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Daihatsu1998–2012 Critical issues documented

Daihatsu Storia: common faults & what to check

Thinking about buying a used Daihatsu Storia (1998–2012) in New Zealand? We've documented 10 known faults for this model spanning engine, transmission, body & rust, and suspension. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.

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  • Money owing
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  • Ownership history
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  • NZ owned and operated

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10

Documented faults

Critical

Most serious

$400–$2,200

Typical repair

4

Systems covered

Which Daihatsu Storia are you looking at?

2 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Which engine is in it? These cover every year of this model.

1.0L petrol· 1.0 litre petrol1.3L petrol· 1.3 litre petrol

Start your free check on this Daihatsu Storia

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Daihatsu StoriaEngine not picked yet

Pick the engine above first: the Storia came with 2, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Daihatsu Storia

Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

matched on no vehicle context

What to look out for

The checks worth doing on a Daihatsu Storia before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Establish timing belt replacement history before purchase — if unknown, treat as overdue and factor replacement into the purchase price.

    See why

    EJ-DE and K3-VE Timing Belt Failure (Interference Engine — Engine Destruction Risk)

    Both M101 (EJ-DE 1.0L) and M300 (K3-VE 1.3L) Sirion engines use rubber timing belts in interference configurations. If the belt snaps, pistons contact valves causing catastrophic and irreparable engine damage. The EJ-DE has documented failures at lower mileages than expected when service history is absent. Belt replacement is due every 90,000 km or 6 years. The majority of imported Sirions arrive in NZ/AU with no documented belt history. This is the highest-risk pre-purchase check on any Sirion.

    What you would notice

    • Sudden engine stoppage while driving with no warning (belt snapped)
    • Engine cranks but does not fire (belt skipped or broken)
    • Ticking or slapping from the timing belt area before failure
    • Total loss of compression across all cylinders after belt failure

    Typically $600–$8,000 to put right.

  • Serious issue

    Cold-start the engine and listen for chain rattle before oil pressure builds.

    See why

    K3-VE Timing Chain Stretch and Guide Failure

    The M300 Sirion shares the K3-VE 1.3L engine with the Terios J102 and inherits the same chain-guide cracking and chain-stretch fault. Oil sludge buildup accelerated by infrequent servicing destroys the tensioner hydraulics, allowing the chain to jump a tooth and cause severe valve-to-piston contact in the worst cases. Lower-mileage M300 units that have been well-serviced are generally unaffected.

    What you would notice

    • Rattling from the top front of the engine on cold start
    • Misfires and rough running at idle or under acceleration
    • Camshaft position sensor fault codes (P0016/P0017)
    • Engine oil with a dark, gritty appearance

    Typically $900–$2,400 to put right.

  • Serious issue

    Check the coolant reservoir for oil contamination or brown scum.

    See why

    EJ-DE Head Gasket Failure Following Overheating

    The EJ-DE 1.0L three-cylinder aluminium engine in the M100 Sirion is intolerant of overheating. The cylinder head warps at relatively low overheat temperatures, allowing combustion gases to enter the coolant circuit. This is worsened by the small coolant capacity and the plastic coolant reservoir cap which fails to hold pressure when aged, allowing the system to boil at lower temperatures. Many M100 units in the NZ used market have a history of at least one overheating event.

    What you would notice

    • White smoke from the exhaust particularly on startup or under load
    • Coolant loss without visible external leak
    • Bubbling in the coolant overflow reservoir
    • Milky or foamy residue under the oil filler cap

    Typically $800–$2,200 to put right.

  • Costly issue

    Run a finger along the bottom hem of each door — bubbling paint indicates trapped moisture and rust behind the hem.

    See why

    Rear Sill and Door Bottom Edge Corrosion

    M100 and M300 Sirion bodies corrode predictably at the rear sill ends where road water is thrown by the rear tyres, and along the bottom edges of all four doors where the hemmed seam traps moisture. The rear quarter panel above the rear wheel arch also blisters. NZ-imported M300 units often show this rust pattern earlier than Australian-delivered vehicles owing to higher rainfall and coastal salt exposure. Rust in the door bottoms is largely cosmetic but untreated sill rot can spread to the structural floor pan.

