EVEN without modification this Hijet seems to be holding its own on a run through the forest. PHOTO SUPPLIED
THOUGH designed for light delivery work in Japanese cities, Kei trucks have become an accidental hit as all-terrain vehicles (ATV) on some King Country farms.
Imported second hand from Japan, the little 66Occ four-wheel drives, are disrupting an ATV market traditionally dominated by quad bikes and side-by-sides, none of which can gain a warrant of fitness.
Late model Kei trucks like the three-cylinder Daihatsu Hijet, are fully road legal. They can hold 100km on the open road quite easily, with refinements including air bags, ABS and traction control. The downside is that the Japanese imports are less capable off road than the traditional farm ATVs.
In Japan, Kei trucks are part of a unique class of vehicle which includes motorcycles, hence registration and running costs are far less than for than normal-sized vehicles. The little 4X4 vehicles are used by most small contractors and for delivery work.
Auckland car dealer John Griffith recalls a rural customer who purchased a Kei truck following disenchantment at the way his staff were abusing the farm’s late model side-by-side.
“For him it was a no-brainer. He preferred a ‘proper car’ to get round the farm in – one which shielded the driver from the elements and did not require anyone to wear helmets,” John said.
“And my customer was sick of staff taking out his Polaris and hammering it, because he said they seemed to break something every time they did this.
“He said after replacing the Polaris with a Hijet things improved; his workers were less inclined to try to jump it. Meanwhile, though parts and servicing costs are relatives high with quads and side-by-sides, running a Kei truck proved cheaper compared to a traditional ATV. Kei trucks were produced by large Japanese car companies, whose servicing and spare parts generally cost less than those of ATV manufacturers.
“Best of all, my customer pointed out Kei trucks have number plates, so you can run into town in one to pick up the fence posts or groceries.”
John admits off road performance is a mixed bag. He has taken them to Muriwai Beach and found them quite capable in the sand, but on any dirt track rutted by traditional Toyota or Nissan utes, the little trucks’ 12-inch wheels are quite literally out of their depth.
A specialist Hamilton company tricked out Kei trucks to increase off-road performance, including by fitting of wider (quad bike) tyres. Such work vastly improved off-roading capabilities but rendered the little vehicles unable to be registered for the road – the big drawcard for many farmers.
As for safety, since Kei trucks have air bags and seat belts, John considers them far safer in a crash than dedicated ATVs.
“But I wouldn’t want to hit a logging truck in one. When driving them you’re all too aware that you are sitting on top of the engine, that your feet are well forward and there’s not a lot of frontal protection. They’re better than a bike and that’s about it. However, in Japan, I saw a guy roll his Kei truck on the expressway then walk away from it – which I didn’t think he would have.
“Another disadvantage of Kei trucks is that the load limit is 350kg, far less than the likes of your Nissan or Toyota ute will be 850 kg.”
He said Kei trucks’ fuel consumption was respectable – ranging from about 5 to 8 litres of petrol per 100km. But with electric vehicles on the way in, even the future of the economical Kei trucks looked uncertain.
Honda ended production and sales of its last Kei truck when production of its Honda Acty stopped in 2021. Daihatsu and Suzuki are now the only mass-production manufacturers of the vehicles, though other Japanese companies still sell re-badged versions of these.
But as of 2023, the little trucks remain the cheapest late model vehicles that can be sourced second-hand out of Japan, with many still finding their way onto Kiwi farms.
