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    MARK B’S #BMW-E30-Coupe / #BMW-M3 / #BMW-E30 / #BMW-M3-E30 / #BMW / #BMW-S14

    Since rebuilding the engine a few months back, I have tried to use the M3 whenever I can and it finally has the reliability it should have had. The engine performance is really strong and using the M3 in competition meant I was able to really drive it harder than regular driving allows. I kept the rev limit to just over 8000rpm for longevity and while 250hp isn’t much by modern M3 standards, combined with a shorter final drive and the low weight of a partially-stripped #BMW-E30 , you have a car that’s quicker than you might imagine. The combination of induction noise (thanks to the DTM carbon air box) and harder edged exhaust tone (from Eisenmann’s excellent Race exhaust system) only add to the experience. Whilst I always loved the look of the old ex-works race car clocks, they just didn’t allow me to keep close enough an eye on what was going on within the engine, which is why STACK suggested I run their classic analogue rev counter and LCD display. I must say, I am glad I followed their advice as having literally every parameter covered and the information available at my finger tips has meant I have total confidence in the BMW-S14 and its health. I can’t say it hasn’t been a pretty steep learning curve, especially when it comes down to learning which modifications work and which don’t, but I’m finally at a point where everything has come together. The additional cooling (thanks Rad-Tec) and tricks like remounting the oil cooler (albeit a slightly larger Mocal unit) mean the engine now runs at its optimum with power and performance being consistent no matter ambient temperature and altitude, thanks to running DTA Fast engine management. This wasn’t the case with Alpha-N, when the car could feel totally different from one day to the next. It just seemed incredibly sensitive to changes and I’m sure that wasn’t good for the engine. Thankfully that’s all in the past now.

    This past week saw MOT time roll around again (where does the time go?!). Thankfully ARM take care of this for me and as I know there’s no corrosion to worry about, plus the mechanical side is about as well maintained as it’s possible to be, I really didn’t have too many concerns. Usually it’s something trivial like the headlight adjustment or a blown bulb but this time it was a straight pass with no advisories. Job done! We also did a gearbox and LSD oil change as I plan on doing a track session at Silverstone at the end of November. I’ve never driven Silverstone before, apart from in Project Cars on the PS4, so I’m really looking forward to driving such an iconic track. The video from Petrolicious is also live now and I must say thank you for the positive comments. It’s been a tough few years if I’m honest and I have some more tough times ahead, so I’m extremely grateful. Sadly this may mean my selling the E30, although I am currently trying to find an alternative solution, but please feel free to contact me should you be interested.

    Mark’s awesome M3 in action
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    When your youngest car is 15 years old you always have maintenance and stuff to do and when you have four cars and a project car the list is long! / #BMW / #BMW-E46 / #DISA-valve-replacement-kit / #DISA

    PIERS’ E46s

    This month I have had to focus on the daily fleet. My #BMW-330i-E46 has been neglected of late and I have been meaning to do the DISA valve (the DISA valve alters the inlet runner length to aid low-down torque) for some time. My #BMW-330d-E46 has started to get smelly in the cabin and the fuel economy has got worse. The #BMW-330d has the label of parts car and has always been a bit of a beater but this doesn’t change the fact that it still needs to be maintained to retain some of its value and keep the engine going if I do break it!

    As with all cars there are well-known faults and maintenance issues that raise their head in the car’s lifetime. I have addressed a lot of them in the past with the 330i: the cooling system, Vanos seals, CCV, lower control arm bushes, rear trailing arm bushes, oil filter housing gasket, rocker cover gasket… the list of repairs is really quite long!

    The DISA valve in the #BMW-M54 engine is a component that wears over time and it can then fail and the results can be catastrophic as the engine ingests the plastic… yes again plastic. BMW, why do you love plastic so much for your components?!

    The M57 engine is an all-time great but there are some well-known problems, one of which is the exhaust manifold. The manifold is made from stainless steel and it is made up of several parts which are welded together. As a result the manifold, after many heat cycles, can crack along the weld lines causing it to blow. This means the engine bay has exhaust gases in it, leading to a smelly cabin. The turbo fails to spin up how it should as exhaust gases are lost before reaching the turbo and there is then a knock-on effect on fuel economy as induction is altered.

