Our unique JE 4.7 litre version of the famous Jaguar/Land Rover Supercharged V8, producing 460bhp/650 Nm torque – over 500 Nm available from just over 2000 rpm! Fitted with a bespoke stainless-steel exhaust system, for the Zulu’s signature sound.
RIDE & HANDLING
The Zulu’s reputation for exceptional sports handling comes from our performance suspension featuring Fox Racing dampers all round, JE Anti Roll bars front and rear, JE lowering springs, and 18” alloy wheels with 285/60 R18 performance road tyres.
Beneath the bodywork, the Zulu is specially engineered to handle increased power and torque. The Quaife Limited Slip Diff and unique JE 6-speed Tiptronic Automatic gearbox means that the Zulu’s incredible power is delivered through the original Defender 4WD system!
The braking system has been completely re-engineered to deliver the stopping power needed for the Zulu. JE / AP Racing ‘big brake’ conversion featuring AP 362mm grooved front discs and 6 piston callipers. Performance brake pads have been fitted, along with a JE Electronic handbrake system. (available for both manual and automatic gearboxes).
The JE double-wing badge is the easiest way to identify a genuine Zulu, but closer inspection reveals subtle details such as twin rear exhaust outlets, Zulu side vents, headlamp surrounds with enlarged air intakes, a JE machined aluminium front grill, LED exterior lights, and custom paintwork from our exclusive JE colour palette.
The Zulu comes with seat and interior trims in your choice of leather, fully carpeted interior, sound proofing, a three-spoke sports steering wheel, air conditioning, bespoke dash, electric windows, remote central locking, heated seats, and more. Finished off with a Zulu numbered build plaque – limited to a maximum of 25 units. The T800 gearshift lever is a new precision engineered interior part established for the Zulu and Zulu’2 defender model. It will be especially appreciated by lovers of high-tech design. If the 6-speed automatic gearbox is purchased, you will also have an electronic handbrake.
Every Zulu is unique, and we never build two the same. Make your vehicle your own with our range of exclusive optional extras including colour-matching, soft top conversions, carbon trim, twin side exit exhausts systems, Recaro sport seats, bespoke interior conversions – and almost anything else you can imagine.
Prices for Zulu conversions vary greatly depending on the options chosen, for an estimated price please enquire below.
This conversion is based on the Ford Mustang 2.3 litre ‘EcoBoost’ engine. The engine features direct injection and variable turbo-charging to give a wide torque spread and useful power output at higher rpm. 307 bhp and 432 Nm give excellent fast road performance in the Defender chassis. The engine can be installed with the existing manual gearbox, or with the JE 6-speed automatic unit. In either case the full four-wheel-drive capability is retained. The most remarkable thing about this conversion is how smooth, quiet, and refined it feels compared to the original Diesel engine.
The conversion is available on 2.2 and 2.4 litre Puma Diesel Defenders, and also Defenders with the previous TD5 (2.5 litre) engine. When the 2.3 GDiT engine is fitted to a ‘TD5’ Defender and a manual gearbox is required, a reconditioned Ford 6 speed manual gearbox is installed and the old 5-speed Rover gearbox is removed.
When installing the engine in a Puma Defender but retaining the manual gearbox, it may be advisable to get the gearbox reconditioned if it has high mileage, this can be priced on request.
We recommend installing the excellent JE suspension package along with the engine conversion.
The prices for the conversion depend on what the original vehicle is and what features are required.
With our 2.3 GDiT engine conversion, the standard throttle pedal is genuine Ford part which replaces the original Land Rover item. We also offer this beautiful, technically styled part in machined aluminium and black nylon. It looks great and has the benefit of slightly longer pedal movement for more sensitive use of the throttle.
