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News

15+ Colours, Which would you choose?

We wanted to display to everyone the various options we can offer for our EXTREMEspec brake kit, So we have made up a set of colour ‘Swatches’ so you can choose, if you are in the UK and would like to have them sent to you to view, please feel free to drop us an email!

Saturday + Sunday Delivery is here!

We are stepping LOF up a gear, we now offer shipping 7 days a week! Using a combination of DPD and DHL we can now offer Next day shipping everyday, including Saturday and Sunday. So you guys can get that clutch fitted at short notice!

Prices are as follows for LOFclutches.com Deliver

Weekday- £0/ Free DPD/ DHL Delivery for all orders over £135

Saturday Delivery by DPD- £10 **(Order by 4pm Friday for Saturday Delivery)

Sunday Deivery by DPD -£12 **(Order by 11am Saturday for Sunday delivery)

Here at LOF we are dedicated to making life easy, convenient and simple. Therefore we think this is the ultimate step to help out our Customers!

Boris the Defender- Making my Defender Clutch Lighter – L.O.F POWERmaster

Installing the L.O.F Clutches Master Cylinder into my 300TDI Defender. A few hurdles along the way but the outcome was worth it!

Updated LOF distributors list, 157 Land Rover Experts world wide!

We have been updating our Approved distributor/ Authorised dealer section on our website. We now have 157 Expert Independent Land Rover Specialists from all corners of the globe, to help you get the right LOF Clutch or Brake kit for your Vehicle, Installed correctly!

We have worked very hard to build up our trade business with Garages and Land Rover parts shops all over the world, building trade with them before sharing our recommendation to the public!

We believe all of the fellow business’ listed on our site will succeed in offering you first class service and help, no matter where in the world you are!

From North America, to Newzealand, Malta to Sweden, just know we have someone local who is able to supply you one of our Heavy duty clutch kits!

For any more help or advice over choosing a garage or supplier to install your clutch, feel free to drop us an email to Sales@LOFclutches.com

Maybe you are an independent Land Rover Specialist Garage? If so, why not get in touch with us to see what we can offer you?

LOF 4×4 HD Clutch Range, coming soon!

Something we have been working on for the last 12 months, we often get asked if we offer clutches for other 4×4 vehicles, and since we think we have completed the LR range, it was time to invest time and energy into this!

We have developed a small range of ROAD/POWERspec models for brands such as Toyota/Ford/Nissan/Isuzu, and we will slowly be extending the range in the next 12 months

Making everything that little bit stronger, little bit better where possible, We hope you enjoy following us on this journey of expansion!

Should I use a Single mass flywheel in my TD5? Pro’s and Con’s:

We have been asked lots recently about the solid mass conversion kits for the Td5 engine since releasing our version in Early 2019! In the last 2 years we have sold thousands of our LOF ‘SMF’ kits with very good feedback and results for all applications Discovery and Defender.

So why does the Solid mass flywheel have such a bad reputation? Well in simple form, the common SMF kits available on the market up until now have been designed Incorrectly! These type of kits tend to Rattle, Vibrate and drive not very nicely! Hence why we designed the LOF SMF kit to remove all these issues.

So why do the other SMF kits Vibrate & Rattle? The springs in the cheaper SMF kits are from a Rover V8 clutch kit- A very balanced refined engine with little to no need for dampening. When this ‘V8’ Clutch plate is fitted into the Td5 conversion, it does not have the ability to dampen the vibrations of the engine, therefore causing ‘Gear chatter’ and ‘Drive train vibration’ under load. The V8 clutch plate has an angular displacement of only 5 Degrees. To put it into perspective the original Dual mass has an angular displacement of over 60 degrees!

Interesting fact (2021) Three Years on from launching our TD5 SMF kit, we now sell roughly 100 Single mass flywheel kits to every 1 Dual mass flywheel! This includes to garages world wide, Independent specialists, and Enthusiasts. We believe if you seek safety in numbers, this is an important piece of information to know!

