Honda Today for Sale - Import from Japan

Launched in 1985, the Honda Today was never intended to be cool. Designed as a sub-kei commercial vehicle, it evolved stealthily into one of Japan’s best kept secrets in urban motoring. Early models (JA1/JA2) were carb-fed, featherlight, and barely whispered past 40 horsepower. But by 1993, Honda had refined the formula. The second-gen JD1/JD2 brought smoother EFI engines, better crash protection, and funky ‘bubble car’ styling that made it feel more Tyco Micro-Machine than real car. All models stayed under 3.3 meters in length, making parking in Tokyo's back alleys or Trader Joe’s lots equally effortless. Uniquely, Honda never mass-exported the Today. It stayed JDM-exclusive, sold almost entirely through domestic Japanese dealers. That’s part of its mystique now—an artifact of Japan’s ultradense urban age, preserved nearly untouched by overseas markets.

Under the hood: a 660cc SOHC 3-cylinder, known as the E07A in its later EFI-equipped forms. On paper, 48 PS and 57 Nm of torque barely register. In practice? It’s delightfully alive. Keep the tach north of 3000 rpm and it zings like a caffeinated sewing machine. The exhaust is subdued, but there's a distinct intake rasp hardwired into the cabin. Below that, it’s soft. Above 5500, it’s buzzy—but never bad buzzy. It makes you rev it, and reward comes through feel. Pair it with the 5-speed manual (avoid the 3-speed auto if you care about response) and you’ll find torque spread thin but usable if you keep momentum. Gearing is short, and the car dives into corners with scooter-like immediacy. At 650 kg, it’s lighter than many modern motorcycles with luggage. That makes it fun—and surprisingly efficient in stop-start traffic.

Is it truly an 'eco_city' car? In feel and function, absolutely. Real-world users in Japan report 15–20 km/L in city driving (35–47 mpg US), especially with the 5MT and sensible throttle use. It’s not hybrid-level frugal, but there’s no battery to replace—and no traction motors to confuse mechanics. That simplicity pays off: parts are still in decent supply, and even today, it’s one of the cheapest gasoline cars to operate in a big city. The Today feels like a power-assist shopping cart in parking lots. The turning circle is hilariously tight—around 4.5 meters—letting you U-turn in alleys the size of some American driveways. Diagonal visibility is excellent thanks to ultra-thin pillars and upright glass. And it’s so short, you’ll park where SUVs fear to tread.

Let’s be blunt. These are old cars now—some pushing 30 years. And kei cars weren’t always garaged or pampered. The top three mechanical alerts for buyers: 1. Rust – Look under the rear arches, in the lower hatch seam, and especially under the front carpets. Moisture + time = rot. Sound floorpans? That’s a rarity. 2. 3-speed Auto Failures – Hard shifts, delays into D or R, or lock-up clutch shudder can spell terminal gearbox issues. Fluid change neglect is part of the problem. 3. EFI health – Even the E07A can misbehave with aging sensors. Cold starts and idle instability often trace to tired oxygen sensors, injectors, or caps. When ZervTek inspects for clients, we always lift the carpets, tap the sills, and check gearbox behavior on hot starts. Whether sourcing from dealer lots or auctions, our on-ground specialists know precisely where these hide their flaws. As for the buying reality? While early JA1s trickle through salvage auctions, clean JD1/JD2 models—especially high-grade manual RS-types—are now inching into collector territory. Auction sheets matter a LOT here. If you’re not sure how to read them, start with our guide: How to Read Auction Sheets.

Tiny, weird, and practically unknown outside Japan—the Today is quietly gaining steam among those who’ve had their fill of overpriced Evos and Skylines. The appeal? It’s purity. No power steering. No ABS. No CVT. Just manual controls, crisp visibility, and a one-liter experience distilled into two-thirds the size. JD1/JD2 RS or Xi trims feel especially satisfying with tighter build, modernized interiors, and EFI efficiency without diluting the analog magic. They're cheap to store, laughably frugal to run, and draw more grins at Cars & Coffee than a base Cayman. They're especially popular in countries with tight city centers—UK, Germany, New Zealand—though US buyers are catching on quick. Want to compare how they stack to pricier imports? Check our page on the Cost of Importing a JDM Car.