    What you would notice

    • Paint bubbling along the bottom edges of doors
    • Rust staining or perforation on the rear sill ends behind the rear wheels
    • Blistering paint on the rear quarter panels above the wheel arch
    • Water ingress on interior carpet near the sills

    Typically $400–$2,500 to put right.

  • Costly issue

    Test drive in light traffic with gentle throttle in the 20–60 km/h range.

    See why

    CVT Shudder and Clutch Pack Wear

    M300 Sirion models equipped with the Jatco CVT are prone to low-speed shudder documented consistently across Sirion owners in NZ and Australia. CVT fluid degradation over time breaks down the steel-belt friction material. Neglected services — fluid changes are due every 40,000 km — significantly accelerate wear. Full CVT replacement requires sourcing units from Japan, making repairs expensive.

    What you would notice

    • Vibration or shudder at 20–60 km/h under light acceleration
    • Lurching when pulling away from rest
    • CVT warning light or transmission slipping at highway speeds
    • Dark brown or burnt-smelling CVT fluid

    Typically $250–$4,500 to put right.

  • Costly issue

    Remove oil filler cap and inspect interior for thick dark sludge or varnish coating.

    See why

    K3-VE2 VVT-i Actuator Sludge Blockage

    The K3-VE2 engine in the M300 Sirion incorporates Toyota-sourced VVT-i (Variable Valve Timing with intelligence) on the intake camshaft. The VVT-i actuator is an oil-pressure-driven phaser mounted on the cam sprocket that advances or retards valve timing. The oil galleries feeding the actuator are very fine-bore (approximately 1.5 mm). When engine oil service intervals exceed 7,500 km or low-quality oil is used, thermal degradation of the oil produces carbon and varnish deposits that partially block these galleries. Reduced oil pressure to the actuator causes it to stick in the retarded position or oscillate erratically. The M300 Sirion is frequently serviced at long intervals due to owners treating it as a disposable city car, making sludge-related VVT failure the most common engine complaint on this generation.

    What you would notice

    • Loud rattling or chain-like noise on cold start lasting 3–10 seconds
    • Rough idle and hesitation when engine is cold
    • Check engine light with VVT-i or camshaft position fault codes (P0011, P0014)
    • Reduced fuel economy and sluggish low-rpm response
    • Oil pressure warning light in severe sludge cases

    Typically $400–$2,200 to put right.

See all 10 documented issuesEverything researched for the Daihatsu Storia, including 3 rated critical.
Depends on which engine this Daihatsu Storia has — 10Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.
Engine, transmission & cooling8

01EJ-DE and K3-VE Timing Belt Failure (Interference Engine — Engine Destruction Risk)

Establish timing belt replacement history before purchase — if unknown, treat as overdue and factor replacement into the purchase price.petrol1998–2005Engine
CommonEngine $600–$8,000 to fix

Can't confirm for this car

Both M101 (EJ-DE 1.0L) and M300 (K3-VE 1.3L) Sirion engines use rubber timing belts in interference configurations. If the belt snaps, pistons contact valves causing catastrophic and irreparable engine damage. The EJ-DE has documented failures at lower mileages than expected when service history is absent. Belt replacement is due every 90,000 km or 6 years. The majority of imported Sirions arrive in NZ/AU with no documented belt history. This is the highest-risk pre-purchase check on any Sirion.

Symptoms to notice

  • Sudden engine stoppage while driving with no warning (belt snapped)
  • Engine cranks but does not fire (belt skipped or broken)
  • Ticking or slapping from the timing belt area before failure
  • Total loss of compression across all cylinders after belt failure

What to check

  1. Establish timing belt replacement history before purchase — if unknown, treat as overdue and factor replacement into the purchase price.
  2. Inspect tensioner and belt condition through the cover if accessible.
  3. Check current mileage against the 90,000 km service interval.

