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BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. T...
BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. These machines have a wide range of engines and body styles. Even during the life of the conveyor this machine has earned the title of the cult. And now having passed the test of time and has a huge range of kilometers and miles fans and avid owners. Our club dedicated to everything that is connected with this model and its numerous modifications. Namely operation, test drives, repair and tuning of course. Tuning E30 is now a whole industry, even say more - it's a real industry and enthusiasm of thousands of fans of the famous thirty. Our community brings together owners and enthusiastic amateur trio of second generation all continents and countries. All communication in our outdoor club is in English as a universal means of communication.

Welcome - E30 with love and forever!

Like the E28 5 Series, the second-generation 3 Series E30 concentrated on the consistent improvement of a successful concept. With improved styling, technology and equipment levels, the 3 Series offered a wide range of engines for all customer demands. From 1983 all models were also available with four doors. In 1988 the 324td introduced the first-ever electronic diesel injection system, and newly developed four-cylinder units replaced the engines that had proven their merits millions of times over 26 years.

1982 – 1991 E30 3 Series Saloon 2 doors and 4 doors

BMW 316, 1982 – 1988 4-cyl. ohc 1766 cc 66 kW (90 hp)
BMW 316i, 1988 – 1991 4-cyl. ohc 1596 cc Cat. 74 kW (100 hp)
BMW 316i, 1987 – 1988 4-cyl. ohc 1766 cc Cat. 75 kW (102 hp)
BMW 318i, 1982 – 1987 4-cyl. ohc 1766 cc 77 kW (105 hp) Cat. 75 kW (102 hp)
BMW 318i, 1987 – 1991 4-cyl. ohc 1796 cc Cat. 83 kW (113 hp)
BMW 318is, 1989 – M42 1991 4-cyl. ohc 1796 cc Cat. 100 kW (136 hp)
BMW 320i, 1982 – 1991 M20B20 6-cyl. ohc 1990 cc 92 kW (125 hp) Cat. 95 kW (129 hp)
BMW 323i, 1982 – 1986 M20B23 6-cyl. ohc 2316 cc 102 kW (139 hp) 110 kW (150 hp)
BMW 325e, 1983 – 1988 M20B27 6-cyl. ohc 2693 cc Cat. 90 kW (122 hp) Cat. 95 kW (129 hp)
BMW 324d, 1985 – 1990 M21 6-cyl. ohc 2443 cc 63 kW (86 hp)
BMW 324td, 1987 – 1990 M21B24 6-cyl. ohc 2443 cc 85 kW (115 hp)
BMW 325i, 1985 – 1991 M20B25 6-cyl. ohc 2494 cc 126 kW (171 hp) Cat.125 kW (170 hp)

1985 – 1991 E30 325iX Permanent four-wheel drive, central power divider, viscous locks.
BMW 325iX 1990 – 98 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)

1982 – 1990 E30 3 Series Baur Top-Convertible
With the introduction of the new 3 Series, Baur again offered a Convertible model with rollover bar. Then, in 1986, BMW themselves introduced a brand-new fourseater Convertible. The elaborately constructed roof was easy to operate and disappeared completely into a com - partment behind the rear seats.

1986 – 1993 E30 3 Series Convertible
BMW 318i Convertible
1990 – 1993 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i Convertible 1986 – 1993 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)
BMW 320i Convertible 1986 – 1993 6-cyl. ohc 1990 cc 95 kW (129 hp)


1988 – 1994 E30 3 Series touring

Another variant in the E30 3 Series was the dynamic and luxurious Touring with the same wheelbase but a completely different rear end. This car came with petrol and diesel engines as well as four-wheel drive.

BMW 316i touring, 1991 – 1994 4-cyl. ohc 1596 cc 74 kW (100 hp)
BMW 320i touring, 1988 – 91 6-cyl. ohc 1990 cc 95 kW (129 hp)
BMW 318i touring, 1989 – 1994 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i touring, 1988 – 1993 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 325iX touring, 1988 – 1993 M20B25 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 324td touring, 1988 – 1993 M21 6-cyl. ohc 2443 cc 85 kW (115 hp)
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  •   Graham Leigh reacted to this post about 8 months ago
    Daniel 1982 uploaded a new video
    RX Automotive S50 E30 BMW Hill Climb
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and...
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and colour-coded chrome rear bumper, carbon fibre bonnet and bootlid with pins (replaced by standard steel items for Improved Production racing), Toyota Rukus Voodoo blue paint by Jo Seeger Smash Repairs, colour-coded kidney-grille surround, black plastic wrap over headlight lenses with custom painted chrome rings clipped on, E30 DTM mirrors
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  •   MaxNew reacted to this post about 8 months ago
    SIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car

    Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.

    Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.

    “It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”

    Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…

    Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”

    Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.

    This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.


    When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.

    The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.

    “The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.

    The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.

    The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”

    The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.

    The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
    As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”

    Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.

    “When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”

    Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”

    Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”

    THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.


    DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30

    ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings

    TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential

    CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed

    EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes

    INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cards
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  •   Rob Scorah reacted to this post about 3 years ago
    KEEPING IT REAL Turbo M50 E30.

    UK two-door is the perfect blend of style and pace. #BMW-3-Series / #BMW-3-Series-Coupe / #BMW-3-Series-E30 / #BMW-3-Series-Coupe-E30

    What was once an unassuming #BMW-318i-E30 / #BMW-318i has been comprehensively transformed into a turbocharged beast. Words: Aron Norris. Photos: Scott Paterson.

    The BMW E30. Some would say it’s flavour of the month. Others would say it’s their favourite ’80s BMW. Perhaps the infidels among us might even say it’s a little bland. Wherever you stand on the E30, you can’t deny that those Claus Luthe penned lines have aged very, very well. Like a fine wine, these Bavarian compacts are becoming hot property amongst collectors.

    Whilst concours classics might be some people’s idea of BMW perfection, others, like Steve Foxall, prefer to use a stock car as a template, a blank canvas if you will. Whilst the 1983 318i you see here might look all sweet and innocent at first glance, there’s a secret lurking. If you’re an OE concours purist, look away now…

    Now, when Steve bought the E30, it was in pretty good stock condition because the previous owner had it repainted 12 years ago, which meant Steve could get straight onto the fun of making the 318i his own, something a little less, er, 318i. This is a true driveway project car. Let’s be straight here, it doesn’t take much to make an E30 look great. With those handsome ’80s lines it almost seems perverse to suggest messing too much with BMW’s original formula much at all. I mean, the OE Schwarz black really gleams against the chrome bumpers and trims, all as you would expect I suppose.

    Visually, the E30 has lost a few stock items and gained some choice add-ons, but nothing terribly drastic. The front numberplate and foglights have been deleted, which neatens things up nicely, making way for a Jimmy Hill front lip and M Tech 1 rear spoiler to add some ’80s indulgence. There are no wide arches here, nothing untoward you might say. Well, until you peer under the bonnet, that is…

    You see, from the very beginning, Steve knew the original M10 engine in his 318i formed no part of his future plans. His vision was always to build a turbocharged sixcylinder M50 beast. Never again would this be a well-behaved practical car. Nobody wants that anyway, right? As luck would have it, Steve managed to find a 1993 E36 325i donor at the scrapyard, which meant things were coming together rather nicely. Operation strip down could begin. Goodbye M10, it was nice knowing you. The donor #M50B25TU powerplant was to provide the perfect base.

    For the geeks out there, TU stands for ‘technical update’ which means variable valve timing, i.e single Vanos to you and me. In preparation for the turbo, ARP big end bolts, head studs, race mains, big end bearings, valves, springs and rings were thrown into the mix and a 0.120” MLS Cometic head gasket to lower the compression. Stock pistons, crank and block more than do the job, having been honed to reliably deliver an impressive level of tune.


    In order to fulfil his turbo dreams, Steve knew he’d need a fully custom manifold, so a twin-scroll setup was built for his Holset HX35 turbo with 12cm housing. With everything in place, the next step was to build an exhaust. No surprises for guessing that, again, Steve went for a custom setup, this time a Hard Knocks Speedshopfabricated 3” downpipe and exhaust with hidden tip. Continuing the custom fabrication theme, an E34 oil pan (with turbo drain) was shortened and widened to keep the little E30 nicely lubricated at all times. While the old 318 lump was out, Steve took the opportunity to completely smooth and weld the bay, with a fresh helping of Schwarz paint to spruce things up. Blood, sweat and tears ensured the new engine would to take centre stage in the bay, and quite rightly, too.

