Daihatsu Feroza microclub (Moscow, Russia)
Our community of 30-40 Daihatsu Feroza/Rocky owners exists for:
- repair and service information interchange
- selling, buying, and exchanging of used spare parts
- help in repair, adjustment, tuning and upgrade
- information on the sources of new spare parts and trustworthy auto-services
- joint off-road driving and expeditions
Contact me on email (preferably) or call +7 916 172-4710 (14:00-22:00 Moscow time).
Information for Feroza-drivers (click on the item you need)
List of used spare parts on sale/exchange.
List of needed spare parts .
Rules of payment, shipping, and damage assessment.
More photos and repair/upgrade history is at the bottom of
this vehicle profile on DRIVE2.RU.
Photos of other club members
Illustrated tuning report at "Drive2"
(click to refresh a photo below this list)
SHIEDING, ENFORCEMENT, FIXATION
- additional front and rear frame crossbars with platforms for winches
- enforced rear bumper with spare wheel swinging arm (connected with a winch platform, the swinging arm is coupled to the back door via a ball joint rod)
- enforced front bumper with integrated bullbar (connected with a winch platform)
- middle safety frame (coupled through the roof with a luggage frame) + door frame reinforcement + front fender reinforcement subframe
- luggage basket (coupled through the roof with rear and middle safety frames; has mountings for an anchor, spade, sand tracks and a hi-jack; air deflectors at front and rear sides)
- two-section rooftop aluminium box (210L+85L)
- load-bearing footboards (coupled to frame)
- undershields for the engine, transmission, both fuel tanks, and a water tank
- removable studs for rope warping (on the bullbar) + anti-branch wires
- suspension lift (3cm) and front rebound stroke elongation(spacers: 10mm at lower ball joints, 40mm at upper ball joints, 11mm at front axle for drive shaft straightening, 60mm at rear leaf spring mounts)
- relocation of the steering link 15mm down (to compensate toe-in play), raised pitman arm, enforcement (additional bracket at the lower side) and relocation (15 mm down) of the idler arm, skewed spacers between the frame and the upper arm axis 7-14mm (to increase caster to 3° and to compensate camber changed after rebound stroke elongation)
- upper arm inforcement (welded semimonocoque around an upper ball joint)
- additional coil springs in rear suspension (muffler and fuel pumps were relocated to free space for the springs)
- adjustable front shock absorbers (Koni); two pairs of rear shock absorbers in parallel (Koni+UAZ)
- Cooper Discoverer STT 215/85 R16 tyres and RedBTR discs (summer), Cooper Discoverer STMaxx 215/85 R16 tyres and Dotz Dakar 7x16 steel discs (winter). Maximal installable tyre size is 32" (235/85 R16)
- self-blocking front differential with overrun clutch (Keiser Locker)
- rear differential with limited slip (LSD with increased pre-load)
- main gear 1:5.57 (front and rear) (from A/T version; traction increase is 5%)
- Aisin mechanical wheel hubs (instead of stock automatic ones)
- disconnectable snorkel made of a 60mm pipe (air inlet is inside the heater intake air chamber)
- enlarged engine radiator (core height increased by 50mm), tuning of a visco fan coupling (used more viscous working fluid)
- additional electric fan (thermo sensor built in a pipe; on/off by the sensor and air conditioner signals)
- short intake system with flat filter and stock air chamber (to free space for a 2nd battery, and compressor)
- short exhaust system (to free space for a water tank) (stainless steel pipes, flame-arrester, flexible link; universal muffler tank; exhaust pipe redesigned and relocated)
- front winch SNC 9000 (4.1t, installed inside a bumber with a window for easy access to the wire, radio relay is in the motor compartment, rollers are integrated into a bumper, synthetic rope 8mm x 20m)
- rear winch ĐomeUp 4500 (1.8t, installed inside the bumber, relay is in the rear fender, synthetic rope 6mm x 20m)
- second battery (to the left of engine; air duct was redesigned and relocated)
- 80└ alternator(instead of a stock one), master switches 100/500└
- additional low-beam lights (on the bullbar) and LED camping lights (rooftop)
- 220V x 1000W inverter (located beside the left casegood)
- air compressor 98 L/min (located left to the engine)
- two positive-controlled horns (in stead of a stock negative-controlled one)
- four 12V sockets, one 220V socket, one USB charger socket, additional roof light
- future plans: manual alternator switch (for fords)
BODY, CABIN, GADGETS
- body lift (6cm) (caprolon spacers; modified mounts for bumbers and footboards, radiator moved down, transmission and transfer levers bent and elongated, mudflaps moved to footboards and frame crosstube)
- casegoods replaceable with rear seats (boxes slide backwards) + folding beds for two people (mounted on casegoods, steering wheel and dashboard; mount/dismount ~ 10 min)
- cabin tuning: left foot rest, front seats lift (2cm), fire extinguisher mounting, right arm rest combined with a box
- GSM 900/1800 booster (located under the rear seat) + removable antenna (rooftop)
- trip computer (located above the windscreen)
- hidden power supply and mounting brackets for portable devices: Garmin 1410 navigator (Navicom "Roads of Russia TOPO" + City Navigator maps), video recorder
- tablet PC 9" + SAS4Android (raster USSR maps and satellite photo) (tablet PC bracket is located in the dashboard middle)
- slide-in MP3 audio unit; slide-in 27MHz radio transiever, foldable 2m antenna, two speakers in the doors
- air conditioner (assembled from various parts and inserted into stock location)
- main fuel tank 86L (replacement of a stock one)
- second fuel tank 35L (located under the body after the body lift. +electric transfer pump, common filler neck, reminder indicator)
- water tank 35L (located under the body after the body lift and muffler relocation. +electric pump with pressure sensor, heater from engine cooling system, water level and temperature indicators, detacheable hose with shower; filler hole is in the rear bumber)
- ventilation hoses for transmission and axles were relocated to the upper underhood space
- vehicle-carried equipment: 1.2m sand tracks, "Georgian" anchor, wires, brackets, spring hooks, a tackle, a hi-jack, an inflatable lift (70cm, 2t), spade, chain saw
- decoration (multiple paw tracks)
- future plans: inflatable pontoon brackets
(this image updates on clicking on one of s above)
Small body-on-frame car, redesigned from high-volume produced Japanese offroad vehicle purposed for police, foresters, generals and other state usage. Carburettor was replaced by injector in 1991. Modifications in F300/310 body were called Feroza (left-handed drive) or Rocky F300 (right-handed drive). It's an excellent choice for those aiming at dedicated usage of an OFFROAD vehicle, but nevertheless capable for city usage. Moreover, one of the cheapest offroaders. Taking into account that production ended in 1998, the owner is required to have hands:).