Where to look: Front of engine, under the timing belt cover

Parts involved: Timing belt.

Ask the seller

  • “When was the timing belt last replaced, and do you have the invoice?”
  • “If history is unknown, what is the current odometer reading?”
  • “Has the engine ever stopped unexpectedly while driving?”

02K3-VE Timing Chain Stretch and Guide Failure

Cold-start the engine and listen for chain rattle before oil pressure builds.petrol2005–2011Engine
CommonEngine $900–$2,400 to fix

Can't confirm for this car

The M300 Sirion shares the K3-VE 1.3L engine with the Terios J102 and inherits the same chain-guide cracking and chain-stretch fault. Oil sludge buildup accelerated by infrequent servicing destroys the tensioner hydraulics, allowing the chain to jump a tooth and cause severe valve-to-piston contact in the worst cases. Lower-mileage M300 units that have been well-serviced are generally unaffected.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling from the top front of the engine on cold start
  • Misfires and rough running at idle or under acceleration
  • Camshaft position sensor fault codes (P0016/P0017)
  • Engine oil with a dark, gritty appearance

What to check

  1. Cold-start the engine and listen for chain rattle before oil pressure builds.
  2. Request full service records and confirm oil changes at or below 7,500 km intervals.
  3. Scan ECU for VVT and cam correlation codes before purchase.
  4. Remove the oil filler cap and check for sludge or mayonnaise deposits.

Where to look: Front of engine block, behind plastic timing cover

Parts involved: Timing chain.

Ask the seller

  • “Has the timing chain or chain guides ever been replaced?”
  • “What is the oil change interval and what oil specification was used?”
  • “Has the car ever shown a Check Engine light for camshaft or VVT faults?”

03EJ-DE Head Gasket Failure Following Overheating

Check the coolant reservoir for oil contamination or brown scum.petrol2000–2004Engine
OccasionalEngine $800–$2,200 to fix

Can't confirm for this car

The EJ-DE 1.0L three-cylinder aluminium engine in the M100 Sirion is intolerant of overheating. The cylinder head warps at relatively low overheat temperatures, allowing combustion gases to enter the coolant circuit. This is worsened by the small coolant capacity and the plastic coolant reservoir cap which fails to hold pressure when aged, allowing the system to boil at lower temperatures. Many M100 units in the NZ used market have a history of at least one overheating event.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • White smoke from the exhaust particularly on startup or under load
  • Coolant loss without visible external leak
  • Bubbling in the coolant overflow reservoir
  • Milky or foamy residue under the oil filler cap

What to check

  1. Check the coolant reservoir for oil contamination or brown scum.
  2. Use a combustion leak test (block tester/CO2 sniff test) on the open coolant filler with the engine running.
  3. Inspect the coolant reservoir cap for cracking or softened rubber seal.
  4. Check service records for any overheating incidents.
  5. Remove the oil filler cap and inspect for milky or caramel-coloured residue.

Where to look: Cylinder head / head gasket, top of engine

Parts involved: Head gasket.

Ask the seller

  • “Has the engine ever overheated or has the temperature gauge ever risen into the red?”
  • “Has a head gasket or cylinder head repair ever been carried out?”
  • “Has the coolant reservoir cap been replaced recently?”

04CVT Shudder and Clutch Pack Wear

Test drive in light traffic with gentle throttle in the 20–60 km/h range.petrol2004–2010Transmission
CommonTransmission $250–$4,500 to fix

Can't confirm for this car

M300 Sirion models equipped with the Jatco CVT are prone to low-speed shudder documented consistently across Sirion owners in NZ and Australia. CVT fluid degradation over time breaks down the steel-belt friction material. Neglected services — fluid changes are due every 40,000 km — significantly accelerate wear. Full CVT replacement requires sourcing units from Japan, making repairs expensive.