    With the engine taking shape nicely, Steve’s attention moved towards the transmission. His dream M50 build was mated to a Getrag 260 gearbox with a lightened and balanced M20 flywheel to improve throttle response. An uprated six-puck composite clutch, Sachs 618 pressure plate and M3 release bearing were acquired to more effectively handle the increase in power, along with a lightened and balanced propshaft. Steve got in touch with Hack Engineering to order a solid prop ring and the good guys over at SS Autowerks were called upon to provide a set of solid transmission mounts for the build.

    To keep everything running just so, Vems management was purchased and a completely custom tucked wiring loom was fitted in the freshly smoothed and painted bay. After some testing, tweaking and mapping, Steve’s E30 was almost ready for action.

    Next on Steve’s radar was chassis and handling. The steering rack was swapped out for a Z3 item with custom linkage and a 3.64 LSD was rebuilt with Porsche plates (for tighter locking). Braking was sharpened up with uprated pads and discs, teamed with a Porsche 944 brake booster and braided hoses. SS Autowerks was again involved with the build, supplying BC coilovers with custom springs, front and rear. For a fast road setup, fully polybushed, this car both looks savage and handles as it should.

    In the wheel department, the E30 needed grippy tyres, so the obvious choice was to kill two birds with one stone and bolt up some girthy Schmidt TH Line three-piece splits with Toyo rubber. These 16” beauties in staggered 8.5” and 9.5” fitment suit the E30 a treat. Polished dishes with silver centres contrast beautifully with black bodywork.

    With over 350hp on tap, this little black beauty is lively on the road to say the least. In fact, the truth is you have to be on the ball just to keep it in a straight line. This is pure man and machine stuff. If you overcook it, there’s no computer to save your bacon, as this car will make you pay for any mistake or lapse in concentration.

    The interior of Steve’s E30 is pretty minimalist. You won’t find anything more than you need here. With the focus of this car well and truly centred on the driver, you’ve got a Nardi steering wheel, Delrin shifter, Recaro Pole Positions with TRS harnesses and a custom half roll-cage. That’s it. There’s no fuss – just as it should be with this type of car.

    The original black leather interior just didn’t cut the mustard on B-road blasts, so Steve was on the lookout for a pair of replacement front seats and the black cloth Recaros were the perfect upgrade whilst keeping things simple. The rear seats were binned to save some weight and the battery was moved to the boot by using an S2000 mount with shut off. The interior changes have kept things period-correct, which is a definite winner and suit the E30 down to a tee.


    Steve’s E30 is testament to home-brew engineering and modification. It might look like a regular E30 from the outside but, make no mistake, this is a driver’s car which will quite happily trounce most modern competition in the performance stakes. There’s something very grass roots about this car and we love it.


    Stunning polished Schmidt TH Line 16s are the perfect wheel choice for the E30.

    M50 has been treated to a whole host of internal mods plus an HX35 turbo with custom manifold and exhaust system. The bay has been beautifully smoothed.

    DATA FILE #BMW / #M50-Turbo / #BMW-M50 / #BMW-E30 / #BMW-E30-M50 / #M50B25 / #Getrag

    ENGINE 2.5-litre straight-six #M50B25TU / #M50 , 0.120” #MLS-Cometic headgasket, #ARP big end bolts and head studs, race mains, big end bearings, valves, springs and rings, stock honed pistons, crank and block, custom twin-scroll exhaust manifold, #Holset-HX35 turbo with 12cm housing, #Tial-BOV and wastegate with screamer pipe, custom shortened and widened oil pan based on E34 pan and turbo drain, semi-solid custom engine mounts, A/C delete, PAS delete, switched #Bosch-044 in-line pump with Siemens 660cc injectors, Vems management with custom wiring loom completely tucked, 3” downpipe and exhaust with hidden tip by Hard Knocks Speed Shop, Mishimoto switched 14” fan, intake elbow and aluminium E36 fan with header tank delete

    TRANSMISSION #Getrag-260 five-speed manual gearbox, M20 lightened and balanced flywheel, Sachs 618 pressure plate, custom six-puck composite clutch, M3 release bearing, Hack Engineering solid prop ring, custom transmission brace, #SS-Autowerks solid transmission mounts, lightened, balanced propshaft, 3.64 LSD rebuilt with Porsche plates for tighter lock

    CHASSIS 8.5x16” (f) and 9.5x16” (r) #Schmidt-TH-Line Lines with #Radinox dishes and 195/40 Toyo TR1 (f) and 205/40 Nankang NS2-R (r) tyres, BC coilovers supplied by SS Autowerks with custom springs, fully polybushed, reinforced subframe, Z3 steering rack with custom linkage, Z3 short shifter linkage, underside running gear completely rebuilt, shot blasted and powercoated in gloss black, 944 brake booster with braided lines all-round, uprated pads and discs with stock calipers

    EXTERIOR Engine bay totally welded smooth, battery tray delete, front foglight delete, M Tech 1 rear spoiler, Jimmy Hill front lip, genuine blue tinted mirror glass, custom front numberplate delete

    INTERIOR Delrin gear knob, Stack oil pressure and oil temperature gauges, rear seat delete and carpeted, black headlining, Recaro Pole Position seats with Recaro sliders and custom seat mounts, TRS harnesses with reinforced chassis mounts, custom half roll-cage with reinforced chassis mounts, Nardi steering wheel, battery relocated in boot using S2000 mount with shutoff

    THANKS Fourseasons, SS Autowerks, RollHard (www.rollhard.co.uk), Hack Engineering, all my mates who helped
    • Steve Foxall’s Turbo M50 E30
      Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is SteveSteve Foxall’s Turbo M50 E30
      Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’s stunning UK machine, as it really is an awesome build and proved very popular with all of you, and with good reason. We saw it in person at a couple of shows and it was a real head-turner, not least of all because of what’s under the bonnet. At its heart is an M50B25, swapped into a wire-tucked bay, with a Holset HX35 turbo strapped to it for plenty of power. There’s also a removable bonnet to show the whole lot off. BC Racing coilovers deliver a sizeable drop over a set of gorgeous, fully polished 16” Schmidt TH Lines, while the interior has been treated to, among other things, a pair of Recaro Pole Position seats and a gorgeous Nardi wood-rimmed steering wheel. The perfect blend of elegant, classic style and serious power, it’s pretty much E30 perfection in a nutshell.
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  •   Rob Scorah reacted to this post about 3 years ago
    This BMW-E30 may appear relatively unassuming, but to the trained eye there are clues that all is not as it seems. No-one, however, will be expecting the self-styled 360i’s firepower…

    WILD CARD: BMW E30 WORDS DAN BEVIS / PHOTOGRAPHY CHRIS FROSIN 360 Kickflip 800BHP 5.8-litre E30!

    / #BMW-E30-V8 / #BMW-E30-GM-V8 / #BMW-360i-E30 / #BMW-E30 / #BMW-360i / #BMW-E30-800bhp / OK, #BMW didn’t make a 360i. But a chap called Ross did and it has two turbos, 800bhp and 5.8-litre engine!

    One of the questions I hear most often is ‘How did you get that in there?’” grins Ross Bradley, standing proudly beside his gleaming Black Cherry E30, exhaust ticking and pinging after another urgent country lane blast. “And that’s exactly the point – you make things fit. They don’t just go in there on their own.” That very much sums up Ross’s outlook on life.

    The joy of the project is as much in the build as the driving. ‘Built, not bought’ is a common phrase on the scene these days. Modifiers who’ve solely achieved their goals in the confines of a single garage with just a cup of tea and a crackly radio for company are rightly proud to wear their achievements on their sleeve. That’s not to sideline the opposing ‘bought, not built’ crowd, of course – we can’t all be experts, and there’s a whole flourishing industry set up to serve such purposes. But Ross’s history is very much hands-on, and that has informed this creation. He fancied doing stuff. Then he did it. It really is that simple.

    “I’ve always been toying with cars ever since I was little, being brought up with my dad building Yanks and hot rods,” he says. “I remember helping my dad build his Ford Pop when I was about seven years old, always doing what I could. With every car I’ve owned I’ve always had to rebuild something, be it the engine or interior for whatever reason, to make it better or make it my own.” And this is the case with the E30. The reasons for calling it a ‘360i’ will become apparent in due course. Suffice to say it’s very far from being a bone-stock 1980s three-box.

    “I always liked the E30,” Ross ponders. “I was going to get one for my first car when I started driving, but was talked out of it due to running and repair costs at the time. This was the late ’90s, so I went the Ford route and ended up having numerous Escort RS Turbos and so on.”

