Art & Custom — Defender Configurator

FULL VEHICLE DISASSEMBLY

Complete teardown and systematic documentation

Before a single bolt is removed, the vehicle is fully photographed in its original state — every panel gap, weld seam, cable routing, and component position is documented. The vehicle is then raised on a four-post lift and stripped systematically from the outside in: glass, trim, interior panels, electrical harness, drivetrain, body panels, and finally the body from the chassis. Every removed part is cleaned, individually labelled, condition-graded (keep / restore / replace), and stored in dedicated trays and racks. Hinges, brackets, and fittings are marked with their exact position so every detail is recreated faithfully at reassembly. By the end of this stage the bare chassis sits on a rotisserie jig — and the full scope of the restoration is precisely defined with zero guesswork.

SANDBLASTING (SABLAGE)

Deep cleaning and surface profiling

Sandblasting is carried out in a fully enclosed blast cabinet to control media and prevent cross-contamination. The abrasive is selected to match the material: steel grit at 6–9 bar for chassis rails, axle casings, and structural brackets; glass bead or garnet at lower pressure for aluminium panels and cast-iron components. The target surface profile is SA 2.5 to SA 3 (Swedish Standard) — the grade required for high-adhesion protective coatings to bond properly. Internal box sections, blind areas, and chassis junctions are treated individually to ensure no untreated surface survives. The result is bare, bright metal with the ideal micro-roughness for mechanical bonding — a non-negotiable starting point for every coating that follows.

CHASSIS METALLIZATION (ZINC METAL SPRAY)

Thermally sprayed zinc — sacrificial corrosion protection

Immediately after blasting — while the surface is completely free of oxidation — the chassis receives thermal arc-spray zinc metallization. Pure zinc wire is melted above 1,000 °C and propelled at high velocity onto the steel, building a dense coating of 80 to 120 microns. This layer acts as a sacrificial anode: even if the topcoat is scratched through to bare metal, the surrounding zinc corrodes preferentially, actively shielding the steel underneath. Bond strength of thermally sprayed zinc exceeds 10 MPa — far superior to cold galvanizing paints or zinc-rich primers. This single step is the most important anti-corrosion measure in the entire build, giving our chassis a service life measured in decades rather than years.

CHASSIS METALLIZATION (ZINC METAL SPRAY)

ELECTROLYTIC ZINC PLATING (ZINGAGE)

Uniform corrosion protection for every fastener

Every piece of ferrous hardware used in the build — bolts, nuts, washers, brackets, retaining clips, cable mounts — is sent for electrolytic zinc plating before installation. Parts are degreased in an alkaline bath, acid-pickled to remove residual oxide, then immersed in a zinc-sulfate electrolytic bath where a controlled current deposits a uniform zinc layer of 8 to 12 microns across every surface. Yellow chromate passivation is then applied, providing a secondary chemical barrier. Each fastener meets the specification: minimum 96 hours to white corrosion, 240 hours to red corrosion in salt spray (ISO 9227). This standard of protection matters — untreated or pattern hardware is the first thing to corrode visibly on a restored vehicle, and we consider it unacceptable on any build that leaves our workshop.

CHROMATE FINISHING (BICROMATAGE)

Self-healing surface treatment for selected hardware

Springs, small pressed-steel brackets, decorative fittings, and selected engine-bay hardware receive a chromate conversion coating — a chemical treatment that reacts with the zinc surface to form a thin, integrated film of 0.5 to 3 microns. Unlike paint, this layer is part of the metal itself: it cannot peel, chip, or delaminate, and it self-heals at minor scratches in the presence of moisture. The distinctive iridescent golden-yellow appearance confirms correct passivation depth. Where modern environmental regulations apply, we use trivalent chromate (Cr³⁺) rather than hexavalent (Cr⁶⁺), meeting RoHS and REACH compliance. On parts visible in the engine bay or chassis, this finishing step also restores the factory-correct appearance that original Land Rover components carried when new.

REPLACEMENT OF ALL WEAR PARTS

No service-life component is ever reused

Every item with a defined wear limit is replaced as a policy — regardless of how it looks on inspection:

Suspension: all bushings (polyurethane or OEM rubber per spec), shock absorber top mounts, bump stops, and rebound straps.
Steering: track rod ends, drag link, steering damper, steering relay, all boots and retaining clips.
Driveline: propshaft universal joints, centre bearings, sliding yoke seals, differential output shaft seals.
Engine ancillaries: all coolant, breather, and vacuum hoses; cam belt or timing chain complete set; thermostat; water pump; and coolant reservoir.
Braking: all flexible brake hoses, rigid pipe unions at wear points, master cylinder seals, and wheel cylinder seals.
Sealing: body-to-chassis rubber pads, door seals, windscreen seal, bulkhead grommets, and all weatherstripping.

