Subaru Sambar

The year is 1990, and Subaru decides it's time to level up its beloved Sambar. Engine regulations loosened up, and Subaru wasted no time bumping the engine size to a mighty 660cc, finally giving this compact workhorse the punch it needed. The 5th-gen Sambar wasn’t just another Kei truck—it was the only one rocking a four-cylinder engine, making 40 to 55 horsepower, depending on whether you opted for the supercharged version. And yes, they got Kuniko Yamada—yes, the Japanese comedian—on board for the commercials, because why not?

Now sharing its EN07 engine with the Subaru Vivio, this Sambar had serious bragging rights. The carbureted version packed a respectable 40 PS, while the supercharged model, equipped with fuel injection, cranked out 55 PS—enough to make you feel like you’re in a Kei truck drag race. And let’s talk drivability: Subaru’s fancy ECVT transmission made an appearance here, alongside full-time 4WD with a viscous coupling differential, ready for whatever terrain you threw at it. But the ECVT wasn’t a love story for long—1995 said goodbye to it in favor of a more reliable 3-speed automatic after too many customers realized their “drivability issues” were more like “this transmission hates life.”

For the bigger sibling, the Domingo, Subaru borrowed the Justy's 1.2-liter engine and stretched the body to seat seven. But it’s the Sambar Dias Wagon that kept Kei enthusiasts buzzing. Subaru, in their infinite wisdom, also added special edition packages like the retro-cool “Dias Classic”—because nothing screams Kei style like throwing back to a design that was already retro when it was new.

Let’s get into the heart of the Sambar’s quirks: the supercharged 660cc engine might sound fun on paper, but the reality? It had a notorious appetite for oil and heat. Fresh gaskets became a necessity, and many owners added oil coolers just to keep things running smooth. That tiny engine wasn’t too happy at high speeds either—the ECU would dump fuel to keep it from exploding, leaving you with fuel economy that could rival a muscle car (and not in a good way). Sure, the 5-speed manual gave you that extra gear, but cruising above 70 mph? A risky move unless you had a stash of spare parts ready.

Ground clearance was a surprising 7.5 inches, making the Sambar one of the tallest Kei trucks around, but lifting it beyond two inches? Forget it. The suspension layout, while comfortable, limited how high you could go. Subaru’s push-button 4WD was a neat trick, but it wasn’t designed for heavy sand or dirt loads—this wasn’t a dune basher, no matter how cool you thought you looked pushing it to the limit. Dump trucks were rare too—because who wants to overload the rear when the engine’s already sitting back there?

Despite its occasional mechanical drama, the fifth-generation Sambar became a cult favorite. It handled well thanks to its coil-over strut front suspension and trailing arm rear setup, and when maintained properly, it would run like a dream. But, here’s the kicker: Subaru’s reputation for reliability took a hit with this generation. It wasn’t that parts were hard to find—Subaru had you covered there—but if you didn’t stay on top of things, the Sambar would let you know. In the end, it was still the most stylish, powerful, and head-turning Kei truck of its time. Just don’t expect it to be low-maintenance.