What makes the LOF SMF kit so special and better? Simple! The LOF SMF kit has been designed correctly, using the following features:

  1. Our flywheel assembly is the EXACT same weight as the original dual mass set up, not a lightened flywheel like the others (Done for cost reasons)
  2. The LOF Driven plate has a ‘Long Travel Idler dampener’ within the centre which dampens the vibration at idle, leading to a ‘chatter free’ drive train with no excessive noise.
  3. The LOF Driven plate also has a 2 stage dampening system which acts to provide the same dampening as provided by the Valeo DMF. The springs used in our plate have the same torque Vs Angular displacement as the DMF meaning it absorbs the vibrations created by the Td5 engine.
  4. Our Flywheel is machined to a very high tolerance of 50 Grams/ Centimetre meaning that it is perfectly balanced.
  5. Other SMF kits use a longer release bearing to compensate for the thinner (Lighter) flywheel, whereas our flywheel is the standard depth as the DMF, meaning a standard FTC5200 release bearing can be used (Ideal if one is needed to be sourced in the middle of nowhere!)

So what are the benefits of fitting a solid mass flywheel compared to the Dual mass? There are many benefits to a correctly designed Solid mass kit:

  1. Cost, the SMF kits work out around £100 cheaper than the equivalent DMF kit. This is because the LUK/ Valeo DMF are just so expensive out of the factory.
  2. Reliability, The SMF has no moving components therefore it will not fail or become noisy when compared to the DMF.
  3. Long term upkeep, The SMF will not need replacing, it is re-usable, therefor if you ever need to change your clutch again, you will only need the clutch cover and driven plate!
  4. Drivability, with the Td5 we have found that there is a ‘sponginess’ to the clutch pedal, and a slight delay/ lag of transmitted torque. Replacing it with the SMF gives a more ‘direct drive’ almost as if the gearbox and engine are more connected together, there is a noticeable difference in how quick the Torque from the engine can be transmitted to the wheels!

What are the Drawbacks to fitting a solid mass flywheel kit? None! The only thing we have concluded is that it is not strictly original, but other than that we see no reason not to fit one!

Solid mass flywheel to suit Td5 Defender and Discovery 1998-2006 22kg SMF
TD5 solid mass flywheel kit from LOF clutches for Defender and Discovery

The Ultimate Racing Defender! Edd Cobley’s ‘Skippy 2.0’

Fancy yourself as a Defender Racing Driver?

Introducing Edd Cobley! We have sponsored Edd’s Racing car this year, Edd is famous world wide for his Action film stunt driving, his driving tuition to Military personnel from around the world, and more importantly; Winning Race championships in 4wd vehicles!

The Truck:

‘Skippy 2.0’ Is a Land Rover Defender 110 Pick up (DCPU), over the last 2 years Edd has customised the truck under a full rebuild, sourcing the best quality racing products from around the world!

The Spec:

  1. TD5 Engine, Tuned by José Amorim From TD5inside performance, Portugal, a well renowned Land Rover tuning expert
  2. Quaife sequential gearbox, 6 speed
  3. Belingo 16″ Off road Wheels
  4. Davanti Tyres, one of Edd’s biggest sponsors
  5. LOF EXTREMEspec Single mass flywheel TD5 Clutch kits!
  6. LOF EXTREMEspec 16″ Front brake kit in Orange of course, upgraded with cermaic ‘RACEspec’ Pads
  7. FOX Coil over suspension ……. The list goes on!

Now for some Brake porn  >

(330mm  Drilled and grooved Disc, 4 Pot anodised caliper, RACEspec Brake pads, 16″ wheel fitment!

Juice motors awesome TD5 90″ Overhaul!

Great video from the Juice motors team down in Kent, showing an overhaul of a low mileage TD5 90, fast road suspension, SMF clutch kit, wheels, tyres and lights!

16″ Wheel EXTREMEspec brake kits now finished!

It has been a long time coming, but we have finally finished our 16″ wheel brake kits due to popular demand!

We have worked to bring the ultimate performance, using what we learnt on the previous EXTREMEspec brake kit for larger wheels, bringing it into a 4 pot calliper system with 330mm Drilled and grooved disc!

Our kit is supplied with everything required to do the job, all in one box!

See more HERE

THE DEFSTANG! An insight into how we installed a Coyote 5.0 Ford Mustang Engine into a Defender 110!