Symptoms to notice

  • Vibration or shudder at 20–60 km/h under light acceleration
  • Lurching when pulling away from rest
  • CVT warning light or transmission slipping at highway speeds
  • Dark brown or burnt-smelling CVT fluid

What to check

  1. Test drive in light traffic with gentle throttle in the 20–60 km/h range.
  2. Check CVT fluid condition — should be pink/red and not burnt-smelling or dark.
  3. Ask for CVT fluid service records.

Where to look: CVT unit beneath the engine bay, centre of vehicle

Parts involved: Clutch.

Ask the seller

  • “Has the CVT fluid been changed, and when?”
  • “Have you noticed any shudder or vibration when accelerating gently at low speed?”
  • “Has a transmission warning light appeared?”

05K3-VE2 VVT-i Actuator Sludge Blockage

Remove oil filler cap and inspect interior for thick dark sludge or varnish coating.petrol2004–2012Engine
CommonEngine $400–$2,200 to fix

Can't confirm for this car

The K3-VE2 engine in the M300 Sirion incorporates Toyota-sourced VVT-i (Variable Valve Timing with intelligence) on the intake camshaft. The VVT-i actuator is an oil-pressure-driven phaser mounted on the cam sprocket that advances or retards valve timing. The oil galleries feeding the actuator are very fine-bore (approximately 1.5 mm). When engine oil service intervals exceed 7,500 km or low-quality oil is used, thermal degradation of the oil produces carbon and varnish deposits that partially block these galleries. Reduced oil pressure to the actuator causes it to stick in the retarded position or oscillate erratically. The M300 Sirion is frequently serviced at long intervals due to owners treating it as a disposable city car, making sludge-related VVT failure the most common engine complaint on this generation.

Symptoms to notice

  • Loud rattling or chain-like noise on cold start lasting 3–10 seconds
  • Rough idle and hesitation when engine is cold
  • Check engine light with VVT-i or camshaft position fault codes (P0011, P0014)
  • Reduced fuel economy and sluggish low-rpm response
  • Oil pressure warning light in severe sludge cases

What to check

  1. Remove oil filler cap and inspect interior for thick dark sludge or varnish coating.
  2. Check the oil dipstick for black tar-like oil consistency rather than amber.
  3. If accessible, inspect VVT-i actuator sprocket face for oil residue buildup around the centre phaser ports.
  4. Review service history for oil change intervals.
  5. If a workshop inspection is possible: Scan for OBD-II camshaft timing codes.

Where to look: VVT-i phaser on intake camshaft sprocket, front of engine under timing cover

Ask the seller

  • “What oil change interval was followed — km and months?”
  • “Has the engine ever thrown a check engine light related to timing or camshaft?”
  • “Was 0W-20 or 5W-30 fully synthetic oil used as specified?”

06Automatic transmission solenoid wear (Toyota/Aisin U340E unit)

Check the transmission fluid via the dipstick if accessible — it should be pink/red and odourless.petrol2004–2011Transmission
OccasionalTransmission $600–$1,800 to fix

Can't confirm for this car

The M300 Sirion automatic uses the Toyota/Aisin U340E four-speed unit, shared across multiple small Toyota and Daihatsu platforms. This gearbox is reliable when fluid-serviced regularly but the shift solenoids and pressure control solenoid wear on examples that have never had the fluid changed. The first symptom is harsh or delayed 1-2 upshifts; the gearbox eventually defaults to third-gear limp mode to protect itself. Fluid burned black and smelling of varnish confirms neglect. Solenoid replacement is possible but labour-intensive; a worn valve body may require replacement if solenoids have been left to fail.

Symptoms to notice

  • Harsh or clunky 1-2 upshift, especially when cold
  • Delayed engagement when selecting Drive or Reverse from Park
  • Gearbox stuck in third gear (limp mode) with flashing AT warning light
  • Dark brown or black transmission fluid with a burnt smell

What to check

Check the transmission fluid via the dipstick if accessible — it should be pink/red and odourless. During the test drive, note the 1-2 shift quality cold and warm. Any jolt, bang, or flare (rpm spike on the shift) points to solenoid or valve body wear. Pull the AT fault codes if the warning light is on.