    As with Vanos kits there are various companies who offer off-the-shelf solutions for these common issues with various cars (not just BMWs). X8R has been the company of choice for me this time as they offered solutions for both DISA valve and manifold issues. They also offer Vanos seal replacements and in addition to that they don’t just cover BMWs, they offer parts for pretty much most makes!

    The DISA solution is to replace the plastic flap in the unit with an alloy one and a replacement stainless steel spindle. This means that there is no longer a risk of the flap and spindle failing. The replacement manifold, meanwhile, is a cast item which is substantially stronger and more robust than the stainless OEM item. All new gaskets and fittings are supplied to ensure the replacement manifold is secured and sealed properly. The DISA valve is a relatively simple job which requires removing the unit from the side of the inlet manifold but the same cannot be said for the manifold swap. You can either come at it from the bottom and up, or from the top and down and both ways are a complete faff and have their respective problems. Without a two-post lift I am going top down! More on this next month where I will cover both jobs!

    DISA-valve-replacement-kit . New manifold for the 330d.
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    The December issue is always a bit weird because, as you can see, it’s clearly not December (yet) and I’m actually writing this in October, which makes it feel even weirder. These last couple of months of the year are going to be busy – there are the last few shows to attend, there’s winter prep to be done and, for me, it’s arguably the busiest period of the year and there’s always a manic rush to wrap things up before Christmas.

    / #BMW-135i-E82 / #BMW-E82 / #BMW-135i / #BMW / #BMW-1-Series / #BMW-1-Series-E82 / #BMW-135i-E82-Swap

    This time of year is usually pretty lean for most people as everyone is saving up their cash for Christmas and so there’s really not much left in the kitty for car shenanigans. That’s why we’ve put together a value for money mods guide in this issue. It’s not about the cheapest mods but it is about the ones that, in our opinion, represent the best value for money imaginable – and some of them are actually pretty cheap, too. From styling to suspension and wheels, we’ve done a bit of hunting and found a fine selection of mods that will seriously impress, without breaking your bank account, perfect for some budget winter modding – it all starts on.

    For this month’s selection of cars we’ve really given you an automotive pick ’n mix, serving up a truly eclectic selection of modded BMs from around the globe and there’s something for everyone in this issue. Our cover car is an absolutely full-on 135i pushing out a frankly ridiculous 750whp from its single-turbo #N54 and it is a beast built for the road but with the track kept firmly in mind. It’s an epic machine and no mistake. If that’s not quite hardcore enough then we’ve also got the legendary JUDD F1 V8-powered E36 hill climb monster, star of some of the most-watched YouTube clips in Internet history and one of the greatest track BMs of all time. We’ve also got a 440hp, 4WD 435i that’s a real all-weather weapon, a sublime S14- swapped 2002 and a seriously cool retro-styled E36 Cab as well as show reports and loads more to get your teeth into. Next month we are bringing you a real heavyweight, the UK’s fastest and most powerful F10 M5, a real record-breaking machine that will absolutely blow you away. Until then, savour the last 2018-dated issue and we’ll you see next time!
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    AL HORSMAN #BMW-540i-xDrive / #BMW-G30 / #BMW / #BMW-540i-xDrive-G30

    Most of the cars we feature tend to be a little on the older side so it was a nice surprise when Al’s email appeared in our inbox, telling us about his G30 5 Series. Al’s 540i model is equipped with the seriously potent single-turbo #BMW-B58 straight-six as can be found in the M140i and M240i among other models, which makes 340hp and 332lb ft of torque in stock form, and with the added traction of xDrive that’s enough for a 0-62mph time of just 4.8 seconds, which is seriously impressive stuff. Al says that having the #xDrive on board makes the car feel incredibly planted and he understands it’s the only 540i xDrive in the country, which makes him a member of a rather exclusive club. The only mod he’s fitted so far is a K&N filter, which he says has increased torque noticeably throughout the rev range, but he’s got no more mods planned as it’s one of the most complete cars he’s driven and is more than fast enough already.
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    Trending: #BMW-850CSi-E31 / #BMW-850Csi / #BMW-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW / #BMW-M8
    One to buy!

    BMW’s big 8 Series coupé may be a thing of great beauty, but it was never a success, largely due to being too big and expensive for what you got, and too heavy to really enjoy chucking about. BMW never sold more than 10,000 in a year.