We thought everyone would like to see some images and information regarding the installation which we get asked about on a daily basis, below is a list of parts used (Including rough prices just to help people estimate a budget) Plus a bunch of random photos from along the way!

The Car: The original truck was a 2011 Defender 110 CSW with 60k miles, originally fitted with the 2.4L engine it was fairly slow and gutless, plus not very refined at all!

The Method: Instead of having the truck off the road for 12 months while converting to the Coyote engine (plus having limited space at our old industrial estate), we instead decided to build a rolling chassis using a brand new galvanised chassis from Marsland Chassis

Its worth noting at this point that your old engine/ gearbox/ rolling chassis will very much pay for much of the conversion, from memory we sold our rolling chassis complete for circa £7000. By doing this it meant we could ‘jig up’ and build a rolling chassis from new, and simply drop the original body shell onto the new chassis (Very helpful as it kept the 110 as a daily work horse!)

Below is a list of parts required to do the conversion, with links to some useful websites for info:

1.The Engine! 5.0 Ford Mustang engine (Coyote generation 2) is available new from a UK company called POWER TORQUE UK , If you go down this route you can expect to pay around £12,000 plus VAT, however if you search on ebay you can find second hand engines removed from cars for between £3000, £4000 which is much cheaper, its worth saying at this point that the engine has excellent reliability so in my opinion a second hand engine is not much of a gamble!

2. Gearbox, we used a one of one custom MT82 gearbox, the front half is the mustang manual Ford box with the Mustang gear ratios, the back of the gearbox was the Land Rover TDCI MT82 6 speed, this ‘hybrid’ was the work of Ashcroft transmissions in Luton! Options for others wanting to build a Coyote powered Defender would include a Tremec Gearbox, expect to pay around £7000 for one of these though!

3. Transfer box and differentials: We used Winchester Gears in Maltby for this, we had a Stage 2 transfer box with a ATB centre diff to help send power to all 4 wheels. We also had a pair of differentials installed with ATB centres, meaning permanent 4WD! (It sticks to the road like glue)

4. Exhaust: We started with two Cast Iron ‘headers’ (manifolds) from CJ pony parts (USA) These headers are used for the coyote engine from the F150 pick up truck, they work out around £350 landed in the UK, and is a much cheaper option than having custom headers made. The rest of the exhaust system was made by Demand Engineering in Suffolk, Dan the owner did an amazing job using 3.5″ stainless tube to make the system. We routed it as per the original TDCI system, with 2 silencers, and we also added a ‘ASBO Valve’ which at the flick of the switch gave a straight through exhaust which made the ground shake! (Exhaust cost £1300)

5. ECU and Wiring: We purchased a “PCM” kit from Power torque, the company who sell the coyote engine, this kit includes an ECU, Throttle pedal, Sensors, Body wiring loom and also an Air filter box with MAF sensor. (This loom was so easy to route, we left the ECU where the original 2.4 TDCI one was, and we put the fuse box under the drivers seat alongside the original LR fuse box! (PCM kit £3000)

6. Dash controller: In order to make the TDCI dash work with the ford PCM kit we used a ‘box of tricks’ From the company Futuranet, Martin the owner is very switched on and supplied us the perfect box which talked to the dash and the Ford kit! Martin also owns the Defender2.net forum! (integration cost around £1000)

7. Cooling: We used a full width full height radiator made by the masters at Allisport, This radiator was insane, huge in size and kept the 5.0 Engine cool! (Cost around £1000) The Aircon radiator was the original LR one and was made to fit with the custom Allisport Rad, some clever pipework was needed, we used our local commercial AC engineer. AC pump for the coyote engine is around £500 for a genuine unit.

