GT4 Build - Tow straps

Most track organizations require or recommend tow hooks or tow straps. Tow hooks are falling out of favor given the extra damage they can cause in a crash, so I decided to get the OMP GT4 Clubsport tow straps. The front tow strap is easy to install as you simply remove the bumper cover and screw in the tow strap.

The rear two strap is BEHIND the license plate. I guess Porsche thought we would all love to remove and reinstall our license plate for each track day. No thank you. So what I did was buy a hinged (spring loaded) license plate that was made for a Chevelle in the 60’s. You can buy this on eBay for about $30. Once installed you simply flip up the license plate, screw in the OMP tow strap, and let the license plate flip back down. In case you needed to get towed the strap is sticking out and ready for a grab and the tension on the strap would keep the license plate flipped up out of the way.

Now I can keep my license plate installed but quickly and easily install and remove front and rear tow straps for my track days. Thank god for 1960’s tech to help Porsche with an obvious design flaw.

Grenadier Build - Pre Order

Getting closer….I put in my pre order on June 27th and on September 28th I was contacted to confirm my Grenadier was built in August and it is awaiting shipping to CA with an expected delivery in December. I was also informed that my local dealer and service center is Kuhn Ineos Grenadier in Redwood City. I was able to connect with Kuhn’s owner Dave Fitzpatrick and discuss some details.

Dave seems to be no stranger to the automotive industry with a couple of car businesses he owns and manages already. He is scheduled to have a couple of demo Grenadiers in the coming weeks so people can finally do street test drives. He also confirmed the aftermarket parts offered by Ineos will be delivered to his dealership and they can install them when you take delivery of your Grenadier.

He also mentioned that the new software update should be included in my Grenadier before they ship it to CA. So things are looking good for an end of year delivery.

Defender Build - Stereo and Switches

If you have read our entire build process you might have noticed we have tried a few things to figure out the perfect stereo and aux switch setup. As a reminder there were no aux switches when we bought the truck and the original stereo had been replaced with a modern one, but that stereo was in the original enclosure. I didn’t want to cut into the dash or do any permanent damage so I have tried to figure out switch locations that keep the truck clean and stock. My first attempt was to remove the stereo and go with a headless unit and then to put switches were the stereo is normally. It worked well but eventually I got tired of having a headless unit because it meant I could not have handsfree calling.

My second attempt was to get a retro stereo (modern but looks like it came from the 90’s) and install it in the stock location and then to move the switches to the dash using a combination of switch plates specially designed to fit in Defender OEM locations. I liked having a traditional stereo again as this gave me radio, bluetooth streaming, and handsfree calling all while looking old school. The switch plates look great but I ended up wanting more switch options. So I had to try something else.

That has led me to my third attempt, which is to keep the retro stereo in the stock location, keep the custom switch plates, but to add the optional radio housing in the center dash which I would fill with switches. The problem is that it requires adding wires up through the dash in factory wire channels which sounds easy enough, but that process is still a pain in the ass as you need to take apart the dash. This option would give the most flexibility, most custom install, while keeping the design aesthetics intact. And then if you are going to have to take apart the dash I felt I might as well reupholster the dash as well as paint the plastic dash fascia black which was a design change Land Rover made in the later years. Anyone with an older Defender that has the gray plastic knows that gray turns yellow over the years. Going black is a much cleaner look and still stock in some circles.

After getting the dash dismantled I sent out the dash to be professionally reupholstered and the plastic bits to be hit with automotive black paint. That allowed me to gain access to the wire channels, but first I had to create my own wire harnesses. I mapped out my wire needs but then added a few extra wires to future proof my design. I then went with larger gauge wire than I needed so that I don’t have to worry in the future about the wire harness being able to handle different levels of power. I then measured and cut the wire so that I could wrap it with automotive grade wire wrap. I then used automotive grade wire tape to seal the wrapped ends. Needless to say this whole process took many hours but I feel the end product is worth it.

