Daihatsu Taft for Sale - Import from Japan

The Daihatsu Taft launched in 1974 as a budget alternative to the Suzuki Jimny and Toyota Land Cruiser. Tiny, rugged, and laser-focused on utility, the first-gen F10 was a 958cc crawler with optional 4WD. Nicknamed the 'Kancil' (mouse deer) in Indonesia, it wasn’t just cute—it was function-first, with a slope gauge, power voltmeter, and a legitimate ladder chassis hiding under its riveted sheet steel body. Later updates brought the F20, F50, and F55, upping displacement and torque. Long-wheelbase models like the F55 trayback diesel carved a following among countryside fleets and restoration fanatics. They’re rare but gaining traction fast, now fully import-legal for the U.S. and UK. Meanwhile, Daihatsu rebooted the Taft nameplate in 2020 with the LA900S and LA910S kei-sized SUVs—recapturing the boxy silhouette but reimagining it for Japan’s urban explorers. Today’s 'Tough Almighty' vibe hits both ends of the collector spectrum: analog diesel nostalgia and modern kei-fuel efficiency. With prices climbing in Japan, smart buyers are importing clean examples before they disappear.

Let’s talk realism—not fantasy horsepower sheets. The modern Daihatsu Taft LA910S runs a 658cc three-cylinder turbo (KF-DET) making 64 PS with CVT. That may sound flimsy on paper, but paired with the 4WD drivetrain and just 870 kg curb weight, it buzzes like a caffeinated hornet through city streets and mildly rutted trails. The turbo spools early, pushing usable torque around 93 Nm—more than enough for Japan’s B-roads or suburban parkland. Classics like the F55, meanwhile, bring brawnier, diesel-driven performance. The 2.5L (DG) and 2.8L (DL42) powerplants grunt like miniature tractors with a mechanical honesty that’s hard to find in modern tech-laden trucks. Clunky 4-speed or optional 5-speed manuals transfer power through a part-time 4WD layout that will climb logging roads all day—but expect a stiff ride and some oil under your nails. The steering? Light but not vague. The suspension? Leaf springs bounce like a vintage pickup, especially with worn bushings. But that’s the Taft charm—it’s simple, effective, and never hides its true nature.

Here’s the dirty truth: not all Tafts are created equal. Classics are often rusty restoration projects—especially the undersupported F10s. Common issues include overheating on 1980s DL diesel models (bad head gaskets) and worn axle bushings leading to vague front-end feel over 100k km. Modern LA900/LA910s present their own flaws—most notably CVT judder once the transmission heats past 50,000 km, particularly on neglected units. A proper inspection is non-negotiable, especially if buying from auction platforms or smaller Japanese dealers. On the plus side, the interior (even in later models) is an ergonomic win: dial pods, slope gauges, and rubberized floors give it a rugged, ready-to-work energy. Don’t expect Land Cruiser plush—expect functionality. The fun part? The modern kei SUV’s power steering is city-perfect, and the ground clearance (190mm) lets you pull surprisingly bold lines off-road. To sidestep lemons, always source with full maintenance history and auction sheet translations. We recommend starting with our verified Taft inventory or letting us check condition at auction.

Today’s buyers are catching on—especially in the U.S., Australia, Germany, and increasingly, the UK and Kenya. LA910S Kei Tafts are being sourced by enthusiast importers who want daily-drivable 4WDs that sip fuel without sacrificing character. Their stubby footprint, turbo eagerness, and boxy stance put them in high demand as overland-lite companions or off-grid family haulers. Meanwhile, the long-wheelbase F55 diesel is storming back via Florida gray market routes and UK classic grants. Buyers recognize the analog charm, the simplicity, and the parts accessibility—especially compared to maintenance-heavy classics like the Jimny LJ or early Pajeros. What makes them irresistible in 2025? The EV era. Enthusiasts are scooping up old-school 4WDs as rolling endgames: no chips, no complexity, just gears, diesel, and steel. Whether you’re in Nairobi or Perth, the Taft is a countercultural buy.

Japanese stock is drying up—especially clean, rust-free F50 series models. Auctions do list them, but expect bidding wars on Grade 3.5+ units. LA900/910S kei variants are more common—with the trick being spec: you want G Turbo 4WD models if you're chasing the proper balance of power and drivability. Color? Gray, army green, and factory matte shades fetch stronger bidding. Most mistakes happen when buyers focus on looks, not mechanical condition. That’s why importing through pros is smarter. A proper import partner will parse auction grades, decode real vs. refreshed VINs, and handle the often-overlooked customs documentation in Japan. For more insight into what to expect financially, check out our full breakdown on Cost of Importing a JDM Car.