JE Engineering is one of the few companies outside of the main car manufacturers capable of installing a fully electronically controlled automatic gearbox. We use a Ford 6 speed unit which is available in a range of sizes and torque ratings, selecting the most appropriate one for each application. It is obviously a huge convenience to have automatic transmission for driving on busy roads and in urban areas, and the JE system offers ‘Normal’ ‘Sport’ and a manual ‘Tip-Tronic’ mode, to get the best out of the car in all circumstances. For off-road driving the use of the ‘Tip-Tronic’ mode is usually best, and in severe conditions the low ratio of the transfer box can be selected. Normal mode uses the engine torque to give good acceleration while making smooth progress and maintaining the best fuel economy. Sport mode allows more engine rpm to give more power for faster driving. Manual ‘Tip-Tronic’ mode give you full control of gear changes for fast driving, but it is also useful in circumstances where a low gear should be held, such as when towing or when climbing a steep winding hill.
The 6-speed automatic gearbox is available as a conversion on the 2.2 and 2.4 litre Puma Diesel engine Defenders from £9,900 Exc. VAT, and is also available as an option with all of our different engine conversions.
The above image shows the optional extra T800 Gear Lever available.
We recommend the Tune on the Diesel engine with this conversion, and both the Electronic Hand Brake, and JE Dynamic Suspension package compliment the gearbox very well.
With our refined 6-speed Automatic gearbox conversions, we normally supply a neat leather covered gear lever. For a more rugged and technical look, we have this interesting option made from machined aluminium and black nylon. It is a unique and eye-catching feature.
The Defender chassis has a lot in common with the Classic Range Rover chassis, so JE has been offering improvements for ride and handling of these cars since the 1980s. If there is one thing which really improves the day-to-day usability of a Defender, it is good dampers and springs. Springs and anti-roll bars are very much interconnected in terms of how they work together, and modern multi-rate dampers can greatly improve ride quality while giving confident handling. Our set up gives an excellent combination of ride and handling qualities, without making the rear too stiff, maintaining a safer balance in harder use.
For the 90 we have noticeably softer springs to compliment the stiffer anti-roll bars, available in normal or reduced ride height (-30 mm). For the 110 (or 130) we use the stiff anti-roll bars, and a combination of different springs from the standard Land Rover catalogue, or some JE lower rear springs for vehicles which are rarely used with a lot of weight in the back or heavy trailer loads.
Both conversions use the excellent Fox dampers with remote reservoirs giving multiple damping rates to improve performance over short bumps and longer undulations in the road.
If you regularly load up your car with heavy items or tow substantial trailers, and if your car is fitted with some heavier accessories, we can advise on the best combinations of these parts for you.
For our more powerful engine conversions and for customers wanting immense brake power, our huge 362 mm vented and grooved discs, stopped by asymmetric 6-piston AP-Racing callipers are superbly competent. As ever, ours is the original big brake conversion, the others are all copies.
Software Upgrades - Diesel Engine ECU Power Tuning
Stage 1 includes a JE developed performance ECU remap and to ensure maximum air flow we also include an ITG performance air filter element
Stage 2 includes a JE designed High Flow aluminium intercooler which is almost 50% bigger than standard and ensures the engine gets the maximum amount of cool, dense air possible. We also tweak the ECU remap to take advantage of this larger intercooler and, as always, we fit an ITG performance air filter element.
The JE/Startech Steering wheel is a couple of inches smaller than the standard Land Rover rubber steering wheel. It is trimmed in black leather, with a black/silver Land Rover logo at the centre. The advantage with this steering wheel is that the smaller size allows yours hands to be slightly closer together which effectively gives you a bit more elbow room between the wheel and the door.
There is an art to efficiently reducing the noise inside a Defender. Clearly there are limits to refinement, but our main focus is on reducing the transmission of noise through the metal panels of the floors, doors, and roof. Flat metal panels must be prevented from resonating by the application of self-adhesive patches of foil-backed rubber material. On top of this, a layer of rubber/foam sandwich absorbs air-born vibrations and reduces sound reflections. Carpeting and soft headlining materials also help with noise absorption. We use a combination of Noise Killer and Dynamat products.
The Stage One Noise Reduction packages give the full treatment to the floor panels, through which most of the noises from the engine and drivetrain transmit to the cabin. The stage two packages add in work to the doors and roof, which tend to be more important in transmitting road and wind noise.