As I mentioned I wanted to future proof my wiring because at some point you need to stop ripping apart your truck. After I run 20 or so wires behind the dash to connect to various switch options in three different locations I ran those wires back to the passenger seat box, the driver seat box, and the center console. This allowed me to install a solenoid for the winch and a kill switch for the entire aux system in the driver seat box. It also allowed me to run a few wires to the center console to power a hidden GMRS radio and some USB chargers. And finally it allowed me to install relays in the passenger seat box to power all of the aux devices that are connected to the switches (air compressor, lights, etc).

I guess third time is the charm as I love this design. I can have 9 switches with the option of expanding even further if I wanted to while not cutting ANY part of the dash and keeping an authentic look. The design is overkill, the wire gauge is overkill, it allows expandability without running any more wires, and the custom wire harness is neatly tucked behind the dash and under the truck for a clean look. Now the hard part…..deciding just how many aux devices I really need.

GT4 Build - Suspension Upgrades

The GT4 out of the box is a great track car. There are however a couple areas where you can make improvements on the performance. BRRacing did a great write up on what they suggest you upgrade on the GT4 (read more here). Based on their advice I decided to upgrade the suspension to address these short comings but to also allow me to fit 305s in the rear and 265s in the front on 19” wheels. That extra rubber requires some suspension tuning to get everything to fit. Here is what I upgraded using Tarett parts. I basically went with Tarett’s Club-Sport “A” kit but added their adjustable camber plates (see kit here).

  • rear toe links

  • locking plate

  • front thrust arm bushing

  • thrust arm adapter

  • LCA shim kit

  • front tie rods

  • front adjustable camber plates

For wheels I went with APEX front 19x9 and rear 19x10.5 SM-10RS in black. I also added their stud kit for easy wheel changes. For tires I went with Michelin Pilot Sport Cup 2 with the front being 265 (stock is 245) and the rears being 305 (stock is 295). The car is already planted but this should make it stick.

D90 Build - Snorkel

One of the iconic accessories for the Defender is a snorkel. Contrary to popular belief, it is not really designed for water crossings. While it might help in that, it is really designed to simply access cleaner air when driving on dusty trails. For water crossings you have to worry about the air intake, but you have lots of other things to worry about which are lower than the air intake, such as the breather ports in the diff, trans, the electrical components, etc.

It is easy enough to find a snorkel for the ROW Defenders, but finding one for the NAS is very difficult. Mantec made the original aftermarket snorkel for the NAS Defenders and they have been discontinued for years. You could have one fabricated, but to find an original is not easy (especially with all its parts). I traded an extra soft top I didn't need with a guy online that had an original Mantec in excellent condition. Most people install the intake hose from the snorkel by simply dropping it over the engine to get to the air intake filter canister. That would heat soak the intake hose, so I routed it behind the engine and zip tied it away to keep the hose (and air) cooler. I also dropped in a brand new K&N cleanable air filter. The K&N filter for the NAS Defenders are discontinued so they can be hard to find, but I found a NOS (new old stock) in Japan that I imported.

I do believe the snorkel restricts the air flow a bit due to its design. If this bothered you it is easily to unhook the hose to the air filter canister to run your truck in a stock configuration without having to remove the snorkel itself. I am thrilled on how it came out. It is nice to see these hard to find parts being put to good use.

GT4 Build - Racing harness

As I mentioned in one of my prior posts, I ordered Schroth Porsche GT3 2x2 silver 6 point harnesses. I have had these before and love them, plus they have metal ends made to fit Porsche’s carbon fiber seats OEM mounting points. These also allow you to keep your street 3 point belts so you can have a dual purpose car.

But there is a known problem that needs to be addressed. The driver seat has a cutout in the seat floor to allow the sub-belts to pass thru, but the passenger seat does not. The reason is due to DOT regulations where a pressure sensor is required in the passenger seat right where the cutout is meant to go. So your options are to have 5 or 6 point belts for the driver but then just street belts for the passenger, or you go with 4 point belts for both the driver and passenger, or you need to cut a hole into your expensive Porsche carbon fiber passenger seat.

