1994 Land Rover Defender for sale
located in SF/Bay Area
If you are looking for a one of a kind, here it is. Runs perfect.
One tough cookie with lots and lots of good modifications:
1994 Land Rover Defender 90
4.6 liter engine. Installed 2007 (upgraded from the original 3.9 liter) - 38,000 miles on new engine
R380 Transmission. Rebuilt in 2008
LT 230 Transfer case. Rebuilt in 2009
4.75 ring & pinions
1.003 high range gear in transfer case
Geared to crawl slow and still drive at freeway speeds.
Great Basin heavy duty rear axles
ARB air lockers front and rear
ARB springs + lift kit -2.5" lift
Rancho 9000 adjustable shocks
Extended rear shock mounts
Extended stainless brake lines
Brand new steerign wheel pump
Safari Gard steering linkage guard
Warn 8,000 lb winch
Elect. fan on separate switch
Tie rod, track bar, and trailing arms all sleeved in chromoly
Soft top installed 2009. Plastic windows 2000
Extra Bikini top
New upgraded interior
Air conditioning -- inop. needs condenser repair
Water, gas, propane rack for the rear
Current Wheels tiers: Radial ITSL 36' on 15" Steel wheels)
Lots and lots of Spares: Tires/wheels (5 x 33" Goodyear MTR's on 5 extra 15" steel wheels), Axles, drive shafts, cv & u joints, hoses, electrical, body parts, etc.
The horsepower gain of the 4.6 over the stock 3.9 is +43hp. Stock 182 hp. Now 225 hp. The difference in the motors' displacements is the stroke of the pistons. In other words the 4.6 pistons go up and down a greater distance thus displacing more atmosphere. That interior feature is why, on the outside, you can't tell the engines apart. Curiously, the 4.6 gets the same mileage as the 3.9. This conversion is a BIG deal among Defender enthusiasts.
TIRES AND TIRE PRESSURE
Currently running on 36" Radial ITSL big tires, including the spare. The steel wheels have beatlock bolts and can have the kit installed. There are an extra set of 5 33" Goodyear MTR's set up on black steel wheels that come with the vehicle.
The original ring & pinion ratio is 3.54:1. To get a slower crawl speed 4.75's have been installed. This can be confusing if you haven't heard this before. But higher numbers in the r & p mean lower gears. Okay, so 4.75's were installed. Great for the trail. But now driving around the gears were too low. This results in a high tach on the freeway. To off set this, the high range gear in the transfer case swapped out for a higher gear. So, out came the 1.222 gear and in went a 1.003. Now the truck can crawl nice and slow over the rocks. But it can also drive at 70 miles an hour and the tach reads a comfortable 2,700 rpm. This whole exercise cost about two grand.
Since the differential were going to be apart I chose this time to install ARB air lockers, too. To have someone disassemble the diffs is costly. Better to do once than twice. The air lockers were another two grand.
Remember you can engage the rear locker or front and rear. But not front only. I guess you could have it configured anyway you want. But the set up is standard. I suggest driving as much as you can with them disengaged ( aka "open") and just engage them as necessary. This reduces strain on everything.
I am also open to trades.......