A feature of many modern cars, an electronically operated handbrake removes the need for a large a handbrake lever in the car’s interior. This makes a useful difference in the Defender, where the handbrake is quite intrusive and can be uncomfortable. The conversion is integrated into the car’s systems so that it cannot be applied if the car is moving at speed, and with the automatic gearbox, it automatically releases when ‘Drive’ or ‘Reverse’ is selected from ‘Park’ or ‘Neutral’.
The wiping and washing of the screens on Defenders works, but we have found ways to make it much better.
For the front screen we add washer jets to the bonnet, squirting the cleaning solution straight at the screen much more effectively than the standard jets which are mounted too close to work well. The front wipers also gain a variable delay for the intermittent setting, with a column mounted knob, so you can adjust the frequency of wiping to suit the amount of rain or spray.
For the rear screen, the wiping becomes intermittent, so that the wiper doesn’t squeak all the time, but pauses to allow moisture to build up between wipes. When the washer is sprayed, the wiper wipes continuously a few time to deal with the washing.
Reconditioning a transfer gearbox gives opportunities for some interesting and useful modifications, as well as the driving benefits of new bearings and shims, etc.
If you have tuned or modified your engine and gearbox, or if you use your Defender in unusual ways, or both, you might want to change the ratio of the transfer gearbox. If your engine has plenty of torque, and you often drive at quite high speeds, you might want to change for a longer ratio. TD5 Defenders had 1.4 : 1 gears as standard, but when those engines were tuned up, many owners found they preferred to fit 1.2 : 1 gears so as to reduce engine rpm and provide more relaxed cruising performance on motorways. Customers who tow heavy trailers, or who fit larger wheels and tyres, sometimes want shorter ratios.
If your car currently has 1.21 : 1 ratio and you want to reduce engine rpm on the motorway, a 1.1 : 1 unit will reduce the rpm by 9%. So if, at a certain speed, the engine was doing 2,700 rpm, after the ratio change it will be doing 2455 rpm.
Limited slip differential.
Another special feature you can add is a limited slip centre differential. In normal use, when cornering, the wheels of the front axle travel at slightly different speed to those of the rear. To allow for this there is a differential in the transfer gearbox. If you are travelling at speed on bumpy terrain and the wheels leave the ground, or if you are driving on snow, ice, or mud, then some wheels might start to spin faster than the others. You can use the differential lock, but that can reduce steering effectiveness, and only feels right when the surface is poor over a good distance. The limited slip centre diff limits wheel spin and allows good handling and steering. If you really need to lock the centre diff, you still can, but when unlocked the limited slip unit greatly improves traction and limits wheel spin.
Pricing (add VAT to all prices) :
Basic transfer gearbox reconditioning, fitted to vehicle –
Recondition with changed ratio, fitted –
Recondition and add limited slip differential, fitted –
You can have an engine which has one extra cylinder and one extra litre, compared to the original 2.2 litre Ford Puma engine. Also a Ford engine, the 3.2 litre TDi5 engine gives excellent torque output and useful extra power. We only fit this to Defenders which originally have the 2.2 unit, and we add either a heavy duty manual gearbox, or a 6-speed automatic.
Maximum power is more than adequate at 228 bhp (3,500 rpm), while maximum torque is a very strong 576 Nm (2,300 rpm). 430 Nm is available from 1,600 rpm. On this conversion we uprate the drive-line to include heavy-duty half shafts in both axles, and heavy-duty prop-shafts to take the drive to them.
This 5-cylinder engine has a very distinctive sound and gives your car huge reserves of driveable torque for towing and remarkable go-anywhere capability.
JE enhances, tunes and upgrades a variety of Jaguar Land Rover, Ford, Marcos, Morgan, Range Rover Classic, TVR and Westfield vehicles, for road and motorsport, and provides consultancy and feasibility study to the automotive industry.
Contact us, specifying your vehicle, and we'll tell you how we can change what you might expect from your car.