better-appointed van at ¥300,000 against ¥550,000 for the older round-headlight era is the steepest version of a pattern I have now measured across the Acty, Sambar and Carry: Japan’s domestic market prices age, not US eligibility, and the newest importable generation falls through the gap. On the Every the gap is wide enough that a DA52V plus its entire import bill can land in the US for roughly what US dealers ask for the van alone.
The Two Turbo Eras — Read This Before You Pay a Turbo Premium
“Can I import a turbo Every?” has two answers, and mixing them up costs money:
Yes, today: the F6A turbo. Half of my measured listings — 7 of 14 — advertise a factory turbo, and by build year every one of them has to be the F6A-era unit found in grades like the Joypop Turbo — the K6A did not reach the Every until late 2001. These are genuinely importable right now, they cruise noticeably better than the naturally-aspirated vans, and at a ¥480,000 turbo median they carry no premium over the class — if anything, a slight discount. If you want boost on a van you can ship this month, this is the turbo you are buying.
Almost, on the rolling calendar: the K6A turbo. The drivetrain US build threads actually chase — the K6A DOHC turbo carried through later generations — arrived with the DA62V in late 2001. As of August 2026 its very first build months are just reaching the 25-year line, with the rest arriving month by month over the next few years. A listing that promises an “importable K6A turbo” today deserves a build-month check on the caution plate before money moves.
Whichever era you buy, the inspection points are the same, per jdmbuysell’s Every guide (the most detailed US-side writeup): check the turbo’s shaft play and the intercooler hoses — the IHI unit’s seals leak into the intake on short-trip vans, and hoses split at the clamps from heat cycling. Both are cheap fixes caught early and expensive ones caught late.
Van or Wagon — and the 2.5% Question
All 3 eligible Every Wagons in my count are 1999–2001 turbo 4WD passenger builds at a ¥950,000 median — nearly double the van. Part of that is trim (rear seats, glass, comfort equipment), part is scarcity, and part is quietly rational: passenger-configured kei vans can classify under HTS 8703 at a 2.5% duty instead of the 25% truck rate, a tenfold difference on the single biggest import fee. Classification rides on configuration and is your customs broker’s call — the cost guide covers the mechanics — but on a ¥950,000 vehicle, the duty difference alone claws back roughly $1,350 of the Wagon’s premium. For a family hauler or a windows-and-seats camper base, the Wagon deserves a harder look than its sticker suggests.
Where the Every Sits Among the Vans
Context from the same day’s measurements across the whole eligible van market: the Hijet Cargo is the cheapest way into an enclosed kei, the Minicab Van undercuts the Every slightly (¥450,000 vs ¥490,000), the Sambar Dias carries a cult premium (¥785,000), and the Acty Van has nearly vanished from public retail — a handful of listings nationwide, with its passenger sibling the Street holding collector prices (the story is in the van guide). The Every’s case is the Carry’s case translated into a van: not the cheapest, but the deepest parts ecosystem, the biggest US following, and — through the DA52V — currently the best value per year of van in the class.
The Camper Case
The Every’s US popularity is a camper story (the kei camper guide compares all the base-vehicle paths). The load floor runs roughly 1.85 meters, and with the front passenger seat folded, a six-footer sleeps diagonally without modification — the measurement that jdmbuysell’s guide highlights and half the build threads repeat. The flat floor takes a sleeping platform with basic tools, the Carry-shared drivetrain keeps mechanical support cheap, and 4WD examples (7 of my 14) handle the forest-road part of the assignment. On the US side, jdmbuysell puts today’s Every market at $3,500–18,000 with a median around $8,500; my own measurement of completed sales in Classic.com’s combined Carry/Every market averages $7,453. Against a ¥300,000–490,000 Japan-side van plus $2,900–5,300 of import costs, the arithmetic is the same one that powers this whole site: build the camper on a van you imported, not one you bought marked up.
Known Issues and the Pre-Import Checklist
- Rust is the only true killer. Floor pans, rocker seams, window surrounds and the tailgate lip — the standard kei-van rot map. All of it reads from abroad on the auction sheet.
- Sliding-door rails and rollers. The van-specific wear item: worn rollers make doors heavy or misaligned, and inspectors note it in the sheet’s free text.
- Timing belt on every importable engine. The F6A is a belt engine — assume it is due, budget the water pump with it. (The chain-driven K6A era is only now arriving.)
- Turbo-specific checks as above: shaft play, intercooler hoses, oil-feed plumbing, and a caution-plate build-month check on anything sold as a K6A car.
- Work history shows in the rear. A delivery van that spent decades loaded sags in the rear springs; the usage code on the auction sheet is the tell.
How to Import One
Confirm the build month clears the 25-year line, buy through Japan’s dealer auctions instead of tourist-priced retail — with only 14 public listings, the auction stream is where Every supply actually lives — and clear customs with the van/wagon classification question settled by your broker in advance. The import guide covers the process, the exporter comparison covers who gets you auction access, and your state’s registration rules are mapped in the 50-state legality guide.
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FAQ
What years of Suzuki Every can I import in 2026?
Builds through roughly August 2001 by build month — the full DE51V/DF51V era and nearly all of the DA52V generation. The K6A-turbo DA62V (late 2001 onward) starts qualifying month by month from here.
Can I import a turbo Every?
Yes — the F6A turbo, today, with half the current public listings advertising one at essentially no price premium. The later K6A turbo is only now beginning to cross the line; verify build month before believing any listing that claims one is eligible.
Every van or Every Wagon?
Van for the cheapest entry and cargo duty; Wagon for seats, glass, standard turbo-4WD spec and a plausible 2.5% passenger-duty classification that claws back a chunk of its premium. At current medians: ¥300,000–490,000 versus ¥950,000 in Japan.
Suzuki Every or a kei truck?
Van for weatherproof cargo, camper builds and passengers; truck for open-bed work and a cheaper, deeper market. The van guide and the truck comparison hold the numbers for both sides.
How much does an imported Every cost all-in?
A DA52V at the ¥300,000 median (≈$1,887) plus roughly $2,900–5,300 in freight, duty and fees lands around $4,800–7,200; turbo vans run $5,900–8,300, and older DE51V/DF51V builds $6,400–8,800. A Wagon that clears the 2.5% passenger classification pencils out around $9,000–10,500 landed. Line items in the cost guide.
What is a Joypop?
A passenger-friendly trim family from the F6A era — the Joypop Turbo being the spec US buyers recognize — pairing the factory turbo with nicer seats and glass. It is the closest importable-today ancestor of the later turbo wagon trims the build threads chase.