    Fast-forward to 2006, however, and we see that starry-eyed yearning of youth starting to come full circle. “I was out working and I saw this car on someone’s drive,” he recalls. “It had been sat there for about four years – it was a 320i, the body was in pretty good shape, although it had moss growing up the side of it, flat tyres, the usual. I offered the owner some money for it and he took it right away… I bought it for £275.”

    Game on, then. A childhood dream fulfilled and pretty cheaply too. All Ross had to do now was to make it his own. But he wasn’t going to rush into anything, he’d been waiting long enough to realise his E30 ambition so there was no need to charge in like a bull in the proverbial porcelain emporium. He used the car as a daily driver for a few years, doing bits and pieces here and there as he saw fit. New wheels, an M-Tech 2 kit, swapping the 2.0-litre motor for a 2.5. But then it all started to get a bit hairy. Suddenly that idea of doing it ‘cheaply’ wasn’t going to cut the mustard any more. It was time to commit, and commit hard.

    “About four years in I took it off the road and gave it a major overhaul,” he says. “New paint, new interior, suspension, wheels, brakes, the works. And I built the engine into a 2.5 turbo.” Of course, as your eager magpie eye will have probably spotted, that’s not the spec that the car enjoys today. You will no doubt have glanced over to the engine bay shots and spied quite a lot of cylinders in there. So just what the hell happened next?!

    “I used it like that for a few more years, until about four years ago when I again took it off the road and swapped out the motor for the Chevy V8,” says Ross, casually, as if that’s a perfectly normal thing to do. “It took me a further two years to build it from there; it was always going to be boosted right from the start - and then I had it on the road until, after a few problems last year with a couple of fires due to burst hoses, oil leaks, and turbos eating bearings, I’d had enough of the niggles. So last winter I took it off the road again and had another major overhaul!”

    OK. While you catch your breath and try to take in the sheer majesty of the spec list, let’s distil it down to the base elements: Ross is running a small-block V8 bored out to 5.8-litres (near as dammit to six litres, hence why he calls the car ‘360i’) with a massively juicy fuelling system, a pair of turbos that originally called an Iveco truck home, the sort of brutal internals more commonly found on drag cars, and a peak power figure somewhere around the 800bhp mark. Given the 1,300kg-odd kerb weight, that gives the car a similar power-to-weight figure to a Bugatti Veyron Super Sport – around 590bhp/tonne. All this from a reliable 3 Series built by one man in his garage.

    “During the most recent overhaul, I remade the exhaust manifolds and downpipes, and replaced the turbos with a set of Holset HX35s, and then got them ceramic coated,” says Ross. “I also sold my old red leather interior and put a new one together, with Recaro CS front seats and an E30 M3 rear bench, all custom-retrimmed by Lawrence at LG Trimming in north London.”

    While this car is all-motor on the face of it, the interior is one of our favourite elements. With the astonishing attention to detail going on under the bonnet it’d be easy to turn this E30 into a stripped-out drag monster, jettisoning anything that’d add unsavoury weight.

    So we love that Ross has brightened up his day-to-day commute with such a flawlessly executed and fashion-forward cabin. “With the interior sorted, me and my dad stripped the car down and repainted it in Black Cherry Candy, and after refitting with all new BMW window rubbers and so on it’s now what you see today… all the work apart from the interior was done by me, everything hand-made in my garage. So anything that I needed to make this work, I had to fabricate, as you couldn’t buy it off the shelf – the engine mounts, chopped-out rear end, remade gearbox mounts, you name it.”


    What Ross has created here is arguably the ultimate stealth weapon. Those who aren’t in on the secret may find themselves drawn to the car simply because it’s so beautifully presented. But there’s little to suggest anything’s radically altered aside from the subtle clues of the flared arches and front-mount intercooler. Indeed, peering through the window and spying that interior may convince you that it’s a mere show-pony. “That’s very much not the case,” laughs Ross. “I drive it as much as I can.” And with Bugatti-shaming power, wouldn’t you? It’s safe to say this car gets a pretty hard time on a regular basis.


    “I just love it,” he smiles, with the satisfaction of a job well done.

    “Most of my friends think I’m mental. But you only live once!”

    Ross is running a small-block V8 bored out to 5.8-litres.

    The car has a similar power-to-weight figure as a Bugatti Veyron Super Sport.

    Recaro CS front seats and an E30 M3 rear bench, all custom-retrimmed.

    ROSS BRADLEY

    You’ve put quite a lot of work into this, then?

    “Yeah, the amount of time I’ve put into it… I couldn’t put into numbers, really. It’s years. Years and years of hard labour!”

    Not really a budget build either, given the massive spec?

    “Ha! No, I’ve always thrown what I’ve got at it. It’s taken everything I have.”

    All plain sailing, though?

    “No real dramas. Couple of fires, turbos letting go, oil leaks… That’s just customising, isn’t it? There were points when I thought ‘It’ll never get done, never see the road,’ but I got it there. You’ve just got to keep pushing, haven’t you?”


    TECHNICAL DATA SPECIFICATIONS: BMW E30 #GM-V8

    STYLING Resprayed in Black Cherry Candy; rear arches flared and rewelded; M-Tech 2 BMW Sport body kit; front valance modified for intercooler.

    TUNING Early Chevrolet small-block #V8 rebored 0.030in to 5.8-litre; GM forged crank; #ARP main studs; #Eagle H-section forged conrods; #Clevite big end bearings; Probe oversized forged pistons; Melling high-volume oil pump; ported and polished alloy heads; Manley severe-duty stainless steel swirl-polished oversized valves (2.02in inlet, 1.6in exhaust); #Edelbrock valve springs with titanium retainers; Cloyes double roller timing gear and chain; Clevite cam bearings; Comp Cams 256/263-degree blower cam and lifters; Edelbrock magnum chrome moly pushrods; Comp Cams 1.5:1 alloy roller rockers; #Brodix rocker covers, ARP hardware (rocker arm studs, intake manifold bolts, sump bolts, timing cover bolts, engine mount bolts, exhaust header bolts, crank pulley bolts, bellhousing bolts); ARP oil pump driveshaft; custom engine mounts; hand-built custom turbo headers and downpipes; twin Holset HX35 turbos with 12cm² turbines; twin Tial 44mm wastegates; two-stage boost control; handbuilt custom twin 3in turbo-back exhaust with Simons silencer; custom intercooler; Tial 50mm dump valve; Edelbrock Pro-floinlet and matching fuel rails; Pro Comp 90mm throttle body; 770cc injectors; swirl pot with high-flow in-tank lift pump; twin Bosch 044 engine feed pumps; Torques pressure regulator; March serpentine pulley kit; Pro Cool alloy radiator; Megasquirt ECU; Ford Ka coil packs; fully lightened and balanced flywheel and rotating assembly; Toyota Supra Mk3 R154 gearbox with custom Chevy bellhousing adaptor – rebuilt and uprated with Marlin Crawler thrust washer; billet bearing retainer and selector forks; McLeod hydro clutch release bearing; ARP clutch bolts; Spec R Stage 4+ full-face paddle clutch; alloy fluid reservoir; Cube short shifter; custom propshaft; E28 M5 210mm LSD with 3.07 final drive and M3 Evo twinear rear mount; custom rear crossmember; custom driveshafts with UJs; custom gearbox crossmember.

    CHASSIS 9x17in #ET25 (front) and 10x17in ET20 (rear) #Hartge polished three-piece wheels; 215/40 (f) and 235/40 (r) #Federal-RSR tyres; custom billet aluminium centre caps; modified front crossmember for engine clearance; reinforced rear beam; E36 M3 front anti-roll bar with custom mounts and rose-jointed droplinks; reinforced rear trailing arms; custom rear strut brace tied into custom rear diff mounting bar; #Gaz-GHA coilovers; #GAZ adjustable front top mounts; stainless steel steering linkage joints and custom linkage; steering rack moved 20mm forwards; alloy power steering reservoir and custom lines; in-car brake servo conversion using Renault Clio servo; VW Sharan brake master cylinder; AP Racing six-pot front callipers and 330mm discs; five-lug conversion using E36 and Z3 hubs; Porsche Brembo six-pot rear callipers; Apec Z3 rear discs.

    INTERIOR Full custom retrim in Ruby Red nappa leather and black Alcantara; Recaro CS front seats with custom rails; E30 M3 rear bench in nappa leather with quilted design; doorcards in black Alcantara with quilted nappa leather inserts; dash, centre console, glovebox, handbrake, gear gaiter and roof lining in black Alcantara with matching stitching – by Lawrence at LG Trimming in Enfield, London.