Where to look: Automatic gearbox, valve body inside the transmission sump pan

Parts involved: Mechatronic / valve body.

Ask the seller

  • “Has the automatic transmission fluid ever been changed?”
  • “Does the gearbox shift smoothly when cold, or is there a jolt on the 1-2 shift?”
  • “Has the AT warning light ever come on?”

07Front Engine Mount Rubber Fatigue and Vibration

Inspect front engine mount rubber visually for cracking and separation.petrol2004–2012Engine
Very commonEngine $180–$520 to fix

Can't confirm for this car

The M300 Sirion uses a front transverse engine mount with a hydraulically damped rubber isolator that is shared in design philosophy with the Move L150 platform. The K3-VE2 engine's torque reaction under acceleration loads the front mount in a shear direction, which accelerates rubber-to-metal bond separation particularly on the inner sleeve. Extended idle periods common in city use (the Sirion's primary role) expose the mount rubber to prolonged heat soak without the cooling airflow of highway driving, compounding ozone and thermal degradation. Failure is progressive and often ignored by owners who attribute early-stage vibration to tyre imbalance. A collapsed front mount on the M300 can cause the lower engine cover to contact the steering rack under severe engine movement.

Symptoms to notice

  • Vibration through floor and steering column especially at idle in gear
  • Clunk when engaging Drive or Reverse from Park
  • Engine visibly rocks under hard acceleration
  • Increased drone or rumble felt through seat at low speeds
  • Rattling from engine bay at idle that stops when engine is switched off

What to check

  1. Inspect front engine mount rubber visually for cracking and separation.
  2. With engine running, have an assistant blip the throttle while you observe engine movement from a safe distance — more than 10–15 mm of movement indicates a failed mount.
  3. Check adjacent gearbox mount and rear dogbone torque rod.
  4. Inspect lower engine cover for contact marks indicating prior excessive engine movement.

Where to look: Front engine mount, engine crossmember, between engine block and front subframe

Parts involved: Steering rack.

Ask the seller

  • “Has any engine mount been replaced on this vehicle?”
  • “Is there vibration felt in the cabin at idle, particularly with air conditioning on?”
  • “Does the engine make any clunking sounds when changing gears or accelerating from rest?”

08Idle Speed Hunting — IAC Valve Carbon Fouling

Allow the engine to reach full operating temperature and observe idle quality.petrol2000–2011Engine
CommonEngine $100–$350 to fix

Can't confirm for this car

Both the EJ-DE 1.0L and K3-VE 1.3L engines in the M100 and M300 Sirion use a stepper-motor idle air control (IAC) valve that accumulates carbon deposits from crankcase vapour passing through the inlet tract. The carbon restricts the IAC passage and causes the ECU to hunt for the correct idle speed, producing oscillating RPM at idle. The fault is worsened by short-trip driving that prevents the engine from reaching full operating temperature and burning off deposits.

Symptoms to notice

  • Engine RPM oscillating between approximately 500 and 1200 RPM at idle
  • Rough or lumpy idle especially when cold
  • Occasional stalling at junctions when the engine is warm
  • Idle that improves temporarily after a long highway run

What to check

Allow the engine to reach full operating temperature and observe idle quality. A hunting idle that rises and falls rhythmically is characteristic of IAC carbon fouling. Check the inlet air ducting for cracks that could cause false-air lean conditions causing similar symptoms. If a workshop inspection is possible: Remove the IAC valve and inspect the pintle and seat for carbon deposits — heavy fouling indicates the issue.

