The LT4 Experience

From a classic original factory Defender to a custom LT1 or LT4 powered SPECTRE 007 Edition we can create anything you require. If you need us to supply the base Defender we will happily support you with a Texas Registered fully legal imported D110 or D90 Defender. Our Signature LT4 Experience is available either completely or in pieces as part of a different package for the most discerning of customers.

With years of experience in managing a successful and one of the largest classic car restoration shops in Dallas Texas and as one of the only installers globally to shoehorn the new GM LT1 engine into a C3 Corvette (as well as numerous LS upgrades into the same platform) we are very well positioned to upgrade your Defender with just about any performance package you could desire. We believe Xerbera Automotive was the first Defender Restoration shop to have installed the new GM LT4 into a classic Defender. Of course the LT4 was developed as a demonstration of capability. We also use the LT1 Engine (The replacement for the older LS3 Unit) to give an equally wonderful experience in a more manageable package.

Our LT4 upgrade package is the most comprehensive package offered in a Defender and is one of the most powerful crate engines from General Motors.
The all-new LT4 is a supercharged 6.2L V8 engine, SAE-Certified 650 horsepower (485 kW) at 6,400 rpm and 650 lb-ft of torque (881 Nm) at 3,600 rpm.

The fuel pump’s job is pretty self-explanatory: to pump fuel from the gas tank to the engine. Fuel pumps are found in virtually every modern vehicle that uses an internal combustion engine.

The fuel pump is the component that delivers fuel from the gas tank to the engine.

It delivers the fuel at the appropriate pressure required to meet the performance demands. When the key is turned, the fuel pump is activated and pressurized.

Custom CR Racing Radiator and Heat Exchanger
Oil and Transmission Coolers
Weapon X Intercoolers

Most of the energy in the gasoline (perhaps 7­0%) is converted into heat, and it is the job of the Cooling System to take care of that heat. In fact, the cooling system on a vehicle driving down the freeway dissipates enough heat to heat two average-sized houses! The primary job of the Cooling System is to keep the engine from overheating by transferring this heat to the air, but the cooling system also has several other important jobs. The engine in your car runs best at a fairly high temperature. When the engine is cold, components wear out faster, and the engine is less efficient and emits more pollution. So another important job of the Cooling System is to allow the engine to heat up as quickly as possible, and then to keep the engine at a constant temperature.

Custom Single or Dual Exhaust System mated to modified LT4 Manifolds

The Exhaust System collects the exhaust gases from the cylinders, removes harmful substances, reduces the level of noise and discharges the purified exhaust gases at a suitable point of the vehicle away from its occupants.

The Exhaust System can consist of one or two channels depending on the engine. Free Flow Exhaust System – the flow resistance must be selected so that the exhaust back pressure affects engine performance as little as possible.

To ensure that the Exhaust System functions perfectly, it must be viewed as a whole and developed accordingly. This means that its components must be coordinated by our design engineers in line with the specific Defender model and engine choice.

• Constructed entirely from 304 stainless steel
• Exhaust system features dual custom-tailored tips
• Resonators offer sporty tone with minimal harshness

Custom fabricated cold air intake in left front fender with the highest quality custom front runner system available

One of the most misunderstood and under-appreciated components in any automotive drivetrain is the engine accessory drive system.

The accessory drive system operates at rotating speeds even higher than the engine’s crankshaft.

No matter how well built or powerful the engine may be, the engine accessory drive is its life support system.

The Front Runner Engine Drive System goes beyond the traditional mounting points on the front of the engine by relocating all accessories onto a component mounting bracket for an integrated mounting approach.

By eliminating all mounting points beyond the engine block itself and designing a super-compact component package, any intake, exhaust or cylinder head clearance problem becomes non-existent.

With a more compact compressor and alternator, as well as standardizing to a high-performance water pump, we’ve created the smallest drive package ever commercially available.

With a proper Front Runner Accessory Drive System, any engine swap project becomes much easier because of improved clearances all around.

Front Runner brackets are designed to become an integral part of the engine’s block, with a solid, totally rigid platform that virtually eliminates the kind of harmonic vibration that can destroy a conventional engine drive bracket. 

Today’s front runner kits feature parts that look great, but more importantly will hold up to hard use.

Two major benefits of the front runner system are its strength and compactness.

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 Super Magnum T56

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.

Upgraded LT230 transfer case, with limited slip differential and high torque rating. 1.410 ratio

Dividing power from the transmission to both the front and rear wheels, the Transfer Case disperses engine power in order to enhance traction and provide more torque. The LT230 is the most prolific Land Rover transfer box, and it’s certainly stood the test of time and survived arduous use. Extreme off-road driving and heavy towing can have a detrimental effect on most drivetrain and suspension components, but the transfer box usually seems to hold out against the odds. From an engineering point of view, the transfer box isn’t rocket science. It’s basically one gear set transferring the drive from the gearbox across to the right of the vehicle and then splitting the drive fore and aft to the front and rear prop shafts. A differential (which is similar in design to an axle differential) sits effectively between the front and rear output drives. The transfer box is the heart of the beam axle Land Rovers’ four-wheel drive system. It transfers the drive (from the gearbox) across and out at the front and rear of the transfer casing to drive the prop shafts to the front and rear axles. Unlike the earlier transfer boxes on Series Land Rovers which had rear-wheel drive and manually selectable front drive, the LT230 provides permanent drive to both axles, thanks to its integral differential.