    THANKS Thanks to Shaun at V8 Developments for the wiring and mapping; Dad for helping me paint it; and Lawrence at LG Trimming for the retrim.
    • While you lot usually love to hate anything wearing a BMW badge that doesn’t have a BMW engine under the bonnet, in the case of Ross Bradley’sWhile you lot usually love to hate anything wearing a BMW badge that doesn’t have a BMW engine under the bonnet, in the case of Ross Bradley’s twin-turbo Chevrolet V8-engined E30, you just loved it as it is your 2016 Performance BMW Car of the Year.

      The engineering that’s gone into building this absolute beast of a machine, all of it done by Ross himself, is both mind-blowing and eye-watering in equal measure. The fully built, rebored Chevy small block V8 now sits at 5.82-litres and has been bolstered with a pair of Garrett T04E turbos resulting in a staggering 880hp. Fully polished 17” three-piece Hartges sit under widened rear arches, there’s a fully removable carbon bonnet, while the red Sport interior adds a bold splash of colour. You might not approve of that V8 swap, but this is such an impressive build that it’s impossible to hate.
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  •   Rob Scorah reacted to this post about 3 years ago
    KING OF THE MOUNTAINS Turbo, wide-arch E30 Cab

    Logically, this E30 should have been scrapped long ago. But when you’re building a big-power toy for motorsport thrills and early-morning mountain runs, logic doesn’t always factor very highly… Words: Daniel Bevis. Photos: Scott Sturdy.

    The Blue Ridge Parkway, running through North Carolina and into Virginia represents one of America’s great fusions of nature and technology. Scenic roads were something that American developers did uncannily well in the early half of the 20th century, and this particular one – a ribbon of Tarmac winding through gorgeous vistas of the Appalachian Mountains – is where Matthew Koppi’s love for BMWs was born. He’s the man behind this Olive green E30, and his passion for the marque stretches back decades. “I first fell in love with the BMW brand in my childhood,” he reminisces. “I live in the scenic mountains of Western North Carolina, and I used to see BMWs all over the twisty Blue Ridge Parkway in the ’80s. As a carobsessed kid the BMW was something that seemed like perfection; so graceful and nimble with timeless design.


    “I bought my first #BMW in 1999,” he continues, “while stationed in Vicenza, Italy. It was a 1983 323i with Alpina cams and other goodies that I didn’t fully appreciate at the time. I bought it because of my childhood infatuation – plus the price was right for a young army private! It was the first car I owned with fully independent suspension and four-wheel disc brakes, and also the first that I could drive over 100mph for extended periods of time without worrying about it exploding. I’ve been a devotee ever since!”

    All of this rather explains Matthew’s latest career move, setting up North Fork Autoworks in Barnardsville, North Carolina. Having turned wrenches for much of his adult career, this seemed like a logical move, although he’s keen to point out that throughout this E30’s build he was a full-time student, working on a bachelor’s degree in Environmental Science.

    “All of the work on the car, from fabrication to paint, both in the engine bay and outside, was done by me,” he proudly explains. “The only thing I didn’t do completely on my own was the machine work, but I was there for every step of the process and even ran some of the machines!

    Basically, I was either directly responsible for every aspect of the car or I was intimately involved.” And with that forthright mission statement dealt with, we should probably rewind and take a peek at where this all started…

    Back in 2010, having returned to school and requiring a sensible-ish runabout Matthew was driving an old Suzuki Sidekick (that’s a Vitara to you and me) and questioning his choices somewhat. It was boring. And life’s too short for boring cars. So the idea of a fixer-upper E30 began to percolate, and you know what happens when the spark of inspiration’s arrived. It’s pretty much a done deal.

    This cabriolet appeared as a shabby little ragamuffin on Craigslist, but crucially the price was low. “The ad stated that the car ran when parked, but now wouldn’t start,” Matthew recalls. “It also disclosed that the interior and top were trashed. I arrived to find a car parked in tall grass behind a tiny house way back in the mountains, in the middle of nowhere! The previous owners were very nice and were at their wits’ end with the car. And they were painfully honest about it all. Truly the thing should have been parted out or crushed, but I was in love.

    It had bad rear wheel bearings, one front hub bearing was shot, bald tyres, ruined leather interior that had hardened and cracked beyond repair or comfort, the paint on every panel was faded and peeling, the battery tray was rusted through, it had an automatic transmission, wrong front wings, cracked aluminium bumpers, and the top was so far gone that there was water pooled in the floor despite the car being under two tarps. True to the ad, the engine would turn over but wouldn’t start, so the condition of the drivetrain was unknown.” Quite a catch, right? So as you can imagine, Matthew snapped it up and lovingly caressed it homeward, all the time reminiscing about those swooping mountain heroes on the Blue Ridge Parkway.

    “First and foremost, I wanted to get it running and replace the top,” he explains. “It needed to be good enough to comfortably drive my young daughters around in as I continued to fix it up, and I originally planned to follow my old formula of decent wheels and lowered suspension… but that was before my first autocross event!” That’s right. The goalposts just shifted. First, though, is the matter of a knackered E30 which needs pretty much everything fixed…

    Job one was to get the old M20 ticking over sweetly and mated to a manual gearbox, something that Matthew did right away before fiddling with chips and fuelling and so on, and this setup lasted a couple of seasons of autocross. But power corrupts, and he was craving more, so he started pooling resources for an M5x swap… until the idea of a boosted M30 caught his eye, and from then on there was only one way forward.

    Now, M30s (that is, straight-six motors as found in the likes of the E28 5 Series, E24 6 Series and so on) have been swapped into E30s many times before, so there was a wealth of information available. What Matthew had to do was figure how to tailor the swap to his own unique requirements. After much consideration and research, he opted for an M30B34 block – for strength – with an M30B35 head and #Getrag 260/6 transmission. That was the base spec. Then the fun could begin.

    The block was bored out to take 94mm Wiseco pistons, increasing displacement to 3.6-litres, while the crankshaft was balanced and the head received all sorts of handcrafted custom work. A Rapid Spool Industries exhaust manifold allowed the fitment of that all-important turbo (originally a Holset HX40, now upgraded to a Borg Warner EFR 7670), and naturally the fuelling and management were beefed up to suit. A trick exhaust system soon followed, as did a Volvo intercooler, some more appropriate cams, and upgrades to the valvetrain. Piece by piece, Matthew’s masterpiece was falling into place. On a conservative tune and at just 13.8psi, the M30 was making 450hp – which certainly helped with those corruptive power cravings.

    So, the engine box was firmly ticked. Still a lot of other things to sort though, weren’t there? “I tried several different combinations of springs and dampers,” says Matthew.

    “Ultimately I used autocross and mountain roads to dial in my suspension; my current configuration consists of Bilstein Sport struts and shocks, H&R J-spec front springs, GE adjustable rear perches and springs, reinforced rear shock mounts, Vorshlag front camber plates, drop hats, and Treehouse Racing control arm bushings. I swapped in an E36 steering rack and, of course, replaced both front hub assemblies. For the rear subframe I installed the AKG 75D 12mm offset frame, diff mount bushings and trailing arm bushings.”

    Okay, so the thing works well now. But it needs to look good. What next? Aha, the body! “When I began fixing the bodywork issues, I ended up with five different colours on the car,” he laughs. “I couldn’t afford a traditional paint job due to being a student, and I still had a huge list of maintenance and repairs to tackle, so the idea of painting it myself in flat military green was very appealing. It had an aggressive feel to it, and allowed me to easily change and add body panels as needed. It also made all the trim work that much easier, because subdued black and flat green are perfectly paired!

    “The entire attitude of the car followed the suspension setup and colour choice, although modifications such as the Kamotors arch flares were a product of necessity – especially with 8”-wide wheels and 245-section tyres on the rear – that just happened to enhance the overall demeanour of the car.” That Foha three-piece spoiler was certainly a lucky find too, it complements the hammered-together-by- The-A-Team vibe perfectly.

    Of course, it’s no good having a car that goes like a train, handles like a sticky panther, and looks like a militaristic warlord if you don’t actually have anywhere to sit.

    That rain-saturated tan leather trim had to go. “The interior of the car was in a horrible state of decay and disrepair,” Matthew grimaces. “When I replaced the battery tray, I took the opportunity to swap the dash with a crack-free one; I then followed that with converting the interior to black since I wasn’t a fan of the tan anyway! Through the forums I made contact with Kevin Chinn of Creative Options to discuss an upholstery kit, and after several conversations I decided on microsuede centres on the seats with vinyl bolsters for ease of maintenance. The seams were done with factory-style French stitching in light Olive green.

