Performance Packages

Petrol Engine Options

Land Rover 4.0V8 – 185HP

The Rover V8 engine is a compact V8 internal combustion engine with aluminum cylinder heads and cylinder block, originally designed by General Motors and later re-designed and produced by Rover in the United Kingdom. This engine was used in several Land Rover vehicles, including early Discovery and Range Rover models. This is the exact engine you will find in 1997 NAS Defenders for example with 185HP rating.

LS3 – 6.2L – 430HP – 425 lb-ft

The LS3 is filled with components designed for high performance and longevity. The aluminum block is filled with a sturdy reciprocating assembly that combines with L92-type rectangular-port heads to deliver a 10.7:1 compression ratio. As the standard engine in the fifth-generation Camaro SS and C6 Corvette, the high-revving, deep-breathing LS3 6.2L is poised to go down in history as one of Chevrolet’s best and most versatile engines.

LT1 – 6.2L – 460HP – 465 lb-ft

The LT1 is architecturally similar to the LS family of engines, but with a unique block casting, cylinder head design, oiling system and more. The LT1 is offered with a wet-sump or dry-sump oiling system. Introduced on the seventh-generation Corvette Stingray, the LT1 6.2L opened the next chapter in the long, historic legacy of the Small-Block engines.

LT4 SUPERCHARGED – 6.2L – 650HP – 655 lb-ft

Engineered for supremacy, the LT4 features a 1.7L Eaton R1740 TVS supercharger, which spins at up to 20,000 rpm. That’s enough to generate more than 9 pounds of boost and help produce 650 horsepower and 650 lb.-ft. of torque. Supercharged power, as the heart of the Corvette Z06, the supercharged LT4 6.2L SC is one of the most powerful engines ever offered by Chevrolet.

LC9 – 5.3L – 315HP – 315 lb-ft

The LC9 is a technically advanced small-block V8 engine that delivers a great balance of power, torque and efficiency. Variable valve timing helps the 5.3L optimize performance, efficiency and emissions, while GM’s Active Fuel Management cylinder deactivating technology helps improve fuel economy in certain light-load driving conditions.

The 5.3L is powerful, but delivers exceptional refinement to go with great strength. Quiet features built into the engine are complemented by an improved engine cradle and mounting system. These help reduce vibrations transmitted through the chassis and into the passenger compartment.

LV3 – 4.3L – V6 – 285HP – 305 lb-ft

The LV3 V6 engine is produced by General Motors for use in pickup trucks. It is part of GM’s 5th-generation Small Block engine design that’s named EcoTec3 in pickup trucks, replacing the 4th-generation Small Block engine family known as Vortec. The launch of the EcoTec3 engine line, including the 4.3L V6 LCV, coincides with the launch of the all-new 2014 Chevy Silverado and 2014 GMC Sierra. The 4.3L V6 LV3 is based on the V8 versions of the Gen V family, but with two fewer cylinders – a design lineage that dates back to the previous 4.3L V6, which was itself a Gen-II small block with a pair of cylinders removed.

Big Torque Chevy 6.3L Small-Block 383 Stroker
 
When it comes to cranking serious torque from the classic Small-Block, it’s hard to beat the 383 stroker combination, which uses a long, 3.800-inch stroke with 4.005-inch bores to generate exceptional low-end pulling power and surprising high-rpm horsepower.
 
Super Small-Block – It features lightweight aluminum cylinder heads based on the proven Fast Burn design, with large intake runners and 2.00/1.55-inch valves. Beehive-style valve springs enable great high-rpm performance and durability, allowing the SP383 to rev higher and build more horsepower.
 
As with any “stroker” engine, the 383 stroker uses an altered crankshaft to increase the stroke of the pistons. This increased stroke allows you to get more air and fuel into the cylinders, thus increasing displacement without changing engine blocks. The increased fuel and air means more horsepower and torque!
 
The Chevy 383 Stroker is an 8 cylinder engine that uses the popular production Chevrolet 350 block and a slightly altered Chevrolet 400 crank. A stock 350 has a piston stroke length of 3.48 inches.
 