The issue with just putting racing belts for the driver is that most HPDE and racing organizations require that the passenger seat and the driver seat must have matching belt configurations if you want to have a passenger with you on the track. The issue with just going for 4 points is that they are fundamentally less safe than 5 or 6 points (however the difference might be minor if you get the proper 4 point such as Schroth’s Porsche belts). That leaves the third option of cutting into your expensive passenger seat which sounds difficult but is actually easy if you take your time.

I wanted the maximum safety I could get for the track so I opted for cutting into the seat. I had my race shop (Edge Motorworks) do this for me after I researched how it needed to get done. I first removed the seat inserts which are just velcroed down. The driver side insert has a pass thru hole in the fabric to accommodate the sub-belts. The driver side seat has a pass thru hole in the seat shell but I wanted that widened so that the belts could be pushed thru and out of the way when on the street.

The passenger seat is more complicated. The first problem is that when you remove the seat insert you will notice there is no pass thru in the fabric for the belts so you will need an upholstery shop to modify the insert. Luckily it’s a small job as the insert is designed to make his rather easy. Alternatively you can buy custom made inserts with the pass thru already created. The next challenge is that you need to reposition the seat sensor so you have room for the cutout in the shell. Then you need to take your time and cut into the carbon fiber shell to make a pass thru hole for the belts (again for my purpose I wanted that large enough to hide the belts when on the street). When carbon fiber is cut it becomes very sharp which could damage the belts so we covered the edge of the hole with automotive rubber trimming.

Edge Motorworks did a great job. They took their time and made the cutouts perfect, in fact they look factory. I now have 6 points for both the driver and passenger that I can get out of the way for the street yet simply pull out for the track. The silver belts match the silver trim of the car perfectly. For what it’s worth this is the most expensive of the three options. The least expensive option that still increases your safety is to go with the specialty 4 points by Schroth, but as with all of my car builds I rarely go with the easy or less expensive option.

GT4 Build - Fire extinguisher

Our GT4 had an OEM fire extinguisher at one point but it has since been removed. The bracket was still mounted but the fire extinguisher itself was missing. That is a shame because it’s a nice feature to have, however the fire extinguisher itself was not that great (size or features). I decided to remove the OEM mount and replace it with a Rennline aluminum mount, quick release bracket, and Safecraft PB2 fire extinguisher. This not only looks better than the OEM but it is a larger capacity fire extinguisher that uses a better fire extinguishing agent.

GT4 Build - Electrical hookup

I wanted to wire an easy hook up for both a battery tender and an air compressor for the GT4. This car will be stored part of the year so having a battery tender is a good idea. This car will also be tracked so having an air compressor for my air ups and air downs is needed. The GT4 battery is under a plastic fascia in the frunk and I didn’t want to have to remove that fascia each time I needed to hook up the battery tender or air compressor. So I bought an SAE battery lead that was 10 feet long, wired it to the battery, and then it passes through a hole (that preexisted) in the frunk so I can access it. The lead has a 30 amp in-line fuse to protect the battery from a short. I then had to cut the alligator clips off of the air compressor and change that to an SAE style hookup. Now I can simply open my frunk, hookup the air compressor, and air up. For the battery tender I am using the same SAE lead off of the battery, but since the battery tender requires a lower amp rated fuse I created an adapter cable which has an in-line fuse of 7 amps that fits between the main lead and the battery tender. Everything uses SAE ends so it is simple plug and play. Now I have one battery lead that can be used for two different functions.

GT4 Build - Half Cage

On past track projects I have started my upgrades with power, then went to suspension, then safety. A true “safety third” approach. I no longer do that as I have learned that approach is ass backwards. The biggest improvement on any cars’s lap times is to upgrade the nut behind the wheel (the driver). I am a decent driver but not a great racer with god given talents with endless confidence and no fear. I also am realistic that I am simply a track rat that wants to go fast and develop my race craft……I am not on the road to Le Mans. So my plan is to spend as much on professional coaches and track time as I do on car upgrades. Its a new approach for me but it seems like the right one.