    None of that kind of thing has ever prevented a car becoming a classic before, but the 840 and 850 have even struggled to gain that recognition, gaining ground at a slower pace than everything else in the recent boom. But there is one exception to all that, and it’s a car many may not even be aware of. It was built from 1992-1996, during which time only 160 BMW 850CSis were produced in right-hand drive. Which is a shame because this, in reality, is the range’s #M-car . Its prototype was even called the #BMW-M8-E31 . For these the #BMW-V12 was bored out to 5.6 litres and kicked out 375bhp rather than the standard 322. That boost in power meant it could kick some bottoms. Suspension and steering were modded too, and you could only have one with a six-speed manual. Now these are worth something. Prices have shot up recently and can now top £50k – more than three times the price of a regular 850.
    The 850CSi is the M-car of the 8 Series.
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    DAVID GERHARDT E82 118d M Sport / #BMW-118d-E82 / #BMW-118d / #BMW / #BMW-118d-M-Sport-E82

    Prior to owning this BMW-118d-M-Sport-E82 , David (@be_daring_mods) owned a Z3 and got teased about how he’d modified it so he set out with a small budget and purchased his 1 Series… and got teased again. So he decided to save his reputation by modding the little BM and we reckon he’s done an awesome job – if you like your BMs eyecatching, you’re going to love what David has built.

    On the outside it’s wearing a 1M front bumper with a Grams Styling splitter, custom canards, gold and ghost decals along with tinted headlights, repeaters and fogs. Up front he’s fitted a set of Bola B1s while at the rear you’ll find a set of Bola CSRs to mix things up and the finishing touch is a custom quad performance exhaust.
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    ELIZABETH’S E63 630i SPORT

    The BMW 630i has a fair few miles under its wheels now (about 96k if I recall correctly) and after being on the road for so long, 12 years now, you can’t help but wonder what sort of state the insides of the engine are in. When the time came for an oil change and I was booking in with #BMSport (as I always do), co-owner Jags mentioned that they could now offer an EDT Treatment and suggested I give it a try.

    / #BMW-E63 / #BMW-630i / #BMW-630i-E63 / #BMW-6-Series / #BMW-6-Series-E63 / #BMW / #MStyle / #BMW-630i-Sport / #BMW-630i-Sport-E63

    So, just what is EDT? Well it’s certainly not an engine flush so don’t go calling it that – EDT is a deep clean for your engine and the company says that a treatment can deliver up to 26% better fuel economy, a 6hp average increase in power and 7lb ft of torque, a 69% reduction in CO emissions, improved performance and drivability, a smoother, quieter engine and improved engine longevity. I bet you’re probably scowling and are pretty sceptical right now, right? Well so was I when Jags started telling me about EDT and then he too said he had initially been rather sceptical about the whole process, right up until they decided to get an EDT machine in to try it out and noticed a difference on their own cars. That was enough to convince them to sign up with EDT and once they started offering the service they started getting superb customer feedback about the results, and at this point my mind had been changed and I was keen to have a go. People love to moan, they’re more likely to moan about something bad than speak up when something is good and yet take a look at EDT’s Trustpilot score, 9.9/10 after 152 reviews, which is seriously impressive. So, I was convinced to let Jags and the guys hook the 630 up to the Engine Decontamination Machine (which has been manufactured in the States and distributed around the world for over 20 years now) to see if I could feel a difference.

    So how does it all work? Well, paraphrasing from the EDT site, the machine has been designed to remove all the sludge, varnish and debris from inside your engine, which improves the coefficient of friction as the components aren’t covered in gunk any more, allowing your fresh oil to perform as best as it possibly can. This in turn results in the improvements mentioned above, like the increase in fuel economy, improved performance and drivability. The first step is to drain your old oil from the car after which the machine is connected up and pumps in a bespoke mineral oil to deep-clean your engine and a clear container on the side of the machine shows you everything that’s being removed. The whole process takes less than 15 minutes, after which fresh oil and a clean filter are added and you’re good to go.
    So, to the moment of truth – did I notice a difference? Well, the 630i was running well anyway but it seemed like a good idea to get the engine internals cleaned after almost 100,000 miles and I would say that I did notice a difference. Fuel economy has improved a touch and I would say the engine feels a little bit smoother and more eager. I’m not going to sit here and tell you that, in my case, the difference was like night and day because it wasn’t but I definitely felt an improvement. Beyond that, I have the added peace of mind of knowing that my N52’s internals are sparkling clean and the engine is performing at its best, so it’s definitely worth doing especially if your BM has covered a lot of miles and you want to ensure that it’s performing as best it possibly can.