Compared to modern cars Feroza is low-maintenance, easy repairable, simple bith in construction and in service (including self-service). New spare parts cost approx. the same as for other Japanese cars, but available (in Russia) in capitals and far east only. Used spare parts are available only in clubs like ours:). Service and maintenance are well documented in a detailed manual. The car allows usage of russian spare parts in some cases, at least for a short "return-home" period. The injector is not so comprehensive as it happens nowadays, about ten sensors in total. Almost no electronics.
RELIABILITY & PRICES
Suspension seems to be "unkillable". Instant necessary repair happened approx. once per 30,000 km (including off-road): clutch disk, wheel bearings, muffler, some electrics. I perform preventive service and rundown parts replacement regularly, without waiting until it breaks (which I consider normal for a twenty year old car intensively used off road). For the first five years of usage, planned and instant spare part expences have been approx 8,000$ (including tyres and consumables, but no petrol), the car itself cost 6,000$ in 2005, the offroad tuning and upgrade were approx 6,000$ in total. Recently I got a second engine and brought it to "almost-new" condition (mechanical work and spare parts were 4,500$, which is a slightly more than native engine capital repair). Due to self-made repair, I have spent no more than 1,500$ for service work for seven years of owning.
Geometrical cross-country ability is excellent. Road-grip ability is good (front axle is coupled to part-time transfer box with low gear and without differential; rear differential is limited-slip, front differential is free, however Kaiser locker is available). Suspension articulation is excellent at rear, and acceptable at front (and becomes good after lifting). Axle bodies and frame crossbars are extraordinally durable, allowing contact to ground/stones without consequences. On stock tyres motor torque is enough for most applications except sand and deep snow, while bigger tyres require usage of low gear or passing obstacles on the move. On air-chamber-equipped HD-E engine the torque has two peaks, at 3,000 rpm and at 5,000 rpm.
For on-road condition only rear wheel drive is recommended (part-time transfer). On-road ability is typical for an off-road vehicle, mainly due to full-profile tyres and long-stroke suspension. Comfort on-road speed is 90-100 kph (the car is designed for something other than asphalt racing:) ).
COMFORT & ROOMINESS
Comfort level is typical for utility vehicles, however Japanese ergonomics can not be poor - everything is on its place, and there are no unneccessary modern idiotisms like rain sensor or smart indoor lighting:). The room inside is enough for two people and luggage (or three people with one backpack each). With onroof luggage basket and removed rear seats we carry the following stuff: two sandtracks, a hi-jack, a tent, a rubber boat, three big canisters, 40kg tools&parts box, a chain saw, two backpacks, a big soft bag with sleeping bags, blanckets etc., 12L fridge, a winch anchor, a heating device, 100m or rope, and a 20kg food box.
Body: everything is mounted on a frame, including a cabrio-type body (all top is plastic, except windscreen frame, central pillars and rear safety frame), metal bumbers, stock undershields for engine, transmission and fuel tank. Empty weight is 1200kg, offset is 22cm at lowest point (rear axle).
Suspension: unsplit rear axle mounted on leaf springs; double front cross-arms mounted on torsion bars; front stab bar. Typical tyres are 235/75 R15; acceptable after-lift size is 32", unless a major construction change is applied.
Engine: 1.6L four-stroke R4-type, installed longitudinally, distributed injection (in manifolds), 95 h.p. at 5000rpm, 130Nm at 3000-5000 rpm, 16 valve SOHC with rockers, camshaft belt, visco coupled fan. Stock fuel tank is 60L, with external fuel pump. Average on-road consumption is 9-12L (pre 100km) of standart petrol (but octane number 76+ is also acceptable. If you read that in English you have probably never met such prehistorical fuel on the market:)).
Transmission: wire clutch drive, manual 5-speed transmission, manual 2-speed part-time transfer (ratio 1 and 1.8) with equal torque distribution, manual wheel hubs, limited slip rear differential.
Steering and brakes: power steering, screw-plunger-sector type reductor, adjustable column. Two brake circuits (front-rear), front ventilated discs, rear drums.
which may or may not be present: ABS (1996+), air bags (1996+), air conditioner, rear LSD, full-time transfer (with lockable differential but without low gear), automatic wheel hubs, three-stage dumpers, oil radiator, bigger visco coupling and fan, second heater, power windows, power mirrors.