Luckily the GT4 is a highly capable car out of the box so not much is needed for a driver like me. If you are a semi-pro driver I could see how heavily modifying the GT4 would make sense (upgraded suspension, more power, more aero, less weight, upgraded brakes, etc). But for my goals I feel I need to make the car a bit safer on the track, a bit more grip, and driving tools to help me develop as a driver.

So my first purchase for the GT4 was a bolt in half cage so that I could install 6 point belts and use my HANS device. In the past I have done custom weld-in and bolt-in cages but fortunately there are a couple off the shelf options for the GT4 making this upgrade cheaper and easier. I don’t want to damage the interior so out of the options out there I went with the Competition Motorsports half cage which requires less trim cutting as well as pre-cut trim pieces so you can retain your factory trim. I went with the satin black finish to match the interior design as well as sub bars for under the seats so I can have 6 points.

For the belts I went with the classic Schroth Porsche GT3 Profi 2x2. These have Porsche specific mounting tabs for the factory carbon fiber race seats making them the perfect match for the GT4. These will allow me to mount the 6 point belts along with the factory 3 points for dual street/track use. I opted for the silver belts to better match the factory silver upholstery thread and pull handles. As with all of our builds, these little decisions make all the difference in the world on the finished product.

GT4 Build - Track Wheels and Tires

Since this car is going to be a dual purpose car (street and track) we wanted a set of track wheels and tires. It also gave us the opportunity to move away from silver wheels and get some stealth black satin wheels. As we have done with other track builds we went with Apex Racing wheels. Apex recently came out with their RS line (a lighter version of their popular forged sprint line of wheels). So we went with the SM-10RS, in satin black. Not only are these light and look great, but it gives us the opportunity to down size from 20” wheels to 19” wheels. The OEM wheels are 20x9 in the front and 20x11 in the rear. By going with a 19x9 in the front and 19x10.5 in the rear we can increase the sidewall, go with less weight, clear the brakes, and stick some more rubber under the GT4 for added grip.

There are a few tire options depending on how much rubber you are trying to stuff under the GT4, but we ended up going from 245/35-20 in the front and 295/30-20 in the rear to an impressive 265/35-19 in the front and 305/30-19 in the rear. That is a material width increase in both the front and rear while keeping about the same stagger ratio. This size also comes in one of our favorite tires the r-compound Michelin Pilot Sport Cup 2 (180 TW). And to top off the package we will put in Porsche spec TPMS in the new wheels and an Apex stud kit.

No trimming or rolling will be needed for this setup, but we do need to upgrade the camber plates to allow us to dial in more negative camber. So for that we went with Targett front monoball racing camber plate designed for the 981/991/718. This should allow us to dial in -2.5 degrees which Apex recommends for this tire/wheel package.

Given the GT4 has a race car ethos, the OEM suspension is quite good. So we hope we can simply play around with the camber plates, alignment, and the wheel/tire package to get all the grip we need. Otherwise it’s going to get expensive quick and that is not the goal with this car. We will report back once we hit the track with this new setup later this summer.

Grenadier Build - My Configuration

Over the last year Ineos as updated the configuration options for the Grenadier. It is believed that what is posted at the moment is the final set of options. Like most Grenadier followers, I have played around with their configuration tool to narrow in on the ideal kit. Rather than listing all the options available, I will simply list out what I believe is the best configuration for my needs and thus what I intend to order.

First let’s start with color. They have some nice options and this is the one area I am not 100% sure what to do. I have seen all of the colors in person so let me tell you which ones I have knocked out for sure. Black, silver, gray, red/brown, green are all knocked out. The black does not really show off many of the design features. The silver doesn’t fit the car well. Gray is nice but a bit boring. The red/brown is not attractive. The green should have been a home run given its a British car but it doesn’t really fit the classic military green or British racing green look so its a pass for me. That leaves white, mushroom (off white), and three different blues.

If you were going for a Defender 110 vibe you should pick white. But given I would drive this daily and I am not trying to mimic a D110 I am leaning towards Shale Blue. It’s a medium blue that is metallic and light enough to really provide a contrast for the black trim while also being subtle. If I don’t go with this color I would likely go for white or mushroom.