    Oh, also, the 630i is up for sale; I’ve decided it’s too sensible for me and I need something sillier as a daily, because why not…? If you’re interested then please drop me an email.

    THANKS AND CONTACT
    EDT Automotive
    www.edtautomotive.com
    info@edtautomotive.com
    01233 712341
    BMSport
    www.bmsport.com
    020 8304 9797
    info@bmsport.com

    BMW 630i E63 in for its EDT treatment Gunk from your engine collects in here EDT filter after treatment EDT machine pumps bespoke mineral oil through your engine. Deep cleaning in progress.
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    TOM WRIGLEY’S #BMW-M3-Competition-Pack-F80 / #BMW-M3-F80-Competition-Package / #BMW-M3 / #BMW-F80 / #BMW / #BMW-3-Series / #BMW-3-Series-F80

    I started my last ‘Our Cars’ entry back in the Summer issue apologising for missing a few months’-worth of updates, and here I am writing this this month having done exactly the same thing. Even the excuse is the same – I’ve just been so busy with work at the karting centre and with my racing in the Porsche Carrera Cup GB with team MSS Kits that I’ve just not had time to put fingers to keyboard. Nor have I done much to the M3 either, but I do have a reason for that. You see, I’ve decided I’ve had my time with the #BMW-M3-DCT-F80 M3 Competition Pack and I fancy something different.

    Don’t get me wrong, I’ve thoroughly enjoyed my time driving and modifying her, and she definitely ranks as one of my favourite cars I’ve owned, but it’s time for a change. But don’t worry, I’m not straying from my beloved BMW. I thought to myself, what could possibly be better than an F80 M3? Well I guess, logically, the answer is an F90 M5! I’ve been a bit obsessed with the latest M5 since seeing and reading the reviews a little while back, and while some people weren’t sure about the M5 losing one of its USPs at first, personally I liked the idea of that clever four-wheel-drive system, and of course its 600hp and 553lb ft V8 engine too. So, it’s time to say goodbye to the M3. As so often happens (I’ve read enough PBMW features to know I’m not alone in having done this!), I’d gotten her right where I wanted her and then… decided to sell. I know, I know, but you know what it’s like when you get the taste of a new car. Anyway, before I wave her off to pastures new I thought I’d run down the final spec how she stands now.

    The highlight of the whole build for me was definitely the #Tom-Wrigley-Performance #AP-Radi-CAL II 390mm six-pot and 380mm four-pot front and rear brakes I developed. They absolutely transformed the way the car stopped on the road and on the track, giving such a nicer pedal feel and, on track, being much less prone to fade. I liked the way the M Performance carbon exterior pack and the CS front splitter looked on the outside, just as much, in fact, as I liked the M Performance carbon and Alcantara interior pack, the trick LED wheel, the amazing sounding and performance-boosting exhaust and, in my eyes anyway, the awesome looking #763M-wheels . In fact, I liked pretty much everything about this car it’s got to be said. Under the bonnet I fitted the three-piece CSF cooling kit, which did definitely make a difference in keeping things cool on track, the stunning looking (and sounding!) Arma Speed carbon intake and of course the Evolve Automotive cat-less downpipes. Finally, and probably the thing that made the most difference performance-wise, I had Evolve install one of its Stage 2 maps, with pop and crackle overrun for the giggles. In fact I liked the noises it made so much that the fact Evolve’s brilliant map really made a noticeable difference to the car’s responsiveness and overall drivability and added an extra 60-70hp and 70-80lb ft torque too was almost a bit of a bonus!

    I also want to take this opportunity to thank #Evolve-Motorsport , CSF and #Arma-Speed for working with me on the car and I look forward to fitting some of their brilliant products to my cars in the future. You know a product is good when you’re already thinking of going down the same route with your next car! So anyway, that’s that, that’s how the M3 looked. I’ll definitely miss it, it was brilliant in standard form but even better modified just a little. Where’s the fun in leaving a car standard after all? And I know what you’re all thinking, what’s going to happen to the M5 when it comes? Well, to be honest, I’m not sure. All I can say is I’ll see how it goes…

    It’s the end of the road for Tom’s #BMW-M3-F80 . Three-piece #CSF-cooling-kit made a big difference M3 looked fantastic on the 763M wheels. Sexy interior carbon pack. #BBK the best mod Tom did.
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