The US 25-Year Import Rule for Japanese Kei Trucks

The 25-year rule is what makes importing a Japanese kei truck to the USA legal — and understanding it properly means you can plan a purchase with confidence rather than relying on guesswork or forum advice that may be years out of date. This guide explains exactly how the rule works, which models are eligible right now, and how to move a truck from a Japanese auction to your driveway without problems at the border.

How the 25-Year Rule Actually Works

Under the National Traffic and Motor Vehicle Safety Act, a vehicle that is at least 25 years old is exempt from the Federal Motor Vehicle Safety Standards that would otherwise apply to any car or truck sold new in the USA. The relevant authority is NHTSA — the National Highway Traffic Safety Administration — and the exemption is claimed using Box 2B on the HS-7 declaration form at the time of import.

At the same time, the EPA’s Clean Air Act provides a separate 21-year emissions exemption, declared on Form 3520-1. Since any vehicle old enough to qualify under the 25-year NHTSA rule is also over 21 years old, both exemptions apply at once. One shipment, two forms, full federal compliance.

Two details that catch buyers out every year:

The clock runs from the month of manufacture, not the model year. A truck built in August 2001 becomes eligible in August 2026 — not on January 1, 2026 simply because it is stamped as a 2001 model. The production date is on the manufacturer’s compliance plate, usually found on the door jamb or in the engine bay. This is the date that counts at customs, not what appears on the title or the auction listing.

Eligibility is assessed at the date of customs entry. When the vehicle arrives at the US port, CBP checks whether it has passed its 25-year anniversary. If it arrives a week early and you try to clear customs before the date, it will be refused — and storage fees at the port are not cheap. Always plan for the vehicle to arrive and clear customs at least a few weeks after its anniversary date, not right on it.

Which Models Are Eligible Right Now

As of mid-2026, vehicles manufactured through mid-2001 qualify. Here is where the most popular models stand:

Suzuki Carry DA62T (September 2001 onward): The DA62T was introduced in September 2001 and shares the same reliable K6A engine as the more familiar DA63T — same basic architecture, same reliability. The earliest examples are already past 25 years and importable now. Production was short (roughly six months before the DA63T replaced it), so fewer are available, but it is an excellent choice for buyers who do not want to wait.

Suzuki Carry DA63T (May 2002 to August 2013): The most common kei truck in the export market. The DA63T ran for over a decade, meaning the widest selection of conditions, specs, and grades. The earliest examples (built May 2002) become eligible from May 2027. If you are targeting a DA63T, now is the right time to locate a clean example, arrange any pre-shipment work, and time the sailing to arrive after the build-month anniversary.

Daihatsu Hijet S200/S210 series: The Carry’s closest rival in reliability and US parts support. Units built through mid-2001 are fully eligible. The Hijet is a strong alternative if a specific configuration is hard to find in the Carry lineup.

Honda Acty and Subaru Sambar: Both have long production histories, and units from 2001 and earlier are importable now. The Acty uses a mid-engine layout and the Sambar is rear-engined — both more complex to service than the Carry or Hijet, but each has a loyal following among US owners who want something different.

The Import Process, Step by Step

Step 1 — Source and purchase in Japan. Work with an exporter who holds direct auction memberships and can provide the auction inspection sheet for any vehicle before you commit. Ask them to confirm the exact production month from the compliance plate before you agree to purchase — a reputable exporter does this as standard, not as a special request.

Step 2 — Export from Japan. Your exporter handles de-registration, producing the export cancellation certificate (抹消登録証明書), arranges inspection where required, and prepares the full documentation set: the export certificate with English translation, compliance plate evidence, and a bill of sale.

Step 3 — Shipping to the USA. Two main options: RoRo (the truck is driven onto a car-carrier ship, cheapest but more exposed) or container (strapped inside a steel box, better protection). For a single truck, a shared container — where your vehicle shares the container with others to split the cost — balances protection and price. Popular US entry ports for kei trucks include Baltimore for East Coast buyers and Los Angeles, Portland, or Seattle for West Coast. Transit time from Japan is typically four to six weeks.

Step 4 — Customs clearance. Your customs broker files the NHTSA HS-7 (Box 2B) and EPA Form 3520-1 (Box 8) alongside the standard entry paperwork. Import duty is due at this point — currently 2.5% on the declared value for light trucks, though tariff schedules change, so confirm the current rate with your broker. Once duties are paid and documentation accepted, the vehicle is released.

Step 5 — State title and registration. Each state handles this differently. Most accept the export cancellation certificate, bill of sale, and federal clearance as sufficient for title. Some require a VIN inspection or basic safety check. Contact your state DMV before the vehicle ships to confirm exactly what they need — it is much easier to sort out in advance than after the truck is sitting at the port.

Common Mistakes That Get Trucks Refused

Using the registration year instead of the production date. A truck first registered in late 2001 may have been manufactured in early 2001 — or early 2002. The registration year is not the compliance plate date. Always verify the actual month of manufacture.

Cutting the timing too close. Ports are not precise. Ships arrive early or late, inspections take time, and congestion happens. If your eligibility date is June 1 and you book a sailing that arrives May 28, you are taking an unnecessary risk. Book conservatively.

Buying from a seller who cannot produce the compliance plate date. If an exporter cannot show you a photo of the compliance plate with the production date clearly visible, they either do not have the vehicle in hand yet or cannot verify what they are selling. Walk away.

Skipping the customs broker. The HS-7 and 3520-1 are straightforward once you have done them before. If you have not, errors in the declaration can result in a Vehicle Eligibility Determination process with NHTSA — which delays your truck and costs more than a broker would have.

Ready to Start?

The eligibility window for Japanese kei trucks gets wider every month. If you have a specific model or chassis number you want to verify, or if you are ready to discuss sourcing a clean example and timing the shipment correctly, request a quote and we will walk you through it.