Parts are sourced from OEM suppliers or specialist performance suppliers depending on build specification. Pattern parts of unknown origin are never used.

ENGINE REBUILD

Full measurement, machining, and assembly to specification

The engine is fully disassembled and every dimension is measured before any part is re-ordered or reused:

Block: cylinder bores measured at six points per bore with a dial bore gauge — any wear beyond 0.05 mm or ovality above 0.025 mm triggers line-boring and honing to the next oversize.
Crankshaft: journals measured for wear, out-of-round, and taper — within-tolerance cranks are micro-polished; those beyond limits are reground and fitted with matching undersize bearing shells.
Cylinder head: pressure-tested for cracks, decked if warped beyond 0.05 mm, valve seats recut, new stem seals and springs fitted as standard.
Pistons and rings: new pistons matched to bore, ring end gaps checked and set individually before assembly.
Timing: chain, gears, or belt and full tensioner kit replaced as a complete set — never mix old and new components.
Oil system: oil pump replaced, all galleries flushed, oil cooler renewed where fitted.

The rebuilt engine is run on a test bench before installation — oil pressure, coolant temperature, and absence of smoke are verified at idle and under load.

TRANSMISSION, AXLES & DRIVETRAIN

Rebuild to factory bearing preloads and backlash values

The gearbox, transfer case, and both axle differentials are disassembled, cleaned ultrasonically, and inspected under magnification for wear, scoring, and fatigue cracking on gear teeth and bearing races. Synchromesh rings are measured against the Borg Warner or Land Rover service limit — any ring below specification is replaced. Input and output shaft bearings, selector forks, detent balls and springs, and all oil seals are renewed without exception. The transfer case's high/low range mechanism and differential lock are rebuilt and adjusted to factory shift effort. Each unit is assembled with the correct shim pack to achieve specified bearing preloads and gear backlash, verified with a dial gauge before the casing is sealed. Final fill uses the correct grade of GL4 or GL5 oil to manufacturer specification.

BRAKING & SUSPENSION RENEWAL

Full system rebuild with four-wheel laser alignment

Braking and suspension are treated as a single integrated safety system, rebuilt from the ground up:

Front axle: new disc rotors, new or rebuilt calipers, stainless braided hoses, new hubs and bearings set to correct preload, new CV joints where applicable.
Rear axle: drums or discs replaced to spec, wheel cylinders or calipers rebuilt, handbrake mechanism cleaned and set, new axle shaft seals.
Front suspension: new coil springs, new dampers, new radius arm bushings, new swivel pin bearings and seals, correct castor angle set on alignment rig.
Rear suspension: new coil springs, new dampers, new Panhard rod, new trailing arm bushings, ride height verified against specification.
Brake system: full system bleed with fresh DOT4 or DOT5.1 fluid, servo and master cylinder inspected and replaced if outside tolerance, proportioning valve cleaned and tested.
Four-wheel alignment on a laser alignment rig after all suspension components are torqued to specification.

Stopping distance and pedal feel are verified on a brake roller dynamometer before road test.

ELECTRICAL SYSTEM OVERHAUL

New loom, sealed connectors, dedicated earth returns

The original harness is removed and laid out for full inspection — every circuit is mapped against the Land Rover wiring diagram and tested for continuity, insulation resistance, and correct fusing. On most restorations, the entire harness is replaced with a new loom hand-assembled from OEM-spec TXL automotive wire in the correct gauge and colour code for each circuit. Connectors are replaced with weatherproof Deutsch or equivalent sealed connectors rated for automotive environments. The fuse box is upgraded to a blade-type panel with individually labelled circuits, dramatically simplifying future diagnostics. Earth return paths — a primary failure source on classic Land Rovers — are run individually back to a central earth bar on the chassis, eliminating the voltage drop and phantom faults caused by corroded body-earth joints. Modern upgrades are integrated into the new loom from scratch rather than added as afterthought add-ons.