In order to maximize its capabilities I would get the mud tires, 17” steel wheels, rock sliders, front and rear lockers, integrated front winch, checker plates, and raised air intake. For overloading comfort I would get the full roof rack, exterior utility belt, rubber floor mats, compass and altimeter, LED light bar, Aux battery, interior tie down points, tailgate table, and prewired aux switches. For a bit luxury I would get heated leather seats and the safari roof windows. At first I was going to skip the safari roof windows because they have a chance of leaking over time like all roof windows. But after sitting in a Grenadier with and without this option I have completely changed my mind. They are amazing. They provide more headroom, fit the car well, offer some breeze and light, and each side is manually controlled so no electronics to fail. They also can open with the full roof rack installed yet they can’t be removed with the roof rack in place. Here is what my Grenadier should look like.

Grenadier Build - Test Drive

It’s been about a year since I last saw a Grenadier in person, but the time has finally come to drive the Grenadier off-road. Because I have a reservation to buy a Grenadier, I was recently invited by Ineos to do an off-road test drive in Hollister (a popular off-road park near the Bay Area). Ineos put on a great event where they had about 10 Grenadiers on show, one on a ramp so you could see the underside, one parked so you could crawl around it, and a handful to drive on an off-road course. They also had tents where you could see paint samples and learn more about the car. Ineos provided off-road driving instructors along with Ineos employees to answer your tech questions.

Let’s just get this out of the way. I am even more impressed and interested in owning a Grenadier after seeing it again. While the cars here are still prototypes they seems to be final versions for the most part. From what I could tell, they are very well built and I did not feel any cheap parts or 3D printed trim pieces. The one on the ramp allowed us to get under the car and really check out the parts and design.

As you can tell from the pictures the parts are heavy duty (as you would hope) and everything is tucked up rather high to give maximum clearance. The doors have that Defender, G-wagon heavy feel and solid thud when you close them. The front seats are very comfortable and the controls feel great. I really liked the center dash display although it is a little weird to only have warning lights behind the steering wheel (no speedo cluster). All of the gauges are digital in the center display which is odd given this car focuses on an analog design principle. My preference would be to have analog gauges for the driver while still having the nice center display. My only guess as to why they didn’t go with a traditional instrument cluster is that they wanted to simplify the design to accommodate LHD and RHD markets. Regardless, it is an easy thing to get use to so I am not concerned. I loved that they didn’t try to jam in navigation and fancy media controls into the digital display. They left that to the experts, Apple and Google using their car integration tech. This means your smartphone will control things like street and off-road navigation, media, and just about anything else through apps. There is a form of breadcrumb navigation built into the center dash without the need of a smartphone I believe but I doubt I would use it much given I have a Garmin Overland device plus half a dozen apps on my iPhone for advanced navigation and route finding.

The footwell in general does feel a bit small. This is because the center console is so large but again, not an issue in my opinion. I do really like the rubber floor mat option with drain plugs. This will make cleaning the Grenadier after a long day of wheeling in the dirt a breeze. The visibility is amazing and the ergo worked well for me. While the front seats are heating they are all manual controls which I actually like. I don’t feel this kind of car needs motors in the seats for fancy adjustments so long as the seats are comfortable which I felt they were.

The only real complaint I have with the interior is the back seat. It’s enough leg room, albeit barely, yet the real issue is that the rear seat does not fold down flat. You can drop the back of the rear seat but it leaves a hump in the cargo area. In my opinion this is simply a design flaw in today’s world. I realize that this design might be to accommodate the aux battery and electronics which are located under the rear seat (which I love) but its a shame they could not find a way to allow the rear bench to fold flat. Coming from an LR4, which has the best second and third row folding mechanisms I have ever seen, I am a little bummed that if I move to the Grenadier I will not be able to have a huge flat cargo space to sleep in or haul with. But with that said I do have an Adventure Van and a Rivian SUV so I certainly can live without this benefit in the Grenadier.

