Kei trucks are now commonplace in Japan’s rural areas, construction sites, and street corner stores. Tracing their roots reveals major historical developments, including postwar reconstruction from the ashes of the country, the restrictions imposed by the GHQ occupation, the Cold War and special demand during the Korean War, and the creation of the unique “kei car” system. This program unravels the timeline from the era of three-wheeled trucks to the successive appearance of the first generation of “kei trucks” such as the Kurogane Baby, Hijet, Sambar, and Carry, and how these small, hardworking trucks have come to support Japanese society, while also incorporating global and Japanese circumstances into the story.

Japan’s light trucks were not born as “cute companions” from the beginning. They were driven by the circumstances of Japan and the world at the time – a country reduced to ashes by war, restrictions under occupation, rapid economic growth and an energy crisis – and they ended up becoming “small but hard-working trucks.”

A pre-war three-wheeled truck and a post-war burnt-out ruin

Tracing its roots, we first arrive at the motorcycle-based three-wheeled trucks that were in use before the war. Known as auto-tricycles, these were inexpensive “luggage carriers” responsible for small-lot deliveries in urban areas.
However, as World War II intensified, automobile production shifted to military vehicles, and by the end of the war, cities were burnt out and roads and infrastructure were in ruins. From 1945 onwards, Japan was under GHQ occupation, which imposed strict restrictions on automobile production, with only a very limited number of trucks being produced under a license system.

The Birth of the “Light Car System” in 1949 and the Cold War Structure

In 1949, the Japanese government created a new category of vehicles called “kei cars.” These were extremely small vehicles, measuring approximately 2.8 meters in length, 1 meter in width, and with engines in the 150cc range.

These vehicles had two aims: one was to provide an affordable form of transportation that even poor people could afford. The other was to develop the automobile industry with limited resources and technology, and turn it into a future export industry.

At the same time, the Cold War was in full swing around the world, and Japan, as a “showcase for the capitalist camp,” was being called upon to rapidly rebuild its economy. Unable to afford to import large numbers of large-displacement vehicles, the nation bet on small cars that it could produce itself. The kei car system was born to set the stage for this, and what would later become light trucks would fall into this category.

Special demand during the Korean War and the heyday of three-wheeled trucks

The outbreak of the Korean War in 1950 was a major turning point for the Japanese economy. Demand for supplies and industrial products for the US military soared, and logistics connecting factories and ports, and cities and rural areas, suddenly became more active.
The vehicle of choice during this era was, of course, the three-wheeled truck. Simple, inexpensive, maneuverable, and able to manage even rough roads, it was these small, hard-working vehicles, not just large trucks, that supported post-war reconstruction and the booming economy.
Meanwhile, standards for light vehicles were also being developed, and in 1954, engine displacement was standardized to 360cc. This made it much more realistic to design a “proper small cargo vehicle that could carry both passengers and cargo,” and laid the groundwork for the creation of four-wheeled light trucks.

The 1958 Midget, and the “first years of the light truck” from 1959 to 1963

In 1958, Daihatsu released the three-wheeled light truck “Midget,” which became an explosive hit as a means of transportation for small shops and self-employed people all over Japan. Fishmongers, tofu makers, dry cleaners… the sight of small businesses paired with small trucks spread across the country.
Continuing this trend, four-wheeled light trucks finally appeared. In 1959, Tokyu Kurogane Kogyo’s “Kurogane Baby” was released, setting a precedent as a rear-engine, cab-over light commercial vehicle. In 1960, Daihatsu released the first-generation “Hijet,” followed in 1961 by Fuji Heavy Industries’ “Subaru Sambar” and Suzuki’s “Suzulight Carry.”
In 1963, Honda released its first four-wheeled light truck, the “T360.” Within just a few years, almost all of the major light truck brands that continue to this day were launched, and the “kei truck” genre quickly took shape.

High economic growth and the “light truck warring states period”

Japan was in the midst of a period of rapid economic growth in the 1960s. With the mechanization of rural areas, the influx of population into cities, and a boom in housing and infrastructure construction, demand for small trucks capable of navigating narrow roads soared.
During this period, as many as nine manufacturers entered the light truck market, ushering in a veritable “light truck warring states era.” While hooded pickup trucks were common initially, cab-over trucks became mainstream in order to provide a wide cargo bed within a limited overall length. With road construction in preparation for the Tokyo Olympics also providing a tailwind, light trucks became established as “Japan’s infrastructure,” working everywhere from rural to urban areas.

Oil crisis, exhaust gas regulations and expansion of standards

In the 1970s, a global energy crisis – the first oil crisis – occurred. Kei trucks’ popularity as fuel-efficient small commercial vehicles actually increased, but at the same time, air pollution became a social issue, and exhaust gas regulations became stricter with each passing year.
It became difficult to meet regulations with a small 360cc engine while still delivering performance that was suitable for work, so in 1976 the upper limit on engine displacement for kei cars was raised to 550cc. It was raised again to 660cc in 1990. Kei trucks gradually became more robust to adapt to road conditions during the bubble era, highway driving, and improved safety features.
In 1998, size regulations were put in place, at 3.4m in length and 1.48m in width, the same as today, and the “standard size for kei trucks” was nearly finalized.

Since the 2000s: From domestic infrastructure to a global cult favorite

Even since the 2000s, light trucks have remained an essential part of daily life in Japan’s rural areas, for small businesses, construction sites, mobile sales vehicles, and even as the base vehicle for camper vans. While the burden has increased due to factors such as hikes in light vehicle taxes, their low maintenance costs and ease of handling remain a major attraction.
Meanwhile, Japanese light trucks that have reached the end of their useful life are now being exported around the world as used vehicles. In the United States, where there is a 25-year rule, older light trucks can be legally imported, making them popular as transportation for farms and campuses, or as hobby vehicles. There is also a growing movement in some states to allow them to be driven on public roads, and light trucks, once considered commonplace “work tools” in Japan, are beginning to be loved overseas as slightly unusual yet convenient vehicles.

Amid the chaos and poverty of the post-war period, there was a demand for “small, cheap trucks that could get the job done properly.” The light vehicle system was created to meet this demand, and manufacturers went through a lot of trial and error. These efforts have led to the sight of light trucks still seen on rice paddy paths, at construction sites, and in campground parking lots. The history of light trucks could be said to reflect Japan’s recovery and growth, and its steps as it opens up to the world.