8. Power steering: This one was fun! So because of the coyote AC compressor on the engine, we could not run the normal LR steering box mounted to the chassis. Instead we comissioned Blackbird Industries to build us a mounting bracket to fit the Range Rover P38 steering box to the outside of the Defender chassis rail, similar to the Land Rover V8 works defender! This conversion was awesome, the steering ratio was quicker than a stock Defender, and handles so so well. (Cost around £500 inc PAS box). For the power  steering box we had to use a reverse mounted pump facing the engine itself, the pump is a common US design for these sort of conversions, supplied by Pace Automotive

9. Suspension: We chose to run Bilstein Shock absorbers all round, with JE lowering springs on the rear, and genuine standard springs on the front, It sat nicely and would swallow up corners as flat as a mill pond! Very little roll at all. Other suspension upgrades included a full set of Super Pro bushes, far superior to the LR rubber ones! In addition we did the HD anti roll bars, much bigger in diameter and much stiffer, supplied by Defender upgrades. The whole set up cost in the region of £1000.

10. Fuelling: We took the 2.4 TDCI Fuel tank stack and fitted a fuel pump from Glencoe fuel pumps, and ran a wire through the LR chassis harness all the way back to the fuse box in order to power the pump. We used the standard fuel lines up to the fuel filter position, instead of the LR filter we ran an AC delco fuel regulator/ filter all in one. This piece of kit cost around £50 from Pace automotive, it regulates pressure to the fuel rail at around 85 PSI, and also filters it, so much easier than an inlet manifold vacuum regulator, our one requiring no wiring or vacuum pipes.

11. Engine mounts/ gearbox mounts: The way we did this was bolt the LT230 transfer box in its original place, Our MT82 gearbox also bolted in stock chassis mounts. This left the engine directly above the original LR chassis mounts for the old 2.4 TDCI. Using some aluminium/ Poly bush engine mounts from Pace automotive we fabricated the engine mounts to meet up and bolt onto the original chassis mounts. (we used 8mm mild steel plate with some gussets) Total cost circa £200. Distance between the front pulley and the chassis cross member was the same as the V8 works Defender. A standard 2.4 TDCI sits at around a 4 degree incline, we lowered the engine so it sat at 2.5 degrees incline. (the sump missed the axle casing at full spring compression on the bump stops)

12. Brakes: We used our LOF EXTREMEspec big brake kit on all 4 corners, the front kit is 345mm 6 pot, and 330mm 4 pot on the rear. The vehicle stopped very well, helped with the 20″ Khan/ Chelsea truck alloys and the Cooper AT3 tyres!

That pretty much covers the basics of the conversion, obviously the interior and exterior upgrades I have not mentioned as they are easy and not unique. If anyone would like any help/ advice about doing this conversion, feel free to send an email to Luke@LOFclutches.com!

If you are interested in having someone carry out this conversion for you, here is a list of our trusted people that would be able to do the job for you:

Pace Automotive- Dan Padmore- Peterborough

Blackbird Industries – Michael Brown- Lichfield

4×4 Fabrication- Dave Lea- Shropshire

Futuranet- Martin Lewis- Oxford

(Plus many more of our agents but these are some that we know have strong experience in the conversion)

Fitting video for our POWERspring!

We thought it was about time we did a fitting video, so here we go! Please like and subscribe for more helpful videos!

Calling all Defender owners: STOP THAT CLUNKING!

Calling all Defender drivers, do you have a nasty clunk when pulling off?
Stop that CLUNK!

THE PROBLEM SHOWN BELOW

LOF Solution shown above!

We have found a lot of Defender drivers complain about the awful back-lash in their drive train, leading to clunks and clangs when setting off!

We thought we could explain common areas that are easily fixed, which we have solutions for!

1. Rear Drive flanges on the axle, these are common, they wear the spline, not lubricated and end up causing total loss of drive if left too long (shown top right) The solution was easy, resort back to older designs and eliminate the spline using a solid one piece shaft as shown in the bottom right photo! Real easy job to do, wheels off, undo 5x 17mm head drive flange bolts, slide it out, slide the new one in! (Tools needed: Jack, wheel brace, 17mm socket, RTV Silicone)
LOF single piece half shafts here >

We hope this has been helpful! In addition here is some other parts that can cause a clunk:

1. The Front and rear differential (most common for them to have a lot of backlash on TDCI vehicles
2. Front drive flanges (same principal, best to change like for like with plenty of EP2 grease!)
3. Propshaft UJ’s, easy to check by twisting by hand, we always suggest refreshing the whole pro-shaft rather than rebuilding as it is cheap and easier!

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