The 400 crank changes the 383 to a total stroke of 3.75 inches. This produces a total displacement of 383 cubic inches (thus the name 383). This displacement means that a Chevy 383 Stroker is capable of drawing in a total of 383 cubic inches of air/fuel mixture into it’s cylinder chambers during one cycle of the 8 pistons.
Chevrolet 5.7L V8 Small-Block 350 Crate Engine
 
POWER, DURABILITY & AFFORDABILITY IN THE CLASSIC SMALL-BLOCK 350
 
As the latest in Chevrolet Performance’s Street Performance crate engine lineup, the engine is designed as an affordable performer to match just about any budget. Better still, it uses stronger components and modern technology to make it a better alternative to rebuilding.
 
 
Based on the value-driven 350 HO crate engine, our engineers swapped the flat-tappet camshaft for a hydraulic roller and added the latest Small-Block intake manifold design. Together, they help build more power across the rpm band – from 195 to 357 horsepower and up to 407 lb.-ft. of tire-turning torque.
 
The engine leverages the strength of a strong rotating assembly secured in a brand-new block with four-bolt mains, along with economical Vortec iron cylinder heads. It’s a durable assembly designed to offer years of high performance excitement at an excellent value.

Diesel Engine Options

Cummins R2.8 Turbo Diesel – 161HP – 267 lb-ft

The R2.8 turbo-diesel engine is the ISF2.8 four-cylinder diesel engine, the smallest and lighter engine out of the ISF engine family. The Cummins ISF2.8 is the modern engine that combines two main qualities – the power and compactness. The Cummins R2.8 engine has cast iron cylinder block with sleeves, which could be replaced. That results in less material consumption and higher strength. The simple and cheap material provides low cost, reliability and repair possibility.

The engine has the high-end technology fuel system – electronically controlled Common Rail fuel injection. The high-pressure fuel pump is mounted on the front end of the engine. It is driven by camshaft through the gear. The ISF2.8 has turbocharger HE 200 WG without an intercooler. The engine is equipped with start-up relief devices at low temperatures. An electric spiral is provided for heating the air in the intake manifold.

Xerbera 3.0 V6Td Turbo Diesel – 240HP – 420 lb-ft

With the three liters of displacement, the V-6 registers 240 horsepower and 420 lb-ft of torque; that’s more torque than some V8 petrol engines produce. Even more impressive are the engine’s fuel economy ratings – 30 MPG.

The 3.0 V6Td is paired with the ZF engineered ‘TorqueFlite 8’ eight speed automatic transmission for added efficiency. It has an electronically limited 4,800 rpm max engine speed, though wide-open up-shifts occur close to 4,000 rpm. Engine’s are manufactured by VM Motori in Cento, Italy and are used in Ram 1500 trucks as well as Jeep Grand Cherokees.

Rebuilt Land Rover 200TDi & 300TDi Turbo Diesel Engines

Bullet Proof 200TDi & 300TDi Engines

If your Defender has a 2.5L Petrol or 2.5L NA Diesel in the engine bay, it is highly likely that you will find both of these engines to be very weak and lacking power.

We offer an economical engine swap solution to address your engine performance concerns with fully rebuilt 200TDi or 300TDi engines.

Both, Land Rover 200TDi and 300TDi Turbo Diesel engines coupled with an updated R380 manual gearbox will provide increased performance with much better MPG.

Over the years, Land Rover 200TDi and 300TDi Turbo Diesel engines proved to be the most reliable and long-lasting engines if properly maintained and driven and both are capable of more than 400K miles. This is the reason they are sometimes referred to as bullet proof engines.

Transmission Options

Strengthened GM six speed automatic 6L80E, super duty 6L90E transmission or 4 speed 4L80E.

Introduced in late 2005 to become the 6-speed replacement for the 4-speed transmissions such as the 4L60E. The early release of this product line was introduced in Cadillacs and Corvettes, but before long it became mainstream for GM’s light duty pickup and SUV lines.

GM 6-Speed 6L90E Hydra-Matic Automatic Transmission

The Hydra-Matic 6L90E is a six-speed automatic transmission produced by General Motors for use in rear-and rear-biased all-wheel-drive vehicles with a longitudinal powertrain orientation. Developed in-house by General Motors, the Hydra-Matic 6L90E is part of the 6LXX family of fuel-saving, electronically controlled six-speed automatic transmissions that succeeded the 5LXX family.

The modular design of the Hydra-Matic 6L90E is shared with variants rated for different torque levels to accommodate various engines and vehicle applications. All versions share a unique output gearset configuration that enables it a wider range of ratios than a conventional planetary gearset automatic transmission. This allows the transmission to be tailored for optimal fuel economy while delivering excellent acceleration traits. The wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as a very “tall” overdrive top gear for low-rpm highway cruising.