    Before the seats went back in I dyed the carpet black, and so the weekend ended with me having stained and sore fingers but amazing upholstery!” When we ask Matthew what his favourite result of all this homegrown dabbling is, he’s quick to answer: it’s the engine bay. The functional, severe exterior just doesn’t prepare people for the sorted, shaved, shiny bay that hides under the bonnet, and it certainly raises eyebrows at shows. And raising eyebrows is what this car was built to do.

    All sorted, then? Job done? Oh, no – Matthew’s far from finished here. “My list of mods isn’t based on winning the lottery, it’s based on money over time,” he says. “I’ve slowly but surely built it to be what you see now, and as time goes on it will only improve. Stay tuned!” We certainly will. But in the meantime, Matthew, you’d better head off along that Parkway. There are childhood dreams there waiting to be fulfilled…

    Ultimately I used autocross and mountain roads to dial in my suspension.

    TECHNICAL DATA FILE Turbo #BMW-E30 Cab / #BMW-M30 / #M30 / #Borg-Warner-EFR / #Borg-Warner / #M30-Turbo / #Megasquirt-MS2 / #Megasquirt / #BMW-E30-Cabriolet / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Cabrio / #BMW-E30-Turbo / #BMW-E30-M30 / #H&R

    ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B34 bored out to 3573cc, #Borg-Warner-EFR-7670 turbo, #Tial 44mm wastegate, 94mm #Wiseco 8.7:1 forged pistons, #ARP head studs, Cometic MLS head gasket, M30B34 high-speed balanced and tuned crankshaft, 9.5 aluminium #Aasco flywheel, M30B35 ported and smoothed head, Cat Cams dual-profile turbo camshaft, IE heavy duty rockers, rocker locks, high performance springs, Rapid Spool Industries exhaust manifold, #Siemens-Deka 60lb/h injectors, Megasquirt MS2 engine management, custom fabricated oil distribution block for turbo feed and gauges, #Qbang engine mounts, Volvo 960 intercooler, Innovate LC-1 wideband controller, heat-wrapped 3.5” downpipe and wastegate piping, 3” straight-through exhaust with Magnaflow resonator and vband couplers, #Getrag-260/6 five-speed manual gearbox, Spec Racing stage 3+ clutch, Z3 short-shift

    POWER 450whp @ 5200rpm, 524lb ft of torque @ 4550rpm

    CHASSIS 8x16” ET20 (front and rear) XXR 521 wheels with 225/50 (front) and 245/45 (rear) #BF-Goodrich G-Force Sport tyres, #H&R-J-Spec front springs with #Bilstein Sport shocks, 650lb rear GE springs and adjusters, #Vorshlag camber plates, E36 steering rack, Treehouse Racing control arm bushings - powdercoated silver, stainless steel brake lines, ATE Orbital grooved front discs with Pagid pads, #Bremmerman cross-drilled rear discs, wheel stud conversion, #AKG 75D 12mm offset rear subframe and diff bushings, #AKG 75D trailing arm bushings

    EXTERIOR Kamotors arch flares, E30 front lip, DIY smoked Hella Ellipsoid lights, all-red taillights, plastic bumper swap, third brake light delete, three-piece Foha spoiler, DIY double brake light upgrade, Shadowline trim, satin finish Olive Drab green paint, Euro grilles, Euro plate filler, late model rear lower valance

    INTERIOR M-Tech 1 steering wheel, #VDO oil pressure, oil temperature and Innovate AFR gauges in DIY centre console, E36 rear view mirror, E34 leather handbrake handle, Justrack Econometer boost/vac gauge, Jaywood digital voltmeter, E36 window switches, brushed aluminium cluster rings and Alpina stripe, Creative Options interior upholstery kit, clutch stop, carpet dyed black, recovered windscreen, UUC weighted gear knob
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  •   Jonathan Musk reacted to this post about 4 years ago
    #BMW E30 – hot-road heaven. With a schooling in the Veedub scene Garry Ames has now graduated to modifying BMWs with this ultra-cool V8 E30. This is Bavarian hot rodding at its finest. Words: Ben Koflach. Photos: Steve Hall.

    There is simply no denying that the #E30 3-Series is the most iconic generation of them all. Sure the #E21 was the original, and generations since have perhaps proved to offer greater refinement and practicality, but the E30 remains at the top. Therefore when Garry Ames wanted to move over from old-skool VWs into something Bavarian, he had only one thing in mind: an E30 hot rod.

    “I actually had a Mk1 Golf in my garage but didn’t want to use it as a daily,” explained Garry. “So I found this E30 locally for £500. It was a 325i auto and in a bit of a state.” However, it was a working classic and Garry soon bonded with the four-door. It was when the cambelt snapped that things really started moving up a notch.

    “I knew Robin from down at the local BMX ramp and used to see him around in his many cars,” Garry laughed, referring to Robin Welsh of Southampton’s RAW Motorsport. “All these years later I heard that he was building E30 race cars, so I popped in with mine. We rebuilt it with a 325i Sport engine and manual gearbox, but after I drove Rob’s E34 540i race car I knew that the M20 just wasn’t enough.”

    It was then that Garry decided he needed V8 noise and power, and that the engine swap wouldn’t be any old conversion. Robin was charged with weaving that RAW Motorsport magic and set about creating a really show-worthy engine bay to get a 4.0-litre M60 V8 nestled into.

    “I liked what the guys in the VW scene were doing with their clean engine bays and wanted to do it before it got too popular in the BMW scene,” Garry smiled. With the front end of the E30 dismantled, Rob relocated the brake servo and master cylinder to the passenger-side of the dashboard, along with all of the brake lines, and the fuse box was moved to the glovebox, too. Then every bracket was removed, all of the seam sealer was ground off and all of the holes were plated over and welded up.

    “Jack Gabriel at BodyTone then smoothed and painted the bay, and also colour-coded the bumpers and painted a new bootlid for me, as the old one was a spoiler version. He also welded up the exhaust recess on the rear valance while it was there,” Garry explained.

    From the paintshop, it was back to RAW Motorsport so that the godly engine swap could take place. Rob is no stranger to M60 E30 builds and is known for his neat installations but Garry’s requests were on a whole new level. Sacrifices were going to have to be made – the power steering for starters, and the ABS went long before the repaint, too. The wiring had to be completely redone, too, as it now had to go from the glovebox through the chassis leg and to the engine without being visible at any point. Only then could the engine be bolted up, which was done using custom engine mounts and RAW Motorsport-fettled exhaust manifolds to clear the steering. Rob took inspiration from the Mercedes C63 AMG Kleeman design when fabricating them, and they’ve more than done the trick. The usual E30 engine mounting rubbers were swapped out for E36 M3 ones, known to be much stronger and stiffer, while the sump was given a trim to clear the crossmember. Whilst the sump was off, the M60 was treated to some ARP bolts and new bearings, and an uprated oil pump spring was fitted too. The 4.0-litre lump was then bolted to an E34 530i five-speed manual gearbox with a lightweight billet flywheel and an M5 clutch in between the two. Out back, there’s a 3.14 final drive LSD to help get the power down.

    With the V8 bolted in and well on its way to being wired up, Garry set about arranging a number of touches to both help the engine function properly and to really keep that engine bay looking spoton. A Mishimoto alloy Z3 M radiator not only helps keep the engine cool but looks absolutely perfect. Another great touch is the carbon fibre air box that Rob created for the E30. Garry ordered Viper silicone hoses to plumb it in with – it really is a case of just keeping it simple and using quality components.

    “My friend at Jays Sprays painted the engine cover and rocker covers in gloss black, and did the bumper inserts and roundels in the car’s exterior colour,” Garry told us. In the meantime, Rob fabricated the manifold-back exhaust to be completely hidden, exiting beneath the rear end but out of sight. It makes itself known with the sound it produces though, you can be assured of that. The brake setup has been kept nice and simple – standard. Well, not quite in fact – Rob is a great advocator of using quality discs and pads over forking out for a big brake kit for many applications, and Garry’s E30 proves how well this approach can work. ATE front discs have been fitted with #Mintex 1177 race pads, along with E30 Challenge rear pads to match, which are reportedly more than up to the job, even on track. The rest of Garry’s E30 has been a case of blending his VW background with a trackinspired edge. The exterior says show car while the interior is all business but with Garry’s trademark cleanliness and style.