Where to look: Throttle body / idle air control valve on inlet manifold

Ask the seller

  • “Has the idle air control valve or throttle body ever been cleaned or replaced?”
  • “Does the engine idle smoothly both hot and cold?”
Body, brakes, suspension & interior2

01Rear Sill and Door Bottom Edge Corrosion

Run a finger along the bottom hem of each door — bubbling paint indicates trapped moisture and rust behind the hem.2000–2011Body & Rust
Very commonBody & Rust $400–$2,500 to fix

Can't confirm for this car

M100 and M300 Sirion bodies corrode predictably at the rear sill ends where road water is thrown by the rear tyres, and along the bottom edges of all four doors where the hemmed seam traps moisture. The rear quarter panel above the rear wheel arch also blisters. NZ-imported M300 units often show this rust pattern earlier than Australian-delivered vehicles owing to higher rainfall and coastal salt exposure. Rust in the door bottoms is largely cosmetic but untreated sill rot can spread to the structural floor pan.

Symptoms to notice

  • Paint bubbling along the bottom edges of doors
  • Rust staining or perforation on the rear sill ends behind the rear wheels
  • Blistering paint on the rear quarter panels above the wheel arch
  • Water ingress on interior carpet near the sills

What to check

  1. Run a finger along the bottom hem of each door — bubbling paint indicates trapped moisture and rust behind the hem.
  2. Probe the rear sill ends firmly with a screwdriver tip.
  3. Inspect the rear quarter panel from inside the boot for blistering.
  4. If a workshop inspection is possible: Lift the rear carpet to check whether sill rot has spread to the floor.

Where to look: Door bottom hems, rear sill ends, rear quarter panels above wheel arches

Parts involved: Body corrosion.

Ask the seller

  • “Has any rust treatment, panel repair or repainting been done?”
  • “Has the vehicle been stored outside near the coast?”

02Front wheel bearing failure

Lift each front wheel and rock it at 12 and 6 o'clock — any movement indicates bearing play.petrol1998–2011Suspension
CommonSuspension $250–$550 to fix

Can't confirm for this car

Both M100 and M300 Sirion generations are reported on owner forums and NZ workshop writeups as having above-average front wheel bearing wear. The compact hub and bearing assembly is subjected to lateral loads from the tight turning radius used in urban driving, and gravel road or kerb strike impacts accelerate wear. Failed bearings produce a characteristic wheel-speed-proportional drone from the front end that changes pitch on a sweeping corner as load transfers off the worn side. NZ WoF inspectors frequently identify play on Sirion front hubs at high mileage.

Symptoms to notice

  • Droning or growling noise from the front that increases with vehicle speed
  • Noise changes when cornering (louder one way, quieter the other)
  • Vibration through the steering wheel at highway speed
  • Play felt when the front wheel is rocked at 12 and 6 o'clock positions

What to check

Lift each front wheel and rock it at 12 and 6 o'clock — any movement indicates bearing play. Then spin the wheel by hand and feel/listen for roughness. On the test drive, take a long sweeping corner at 80 km/h and note whether a drone changes — a worn left bearing gets louder on a right-hand sweep as load transfers to it.

Where to look: Front hub and bearing assembly, one each side

Parts involved: Wheel bearing.

Ask the seller

  • “Has either front wheel bearing been replaced?”
  • “Is there any droning or wheel noise at highway speed?”
  • “Has the car had any kerb strikes or pothole impacts?”

What these repairs cost on other cars

Some of the Daihatsu Storia’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Daihatsu models

Daihatsu Terios34 documented faultsDaihatsu Be-go22 documented faultsDaihatsu Move20 documented faultsDaihatsu Cuore9 documented faultsDaihatsu Mira e:S9 documented faultsDaihatsu Rocky7 documented faults

Daihatsu Storia buyer questions

Is the Daihatsu Storia reliable?

Like any used car, it depends on the specific example and its service history. Across the 10 documented faults for the Daihatsu Storia, the recurring problem areas are engine, transmission, and body & rust. A Daihatsu Storia with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Daihatsu Storia?

We've catalogued 10 known faults for the Daihatsu Storia, covering engine, transmission, and body & rust. All 10 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Daihatsu Storia?

Most single repairs on the Daihatsu Storia fall between $400–$2,200 at NZ independent-workshop rates. Some of the 10 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Daihatsu Storia?

Yes. A Daihatsu Storia inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.