The heavy-duty T56 Super Magnum 6-speed Manual Transmission

The T56 is a high-torque capacity TREMEC six-speed manual transmission designed for custom, retro-fit installations with Chevrolet Performance crate engines such as LT1 and LT4. Brute strength – featuring a 700 lb.-ft. maximum torque capacity, the T56 has an exterior case similar to the fourth-generation F-body transmission. The T56 also includes stronger, high-capacity gear sets, input shaft and output shaft used in the TREMEC TR6060.

Tremec TR-4050 5-speed Manual Transmission

For performance cars, muscle cars and hot rods, TREMEC is a natural choice for a manual transmission. The TREMEC TR-4050 has an advanced synchronizer/shift system that provides smooth shifting, short, precise throws and a driving experience unmatched by any other heavy-duty 4wd transmission in its class. The TR-4050 is also a desirable length for short-wheelbase 4x4s. A short overall length provides better driveline angles. A long transmission/transfer case combo reduces rear driveshaft length and can create driveline angle issues.
 
Overall, the TR-4050 provides an essential option for a market that has been neglected. The TR-4050 is a proven design that has been in production since the early 1990s. A rugged, die-cast, aluminum-alloy case forms the foundation. The gears have a high-contact, constant-mesh, helical design for maximum strength It has a torque-handling capacity of up to 425 lb-ft on a working GCVW of more than 15,000 pounds. For increased internal stability under load, the input, main and counter shafts feature tapered roller bearings. A counter-shaft–mounted 5th gear synchronizer improves noise, vibration and harshness in overdrive.
 
With gear ratios of 6.16 first, 3.11 second, 1.71 third, 1.00 fourth and .76 overdrive fifth, the TR-4050 is more capable than either the NV4500 or NP430 transmissions at off-road use, while still being capable of highway and everyday driving. Single- and double-cone synchronizers give the driver silky-smooth shifts. If PTO capability is needed, the TR-4050 has a standard, right-hand, six-bolt PTO hookup.

The TR-4050 can be mated to a multitude of engines: Cummins 4BT, 6BT, 5.0 and R2.8 Turbo Diesel; Ford Windsor small-block and Coyote; small- and big-block Chevy and LS Series; and small-block Mopar and Gen III Hemi. It’s an ideal replacement for the AX15, NV3500, NV3550 and NV4500 5-speeds, as well as NP435A, NP435L, NP435D, NP435E, T18, T19, T98, SM420 and SM465 4-speeds.
 
8-Speed ZF 8HP70 Automatic Transmission 
 
Innovation by reduction: efficiency, perfected
With the development of the new 8-speed automatic transmission by ZF, the focus was not on the number of speeds but rather on the minimization of fuel consumption. The new 8HP 8-speed automatic transmission, which was designed to be more lightweight, sets new standards for flexibility, efficiency, and economy. It is an excellent example of how the power of innovation can create a new classic design.
 

Advantages:

New gear set design: four planetary gear sets and only five shift elements minimize the drag loss and increase the transmission efficiency.
Optional hydraulic impulse oil storage (HIS) opens up the possibility of the start-stop function and increases the fuel savings potential.
Integrated transmission control unit with extremely quick response time.
Basic transmission can be combined with multiple power take-up elements including the torque converter, the hybrid drive, and the integrated power take-up element.
Full hybrid compatibility: on the basis of the parallel hybrid concept, mild, full and plug-in hybrid systems can be implemented with the basic transmission of the 8-speed automatic transmission.
The transmission is compatible with the following all-wheel-drive concepts: All-wheel drive center differential integrated, integrated all-wheel drive system (IAS©), hang-on all-wheel-drive
For input torque range from 300 to 1000 newton meter
Multi disk separation of brakes
Optimized cooling: less cooling oil for low system pressures, more cooling oil for high system pressures
Automatic idle shift system at vehicle standstill and engaged service break (stand-by control)

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Xerbera Automotive is not affiliated, associated, authorized, endorsed by, or in any way connected with Jaguar Land Rover (JLR), or any of its subsidiaries, affiliates or dealerships. DEFENDER is a registered trademark of JLR. All DEFENDER vehicle images on this website are for illustratiive, public display and decoration purposes only to convey the concept and vision for the DEFENDER builds with no intent to reproduce or recreate these images.

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