When it comes to how it drives I have to say it is pretty amazing. We took the Grenadier to an off-road obstacle course that I have done before in the 2016 LR4 and the 1994 Defender 90. Not only did the Grenadier handle this course extremely well, I would say it did better than the LR4 or D90. Yes my 1994 Defender 90 is more capable given its size, but the Grenadier is 1000% more comfortable. So when I think about the total experience the Grenadier is a nicer off-roader even if it is technically not as capable. The Grenadier is extremely quite off-road with little to no squeaks. The BMW drivetrain provides plenty of power. The ground clearance was excellent and the skid plates are not for show they are the real deal. We had the center diff locked and the transfer case in low but we did not need the front or rear lockers engaged. The side angle for the Grenadier is rated at 45 degrees which is insane and not something I would want to do anyway. There are not a bunch of terrain programs controlling the traction so there’s no cheating. They did say they are going to add a single terrain program when in off-road mode for the production cars but that is still far simpler than other OEMs who have 3-7 programs to choose from. If you are looking for a rock crawler I would suggest looking elsewhere, but if you are looking for a trail, overland, light rock crawler the Grenadier is simply excellent. I did find the accelerator and brake felt light, meaning a bit unresponsive but again that is something you would get use to quickly.

I was not able to test drive the car on the streets as it is not road legal yet (airbags are not activated on these prototypes). The invite for a street test drive will come later this summer and assuming I can make that event I will share my thoughts. At the moment I am 90% sure I will place an order when they officially take US orders.

Next Steps:

  • Spring the US MSRP and final configuration options will be posted

  • Spring/Summer orders can be placed for those that have a reservation

  • Test drive #2 (street) this summer

  • Orders start to deliver in December or January

  • They are only brining 5,500 cars to the US in the first year

  • They have over 7,000 reservations for the US so unless you are high on the list you wont get a Grenadier in 2023

  • There will be a dealer/service center for the Bay Area, final dealer decision will be announced later in spring

  • No final US price is announced yet but the guess is $90k - $100k

Grenadier Build - First Impressions

Just like everyone else who knows about the Grenadier, I first learned about the car online through social media. That was back in 2019 when there was little known about the car. I read as much as I could find and decided to put my name on the early registration list to buy one. I was able to do that within hours of the list opening up so I have to believe I am rather high on the list.

That put me on Ineos’s mailing list for viewings. In December 2021 I was contacted with the opportunity to view (not drive) a prototype Grenadier in San Francisco. So on January 27th 2022 I went to the Mission District to check out the Grenadier in an art gallery during a private showing. Here are the photos from that event along with some first impressions.

This particular car did not run and many of the trim pieces were 3D printed so this was a good example of the Grenadier but far from the final product. Overall I was very impressed….here are my initial thoughts:

  • in person it looks fantastic if you appreciate the boxy old school look of the Defender or G-wagon

  • I think the footprint (wheelbase) is perfect, any bigger and the capabilities would be diminished and any smaller it becomes less practical for a do everything car

  • the back seat leg room is ok not great

  • the cargo area is ok for gear but given the back seat does not lay down flat you can forget about sleeping in the car when you overload

  • the seats are comfortable and the driving position is great (nice visibility and access to controls)

  • the ground clearance is great for a car this size

  • the utility nature of the design was well thought out by Ineos, analog switches, fewer sensors and less electronics to break down, spray down interior floors with drain plugs, pre-wired for aux power, etc

  • clearly the designers have spent a lot of time with Defenders when they designed the Grenadier…..case in point many of the electronics are under the back seat protected from weather and water crossings

  • while there is a strong resemblance of a Defender it is NOT a copy, Ineos really blended a few cars together to create something new, you can see elements of the G-wagon the Land Cruiser, and Jeeps here and there

  • it is refreshing to see an old school approach to the construction, one that has been time tested for reliability, capabilities, and strength…..bolt on body to a ladder chassis, sold axels, triple locked, coil suspension, two speed transfer case

After spending about an hour with the car and talking to the Ineos crew I walked away more confident that it was a car I was interested in buying. The real test will be when I can drive it off-road as well as on-road to see how the chassis, suspension, and drivetrain perform. But at least at the time of this initial viewing I left extremely impressed at what Ineos was building.