    On the outside, a 318iS splitter, the aforementioned colour-coding and the removal of the washer jets are the only real bodywork changes. The main effect has been achieved with a good dose of stance. Bilstein front coilovers and Gaz rears have allowed the four-door to be lowered right down over BBS-style Calibre Vintage alloys in 8x17” sizing, with nicely stretched 195/40 Toyos for good measure. An E36 M3 steering rack and polybushes tighten it all up nicely. The quick rack with no assistance makes parking a bit of a workout but once up to speed the feedback and feel of it makes it all worth it.

    Inside, all of the sound deadening and unnecessary interior trim has been stripped, including the headlining, keeping weight to a minimum. A pair of Cobra buckets – Suzuka Pro on the driver’s side, Monaco for the passenger – and a deepdish steering wheel help the car’s trackready credentials. There’s no radio, no nonsense – it’s just a stripped back machine meant to be driven hard.

    Garry’s E30 is a simple recipe, executed perfectly. It’s a potent one, too. It recently produced 289hp on the dyno, backed up by a pretty astonishing 330lb ft of torque. That makes for one seriously rapid road #BMW-E30 – it just hauls in any gear, with a soundtrack to die for. It’s a physical, noisy and hardcore thing to be in but it’s absolutely fantastic for it. Is it the ultimate E30 hot rod? We’d certainly be hard pushed to say otherwise.

    DATA FILE

    ENGINE & TRANSMISSION: 4.0-litre V8 #M60B40 , #ARP bolts, RAW Motorsport exhaust manifolds and exhaust system with hidden tailpipes, custom engine mounts, E36 M3 engine mount rubbers, custom #RAW-Motorsport induction kit, #Mishimoto aluminium radiator, electric fan, smoothed engine bay (with brake servo and fusebox relocated to glovebox, deleted ABS, deleted power steering, wire tuck), #E36 M3 fuel pump. Billet flywheel, #Helix E39 M5 clutch, E34 530i fivespeed gearbox, E36 328i prop, 3.14 final drive LSD.

    CHASSIS: 8x17” Calibre Vintage wheels, 195/40/17 Toyo PX4 tyres. Bilstein front coilovers, #GAZ rear coilovers, E36 M3 steering rack, #BMW-E34 steering column UJs, Powerflex polybushes throughout, ATE discs, Mintex 1177 pads front and #E30 Challenge pads rear.

    EXTERIOR: 318iS splitter, blanked washer jets, debadged.

    INTERIOR: Strippedout, Cobra Suzuka Pro driver’s seat, Cobra Monaco passenger seat, Willans six-point harnesses, deep-dish steering wheel, radio blanked off.

    THANKS: My wife Niki, Jack at Bodytone, Jays Sprays, Robin and Clive at RAW Motorsport
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  •   Louise Woodhams reacted to this post about 4 years ago
    MASTERCHEF
    Simple on the outside, exciting on the inside, this sexy Aegean blue E30 has been treated to a 3.2 S50-swap.

    SLICK S50 E30

    Awesome 3.2-litre two-door. With some seriously tasty mods and an S50 under its carbon bonnet, owner Nicholas Arnold has rustled up one cooking E30. Words: Elizabeth de Latour. Photos: Matt Woods.

    Could the E30 be the most engine-swapped #BMW of all time? Judging by the number of feature cars we run that have been fitted with something other than their standard engine, it’s got to be up there. While V8s are a great and popular choice, sometimes you’re just not in the mood and fancy something more traditional where the 3 Series is concerned, like a howling, high-output straight-six, and that’s exactly what we’ve got here.

    Chef Nicholas Arnold is its custodian and the man behind the swap. He’s no stranger to modified cars and BMWs, having worked his way up from a Vauxhall Nova 1.2 through to a selection of Hondas, including an EG Civic that he performed a full DC2 conversion on, and on to a number of BMWs, starting with an E34 525i (as it was cheap and RWD), and including a previous E30, which met an untimely end… “I wrote it off on black ice and I just felt I had to own another one. I found this car on eBay, located in Scotland – it was in good condition and had just had a respray,” says Nicholas. There was also the small matter of it already being endowed with an M52 under the bonnet. “It had a straight-through exhaust, was on cheap Jom coilovers and had an open diff. I changed the inlet manifold and ECU before making bigger plans,” he says – those plans being the swapping in of a more potent powerplant.


    “I put a S50B32 in it as the M52 wasn’t fast enough,” explains Nicholas. “I bought new AKG engine mounts, custom wiring loom, aluminium triple core radiator, Ramair air filter, got a custom-built manifold, ACL race bearings, ARP con rod bolts, M3 3.0-litre oil pump with an E34 baffle sump and a Simons race silencer with a full stainless steel system. It took me six months to put together all the parts for the build and a week’s-worth of work to put it all together. The only problems I had was the servo had to be moved across by 45mm and I had to have a brake linkage bar made up.”

    They say that the waiting is the hardest part and we have no doubt that was definitely the case here as six months to go from capable M52 to 321hp of ferocious #S50B32 goodness must have felt like an age. Let’s not beat about the bush here – the E36 M3 Evo is not a slow car, so just having that rev-hungry lump in the lightweight surroundings of an E30 would result in an absolute rocket ship. But that’s not all, the transmission has also been beefed-up to suit and there’s a five-speed Getrag ’box mated to an E34 M5 Sachs clutch with a 4.5kg billet steel flywheel, E36 propshaft and an E36 2.8 LSD in an E30 medium diff case.

    With some serious power on tap, Nicholas turned his attention to the chassis as it needed some upgrades to be able to cope with the massive increase in engine. “I went for a set of BC Racing coilovers as they’re mid-range and suitable for road and track, Purple Series polybushes with E30 M3 lollipop bushes, again suitable for both roadand track-use, fitted all-new drop links, H&R uprated anti-roll bars, Ultra Racing strut braces to stiffen the chassis and I also had the subframes powdercoated and the rear subframe reinforced due to the increase in power.” The car no doubt drives spectacularly and sits beautifully low. It just looks right, especially on its black 16” Rota Grid Vs, which tie in perfectly with the numerous black details across the bodywork, and make a change from the usual suspects when it comes to E30 wheel choice, as Nicholas explains: “I have the Rota Grid Vs as I like to be different. I also like the Jap, aggressive look rather than following the crowd and having Borbets or #BBS reps.” The wheels are wrapped in Toyo Proxes tyres and sit on a stud conversion, while Ferodo DS2500 pads and EBC discs sit behind the spokes.

    In terms of looks, the E30 really doesn’t need much help – subtle is often best to enhance the styling and that’s definitely been the approach here. The Aegean blue paintwork looks stunning, rich and deep, and the unpainted carbon bonnet is no less gorgeous. Other exterior additions include an eyebrow, crosshair headlights and all-red tinted rear lights. The interior, on the other hand, has received a bit more attention, as Nicholas tells us. “The car started off with a plain standard non-Sport interior but I’ve always had Sport seats in my previous E30s and knew how comfy they were so wanted another set in this car.”

    He spent months searching for a pair of Sport seats but, having drawn a blank, he changed tactic and bought a pair of OMP buckets instead. Of course, no sooner had he installed them in the E30 than a pair of chequered Sport seats appeared at a good price, so he snapped them up and got rid of the buckets. And, as luck would have it, a few weeks later a rear bench, complete with headrests, and in the same pattern, popped up so Nicholas jumped on it, so to speak, and in a very short space of time had put together a rather lovely Sport interior.


    In addition to that he’s fitted a suederimmed #OMP steering wheel with snap-off boss, AC #Schnitzer short-shift gear knob plus a rear blind-equipped parcel shelf. It’s smart, clean, period and suits the rest of the car, with a few subtle hints to suggest that there’s more going on here than meets the eye. We are well and truly in love with Nicholas’ E30, he’s really built himself an amazing machine. From the outside it looks so right – the colour is stunning, the carbon bonnet is spectacular and it really delivers the perfect blend of subtlety and aggression, with no single element feeling over the top or out of place, and that too can be said about the engine. It sits in the bay perfectly, looking so at home, and it’s turned this E30 into an absolute weapon.

    “The huge engine is my favourite mod on the E30,” smiles Nicholas, “because the car is very inconspicuous looking.” He’s going to keep it looking that way, too, when he carries on with the mods this year: “I plan to add some fatter tyres and beef up the brakes as I’m only currently running 2.5 brakes allaround with DS2500 pads and EBC discs which fade after a couple of minutes of hard driving, and supercharge it,” he says, which is really going to turn the heat up on this E30 and take it to the next level.

    Gorgeous Aegean blue on the outside, sexy Sport seats on the inside.

    The S50 fits perfectly in the E30 engine bay and took owner Nicholas a week of work to get it fitted and running.