BODYWORK RESTORATION

Panel beating, correct metalwork, and professional paintwork

Each aluminium panel — doors, wings, roof, bulkhead, and rear tub — is individually assessed. Deformations are worked out using traditional panel-beating techniques with slapping files and body hammers on a shot-bag: no filler is applied to structural aluminium panels. Panels beyond repair are replaced with new-old-stock or quality reproduction pieces. The bulkhead, typically the most corrosion-prone assembly on any Defender, receives particular attention: rust at the windscreen rail, footwell corners, and heater aperture is fully cut out and replaced with new-gauge steel, properly welded and treated. Once panels are straight, the body is blocked in guide coat to expose any high or low spots before high-build epoxy primer is applied. Final paint is applied in a filtered spray environment: minimum three coats of 2K urethane basecoat and two coats of clear lacquer, achieving a total film thickness above 100 microns.

INTERIOR & UPHOLSTERY

Custom commission craftsmanship — every surface bespoke

Every interior surface is treated as a custom commission. Door cards, dash panels, consoles, and headlining are fully removed — warped panels reformed or replaced, all fixing points repaired so nothing rattles or flexes in the finished interior. Seat frames are blasted, treated, and powder-coated before new foam is profiled: HR35 high-resilience foam for bases, HR28 for backs, with memory foam inserts available. Leather is sourced from European tanneries in a range of thicknesses and finishes — full-grain, semi-aniline, or corrected grain depending on the durability required for each surface. All stitching is carried out in-house: saddle stitch, French seam, diamond quilting, and contrast piping are standard capabilities. Headlining is trimmed in Alcantara or perforated leather bonded to acoustic-grade backing board. Carpets are cut from moulded automotive-grade sets and fitted over a full layer of mass-loaded vinyl for noise isolation.

FINAL ASSEMBLY & QUALITY CONTROL

Signed-off checklist at every stage, road-tested before delivery

Reassembly follows a strictly controlled sequence with a signed-off inspection at each stage:

Torque verification: every critical fastener torqued to specification with a calibrated wrench — suspension joints, wheel nuts, propshaft bolts, and engine ancillaries.
Fluid fill: all systems filled with correct grades — engine oil, gearbox, transfer case, differentials, brake fluid, power steering fluid, and coolant with correct inhibitor concentration.
Electrical commissioning: every circuit activated and verified — lighting, horn, wipers, heated elements, instrumentation, warning lights, and all integrated electronics.
First start and running-in: engine run at fast idle to operating temperature, continuous monitoring of oil pressure, coolant temperature, and all potential leak points.
Static checks: ride heights measured and recorded, alignment verified, brake pedal travel confirmed, all door, bonnet, and tailgate alignment adjusted.
Road test: minimum 50 km route covering urban, motorway, and unpaved surfaces — driving notes recorded and all findings addressed before handover.

The vehicle is then detailed, fully photographed, and a complete build record — part numbers, fluid specifications, and all measurement data — is handed to the owner.

OPTIONAL MODERN UPGRADES

Integrated from the ground up — never retrofitted

The following upgrades are specified and integrated during the build, not bolted on afterward:

LED lighting: full conversion including E-marked headlights, DRLs, indicators, interior LEDs, and auxiliary off-road light bars.
Infotainment: flush touchscreen with Apple CarPlay / Android Auto, DAB radio, reversing camera integrated into the tailgate, Bluetooth audio.
Upgraded brakes: conversion to vented four-wheel disc brakes with Brembo or AP Racing caliper kits for high-performance applications.
Acoustic treatment: full Dynamat or StP Gold application to floor, firewall, roof, and door skins — significantly reducing road and drivetrain noise.
Power steering: hydraulic PAS conversion using a Discovery 2 or Adwest pump kit, or full electric power assist (EPS) for a cleaner engine bay.
Suspension lift: calibrated 2″ or 3″ lift kit with extended brake hoses, corrected differential drop spacers, and adjusted gearshift linkage.
Engine swap: complete powertrain replacement — Cummins R2.8, Ford EcoBoost 2.3, or GM LS3 V8 — with custom mounts, adapted bell-housing, and full ECU calibration.
Auxiliary power: dual-battery system with VSR isolator relay, 12V and USB charging throughout the cabin, and pre-wiring for roof-mounted solar input.

The list goes on — feel free to contact us to discuss your project. We tailor every restoration to your intended use and preferences.

OUR BUILD PROCESS