Grenadier Build - Why Its Special

In a world where car companies are using more tech and designing cars to maximize sales, we are ending up with cars that are trying to serve many purposes and thus serve none well. As a driver I too have been part of the problem, always wanting the latest and greatest. What I have learned after owning more cars than I can remember is that when you chase the future you often end up with an overly complicated car that only a computer engineer can fix.

A few years ago I wanted to go back to the simple design of older cars, so I bought one of my all time favorite dream cars…..a 1994 Defender 90 NAS. With virtually no sensors and very little electronics, the D90 is about as analog as you can get before you enter the truly vintage and ancient car era. Unfortunately, Land Rover does not have the best reliability record so keeping the D90 running perfectly nearly 30 years later takes patience and deep pockets. We finally got there but it was a journey…..read about our D90 here.

When Land Rover pulled the Defender out of the US in 1997 and then disconnected the iconic design worldwide in 2016, it marked the end (at least for me) of a purpose build off-roader with a simple and classic design ethos. I guess I was not the only one who felt this way. Sir James Ratcliffe of Ineos was also a Defender fan and clearly appreciated what the Defender stood for because he decided to fill the void Land Rover created by building the Grenadier.

The design philosophy is simple. Ladder chassis, solid axels, coil over suspension, 2 speed transfer case, lockers everywhere, boxy design, and utility over luxury. In essence….build a reliable and highly capable car that can take you all over the world to explore and have adventures. Yes a Wrangler has a similar focus, but where the Wrangler embodies the Red White and Blue, the Grenadier embodies the Union Jack. I look at the Wrangler as a great platform to build an extreme rock crawler, but if you are looking for a true replacement to the Defender it falls short on the “cool” factor. All other modern “off-roaders” like the G-wagon, Bronco, Land Rovers, Land Cruisers, are all highly compromised blends of mall crawlers and trail rigs.

So hats off to you Sir Ratcliffe, you have the means and more importantly the passion to fill the void that others left. The Grenadier could have never been built by a traditional car company and so you did what other couldn’t……you took a simple and forgotten design and brought it back to life. I look forward to owning one of your creations.

GT4 Build - Cleaning Past Sins

If you have ever owned a modern Porsche sports car you know all about the horrible cup holders. They are so bad in my opinion they should simply not have them. If you are not going to do it well don’t do it at all Porsche.

When we took delivery of our GT4 what was not explained to us, or addressed by the seller, was that the prior owner had a soda explosion at some point. Our guess is that he had a coke in the cup holder and he must have slammed on his brakes or hit a pot hole and that coke went all over the dash and center console. We came to this conclusion when we noticed small stains on the dash leather and that a couple buttons on the center console were sticking. Upon closer inspection we found soda residue that was not properly cleaned up.

At first we thought we would have to simply replace the air control module to fix the sticking buttons but after some internet searches we attempted to fix it ourselves. After taking off some center console trim pieces we were able to remove the air button module and from there we could take it apart and separate the electronics from the moving parts. We could clean the buttons with mild soap and water and then let everything dry. Luckily the electronics are protected by a rubber barrier, so no issues with the electronics. Next we did a deep detail to remove the stains. I am not a fan of 6 hour detail jobs so I did my usual 2 hour detail and then had a pro come in and do another 6 hours.

Now everything works, it looks great, and we have a strict no food or drink policy for this car. It’s a Porsche GT car after all….there is no need to eat or drink while you are focused on the craft of driving.

GT4 Build - PPF

I would never pay $13k extra to have a Porsche individual color, but our GT4 came with it (Laurel Oak) so we felt we might as well protect it. In the past we have only clear wrapped the front or all leading faces, but for this build we decided to go all in and wrap the entire car. In the Bay Area that would normally cost $7k - $9k but since we bought this GT4 in Georgia we found a local shop to wrap the car before it was shipped to CA. That meant it only cost $4.7k, still a lot but a great deal all things considered. We went with Llumar Platinum laser cut for a GT4 as this has self healing properties and a long warranty. The shop took over a week to install the PPF as it first had to get a deep clean, then paint correction in a couple of places, then a detail, then the wrap applied. I am very happy with the result although like most laser cut wraps there are a couple seams that can be seen if you hunt for them. But with that said I am happy with the level of protection this provides and the wrap does enhance the appearance of the paint by providing some additional depth.