    The engine is my favourite modification on the E30 because the car is inconspicuous looking Nicholas Arnold.

    DATA FILE #BMW-E30-S50 / #BMW-E30 / #BMW / #Rota-Grid

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S50B32 / #S50 / #BMW-S50 from E36 M3 Evo, #ACL race bearings, #ARP con rod bolts, #Ramair filter, Millers Nano Drive oil, custom manifold and steering linkage, Simons race silencer and full stainless system with single dolphin tip, custom plug and play wiring loom, #AKG engine mounts, M3 3.0-litre oil pump, E34 sump, sump baffle.

    TRANSMISSION Five-speed #Getrag gearbox, #Racing-Dynamics short shift kit, E34 M5 Sachs clutch with 4.5kg billet steel flywheel, E36 prop, E36 2.8 LSD in E30 medium diff case.

    CHASSIS 8x16” (front and rear) black #Rota-Grid-V wheels with 195/40 (front and rear) Toyo Proxes T1-R tyres, stud conversion, fully polybushed except Z3 diff bush, #H&R anti-roll bars, #BC-Racing coilovers, #Ultra-Racing strut braces, M3 eccentric lollipop bushes, reinforced rear subframe, E30 91mm brakes and hubs, #Ferodo-DS2500 pads, #EBC discs.

    EXTERIOR Respray in Aegean blue, Lite Tuned carbon fibre bonnet, crosshair headlights, eyebrows, red tinted rear lights.

    INTERIOR Chequered Sport cloth interior, OMP steering wheel with snap off boss, #AC-Schnitzer short-shift gear knob, rear blind parcel shelf.
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  •   Daniel 1982 reacted to this post about 4 years ago

    ALL AMERICAN TAKE OVER

    Fitting a massive Yank V8 lump into your BM is nothing new, but doing that and then strapping a pair of turbos on for good measure takes things to a whole other level….

    Rebel yell Utterly insane twin-turbo V8 E30 with almost 900hp.

    After tiring of turbo M20 reliability issues, Ross Bradley went back to his hot rod roots and rebuilt his E30 using American V8 power… with two turbos this time. Words: Ben Koflach. Photos: Matt Woods.


    Meet Ross Bradley, an E30 nut who likes to do things his own way, particularly if it involves a twin-turbo V8. The story begins back in March 2010 when he bought this black 325i and, like so many of us, he formulated a plan to make it his own. “It was sitting on a drive for about four years with moss growing up the sides. I used to see it when I was out at work,” explains 35-year-old Ross. “It was pretty solid body-wise, so I offered the guy some money and bought it for £275. I got it home, changed the plugs and put fresh fuel in and it fired up first time!”

    Fast forward a year or so and his E30 was something we’d all be proud to call our own, featuring Borbet A wheels, a nice drop in ride height and a full M Tech 2 body kit, among other tricks. However, having grown up around American hot rods and other powerful machinery, it was only a matter of time before the engine bay got something of a shake-up.

    “I’ve always had turbo cars. I just have a passion for them,” Ross tells us. “And the BMW needed more power so the only way to go was turbo!” Ross laughs. The car’s transformation started with him taking the original M20 and turbocharging it, earning him the bragging rights of having over 400hp under his right foot. Having been an engineer by trade in the past he made it all look easy, building up the M20 with forged pistons, a custom intake plenum and plenty more goodies. Ross was happy until an oil pressure issue left him with a knocking bottom end and feeling thoroughly disheartened. Fortunately Ross isn’t the kind of guy to remain demoralised for long and he used this temporary upset as a chance to refocus. “I’ve always been a fan of proper V8s – not the little BMW ones but full-blown Ford or Chevy motors,” he explains. “Now that I had the chance, I decided to get rid of the old turbo engine which kept going wrong, and I sold all the parts to fund a new engine.”

    Ross’s plan for Yank horsepower made good sense. “I considered the newer GM LS engines but at the time they cost more than a complete S50, and you can just as easily build an old type V8 with EFI for half the price.” A decision was made and Ross was soon the owner of a small-block, 350ci (5.7-litre) block ready for building up. While Ross pressed on with using the bare block for test-fitting purposes, his shopping list started becoming a reality. A #GM forged crank, Eagle forged rods, a hightorque starter motor, alloy roller rockers and a new sump all arrived, with Ross’s plans continuously evolving for how the engine would fit in the car and how it would be built.

    “The gearbox I chose was the manual gearbox from the Mk3 Toyota Supra: the R154. With a couple of little mods they can be bombproof, but not cheap at £600 for the box alone!” Ross says. He was still waiting on engine parts but could at least get the gearbox built up. This would allow him to finalise the engine location once and for all.

    All new bearings went in, along with an uprated first gear thrust washer, before the front end was built up with a Chevy bellhousing, hydraulic clutch release bearing and all the necessary conversion parts. What soon became clear was that the E30’s transmission tunnel just wasn’t going to be big enough. Luckily it wasn’t beyond the call of a few hour’s work with a hammer. The next obstacle was the crossmember and anti-roll bar. A conversion to an E36 anti-roll bar (which sits ahead of the crossmember) had that issue solved easily enough thanks to some fabrication work, but Ross also had to notch the crossmember for clearance and ended up moving the steering rack forwards by 20mm to clear the starter motor.

    This left Ross with the small block sitting happily in his engine bay, as low and as far back as was possible. “The shifter even ended up in the right place!” laughs Ross. “There was just a sensor that I had to add clearance for, so things were going well.” With his engine and gearbox mounts fabricated, Ross then threw on the aluminium heads that he’d ordered and checked the clearance of everything with his turbo manifolds fresh from the States. Sure enough, his engine mounts had to come back out for some further clearance work and he had to make plans for relocating his brake servo and master cylinder to under the dashboard. For Ross this was all in a day’s work.

    With the engine position decided, Ross pulled the V8 block back out so that he could finally start transforming it into a functioning engine. The local machine shop was tasked with boring out the cylinders by .030”, taking displacement to beyond the 5.8-litre mark. Probe forged pistons were mated to the Eagle rods, with the crank going in with Clevite bearings and ARP hardware. His camshaft of choice was a Comp Cams 256/263-degree grind, made especially for turbo applications.

    Such is the aftermarket support for these engines that Ross managed to get his aforementioned aluminium cylinder heads for just £200 and set about porting them himself by hand to make the most of a set of massive Manley valves (2.02” inlet and 1.60” exhaust, in fact). This V8 may only have 16 valves but it makes up for that with sheer size. The heads were finished with Edelbrock valve springs and titanium retainers, which are operated by Comp Cams billet rockers and Edelbrock Magnum pushrods. No stone has been left unturned with this Yank powerhouse.


    A good old Holley carb was initially used to get the engine running alongside a Megasquirt ECU and Ford coil packs. Ingeniously Ross used a few of the old M20 sensors and brackets to feed the ECU with all the needed info, which allows the V8 to run normally aspirated for a few miles as a gentle run-in. A huge Pro Cool radiator, a custom intercooler and a day’s worth of custom fab work by Ross got the E30 roadworthy but he was far from done.


    When the time came to switch to fuel injection Ross, as usual, didn’t do things by halves. With the rear boot floor in bits (more on that in a moment) he plumbed together a fuel system capable of supplying enough jungle juice for the monstrous powerplant now sitting up front. A high-flow lift pump feeds a two-litre swirl pot, with twin Bosch 044 pumps then feeding the engine through front-to-rear braided AN lines. All that fuel is supplied to 770cc injectors mounted in an Edelbrock intake manifold, fitted with a 90mm Procomp throttle body.


    That swirl pot setup is mounted onto a flat rear floor. Ross’s car has no spare wheel well and for a very good reason. With the extra power and monstrous torque that he was going to be feeding through the rear end, some serious reinforcement was needed. The entire rear beam was dropped and stripped and Ross’s work began.

    The first thing on the ingredients list was an E28 large case diff; though it bolts right up to the E30 rear beam, that’s about where the compatibility ends; not a problem for someone like Ross. The beam was sent away for blasting and once back, he could begin. “I started by going over the old welds to make them a little stronger and I went around the trailing arm brackets again as some of them aren’t fully welded,” he explains. “Then I started the reinforcing.”

    These reinforcements included plating over the diff mounts and bridging together the various factory joins with extra material. Bars were then also added between the diff mount and beam itself before a thick plate was placed over the diff recess. In short, Ross’s work is so solid we reckon it would withstand even a nuclear strike.