Defender 90 Build - AC Unit

My 94 D90 NAS came with the original 94 AC unit but after living with it for over a year I decided to replace it. The AC unit worked but there were a few things I didn’t like about it. 1) the design is horrible in that it takes up a large amount of the passenger footwell 2) the controls are located in the center dash which mean you can not mount any of the stereo or switch panels in the center dash 3) my unit was missing the front facia in the passenger footwell which meant it exposed some wire and tubing 4) it had a leak which meant it had to be charged regularly to keep cold.

Rovers North makes a replacement unit that is more efficient, smaller, with the controls built into the unit. Not only does it work much better but it cleans up the center dash and the passenger gets more leg room. Its not a cheap replacement at $4k plus about $2k worth of labor….but if you plan on driving your truck regularly, AC is nice to have since there is zero heat insulation from the engine.

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Defender 90 Build - LED Dash Lights

I would classify my D90 project as a resto-mod in that I want to keep as much stock as I can while making improvements along the way that are easily reversible but that improve the driving experience. Virtually everything I have done is either restoring original parts, replacing parts with Land Rover OEM parts, or when required using high-end aftermarket parts. One of the most frustrating things about original Defenders is the dim dash cluster lights. The original lights are incandescent bulbs which burn out but even when they are not dead they might as well be as they are incredibly dim. So dim that at times you can’t see anything on the dash at night.

The solve is to replace those bulbs with bright LEDs that fit into the original bulb housings for the gauges. But to get the right bulbs that fit, that don’t cause electrical issues, and are the correct color (green) can be challenging. I found a shop in the UK that specializes in LED kits for classic cars (Classic Car LEDs). They have two kits for Defenders but in the end you really need to buy both if you want to replace all of the lights in a NAS Defender. The NAS Defender needs 5 bulbs for the gauges and one bulb for the clock. One of the kits includes 5 dash bulbs and the other kit includes 4 dash bulbs + 1 clock bulb. So what I did was buy both kits which gives me 4 spare dash bulbs for the future. You can order these in different colors but if you want the original look get the green version. Installation is easy it just takes time as you need to remove the binnacle to get behind the gauges and then you need to replace the bulbs with the LEDs. One tip….check that the LEDs work before reinstalling the binnacle because the LEDs are +/- sensitive. I also replaced the dome light to be LED (white) which is brighter than the traditional bulb.

The improvement is dramatic. The dash lights are rather bright in the normal dimmer position and very bright in the high dimmer position. So while the purists out there might hate my resto-mod project at least I can read my dash at night.

Defender 90 Build - Dash Plates

Sometimes it is the small things that matter. While this mod is not needed it is certainly nice. The OEM dash has a center plate that holds the hazard light switch, clock, and cigarette socket. But over the years those things get loose. Also by the driver side dash is a small switch area where a dash dimmer switch is and space for two other aux switches. Problem is that space does not take Carling switches and the dash dimmer switch is an outdated design and tends to go bad.

Series Defender is a small shop that creates some nice bespoke parts for Land Rovers. One of the things they make are metal switch plates and custom wiring harnesses to change the hazard switch and dash dimmer switch to Carling switches. They have lots of plate configurations to choose from. I decided I like the OEM analog clock so I picked up the center plate that changes out the hazard switch, keeps the clock, but converts the cigarette sock to a USB power port. But just to be safe I also picked up a six slot Carling plate as well in case I want to change my configuration. For the driver side switch plate I changed out the dimmer switch to a Carling unit and will use the other two slots for future aux equipment (off-road fog lights and roof rack lights).

While certainly not necessary it creates a clean look, is more robust than the OEM plate, and allows you to use the industry standard Carling switches. Like I said, it’s the small things that matter.