    Next up was getting that diff mounted up. The E30’s single-ear rear diff mounting is famed for a lack of strength and so after some experimenting Ross found that an E36 M3 Evo diff cover and mounting bracket would bolt up to the E28 diff (with the addition of a spacer he made), giving him two ears to mount with. However, the E30 doesn’t have the provisions to bolt such an arrangement up, hence Ross had cut the boot floor out of his. A new crossmember was made out of box section, bridging the chassis rails and including mounts for that large case diff and the anti-roll bar brackets.

    “With the rear crossmember done I started the rear strut bracing,” Ross tells us. This included strengthening plates on the rear strut towers along with a welded-in strut brace. This was then joined to the diffmounting crossmember with a set of bars tying the whole lot together for maximum rigidity before everything could be sheeted over to form a new floor.

    The trailing arms were also braced with bars and then the whole lot bolted back under the car, complete with the new diff and a revision of Ross’s UJ driveshafts. However, he still wasn’t done, using the opportunity to also convert the car to fivestud all-round. Rather than the usual way, this arrangement was completed using Compact or Z3 parts with a bit of a custom setup. This consisted of Z3 wheel bearings and hubs, which needed a little machining to fit. “I used 300mm Z4 discs on the Z3 hubs, and then used Porsche Boxster Brembo fourpot calipers,” smiles Ross.

    Up front the E30 stub axles were sleeved to allow E36 wheel bearings and hubs to be used, enabling the use of an XYZ brake kit. It was originally meant for a Japanese application using a 5x114.7 PCD and Ross also had to make his own brackets, too. Nothing phases this E30 fanatic.

    Of course, the most noticeable change Ross had to make was to fit new wheels. The old 4x100 Borbet As would no longer fit but Ross found something else that would work nicely. It doesn’t get much better than three-piece Hartges, made by OZ back in the day. He found them in Poland and had them shipped over. They had polished lips and gold centres, which looked great, but weren’t quite what Ross had in mind. Therefore the wheels were stripped right down for the centres and lips to be repolished, and a lack of centre caps saw Ross approaching UK firm and BMW specialist Hack Engineering to reproduce the original plastic caps in billet aluminium so that it could all be polished up with the same mirror shine. Mirror-polished hardware finished the wheels off, with grippy Federal RSR tyres put in charge of getting all that power down.

    This meant that phase two of the build was complete, and Ross enjoyed using it for the latter half of last year’s show season, clocking up the miles attending every show possible. Having witnessed it personally, we can confirm that when Ross’s E30 pulls up at the showground, a serious number of heads turn thanks to the appearance of a tidy E30 with the soundtrack of a lumpy, all-American V8. It really is quite something.

    The way Ross has gone about building his E30 is like no other. While absolutely nothing on the car itself can be considered off-the-shelf, he’s also shown incredible ingenuity when it comes to building a reliable powerplant thanks to the strength (and low prices) of the American aftermarket. In fact, though untested, it’s estimated that the junkyard-rescued small block is currently pushing around 880hp and 750lb ft at 1.3bar. Could American power in an E30 be the way to go? You wouldn’t want to argue otherwise after seeing this machine.

    Boot houses fuel system with two-litre swirl pot and twin Bosch 044 fuel pumps.

    If you’re a keen show-goer in the UK you’re likely to see Ross’s monster throughout the year. However, do be warned – by the time it’s show season the E30 will be looking quite different. Ross didn’t want to tell us exactly what he was up to but you can rest assured that the E30 will be even better, very soon.

    DATA FILE #Twin-turbo #V8 / #BMW-E30 / #BMW / #BMW-E30-V8 / #Bosch-044 / #Garrett-T04E / #Garrett /

    ENGINE #Chevrolet-small-block-V8 , rebored 0.030” to 5.82-litre, #GM / #GM-V8 forged crank, #ARP main studs, #Eagle H-section forged con rods, #Clevite big end bearings, Probe oversized forged pistons, high volume oil pump, ported and polished alloy heads, #Manley-Severe-Duty stainless steel swirl-polished oversized valves (2.02” inlet, 1.6” exhaust), Edelbrock valve springs with titanium retainers, #Cloyes three-piece solid timing gears, Clevite cam bearings, Comp Cams 256/263-degree blower cam and lifters, #Edelbrock #Magnum chromoly pushrods, #Comp-Cams 1.5:1 alloy roller rockers, #Brodix rocker covers, ARP hardware (rocker arm studs, intake manifold bolts, sump bolts, timing cover bolts, engine mount bolts, exhaust header bolts, crank pulley bolts, bellhousing bolts), ARP oil pump driveshaft, custom engine mounts, customised turbo headers, twin Garrett T04E turbos, Tial wastegates, custom twin 3” turbo-back exhaust with Simons silencer, custom intercooler, Tial dump valve, #Edelbrock Pro-flo inlet and matching fuel rails, #Procomp 90mm throttle body, 770cc injectors, swirl pot with high flow lift pump, twin #Bosch 044 engine feed pumps, #Torques fuel pressure regulator, #March serpentine pulley kit, #Pro-Cool alloy radiator, #Megasquirt ECU, Ford coil packs, fully lightened and balanced flywheel

    TRANSMISSION #Toyota-Supra-R154 gearbox rebuilt and uprated with #Marlin-Crawler thrust washer bearing retainer and selector forks, #McLeod clutch release bearing, #ARP clutch bolts, Spec R Stage 4+ paddle clutch, alloy fluid reservoir, #Cube shifter, custom propshaft, E28 210mm LSD with 3.07 final drive and M3 Evo twin-ear rear mount, custom driveshafts with #UJs , custom gearbox crossmember

    CHASSIS 17x9” ET25 (front) and 17x10” ET20 (rear) Hartge fully polished three-piece wheels, 215/40 and 235/40 Federal RSR tyres, modified front crossmember for engine clearance, reinforced rear beam, E36 M3 front anti-roll bar with custom mounts and rosejointed droplinks, reinforced rear trailing arms, custom rear strut brace tied into custom rear diff mounting bar, #GAZ coilovers, GAZ adjustable front top mounts, stainless steel steering linkage joints and custom linkage, steering rack moved 20mm forwards, alloy power steering reservoir and custom lines, incar brake servo conversion using Renault Clio servo, VW Sharan brake master cylinder, #XYZ six-pot front calipers and 330mm discs, fivelug conversion using E36 and Z3 hubs, Porsche #Brembo six-pot rear calipers, #Apec-Z4 rear discs


    EXTERIOR M Tech 2 body kit, carbon bonnet, E36 M3-style mirrors, widened rear arches, smoked rear lights, smoked front indicators, yellow foglights

    INTERIOR Full red leather Sport interior, black carpets, custom gauge illumination (blue with red needles), A-pillar mounted auxiliary gauges (boost, #AFR , oil pressure), fuel system in boot

    THANKS Dad for all of the paintwork, Shaun from V8 Development for all the mapping and wiring.

    Red leather Sport interior looks fantastic and features custom gauge illumination and auxiliary gauges in the A-pillar.

    I’ve always been a fan of proper V8s… full blown Ford or #Chevy-motors .
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  •   James Page reacted to this post about 4 years ago
    FULL METAL ALCHEMIST #2015

    You’d have to go a long way to find an E30 more ferocious than this 520hp, supercharged metal wide-body beast.

    With a custom metal wide-body kit and a supercharger for good measure, this E30 has undergone a magical transformation. Words: Elizabeth de Latour /// Photos: Si Gray

    Approaching Clive King’s E30 in profile causes the black paintwork to hide the incredible amount of work that’s gone into creating the body. Viewed in profile it just looks like a black E30, really, but, like one of those 3D illusion sculptures, as you start to move towards the front or back of the car the reflections on its flanks begin to twist and distort and that’s when you begin to realise that actually there is a lot more going on here than first meets the eye…

    Incredibly, this is Clive’s ninth E30, a habit he’s sustained since he was 21, though he says he’s been into cars since the dawn of time, which does make us question exactly how old he might be. The car you see before you was never meant to be like this. Clive bought it with the intention of turning it into a cheap sleeper but things don’t always go to plan.

    The story all started with the engine, which was originally in a Cab. “The engine started out as 2.5 and I built it up to a 2.7 before adding the Rotrex supercharger which was modified specifically to fit,” says Clive. “It actually sits where the air-con pump would be. The engine was fantastic and made 321hp but it was a bit too lively in the Cab – there was loads of scuttle shake, it was always lighting the wheels up and even though the Cab was heavier than the other body shapes, with the engine it was just too sketchy. I wanted something else to put it in and I had the opportunity to buy this E30 shell for £70, so I did. It was supposed to be a clean, low, sleeper Chromie!”

    Clearly that’s not what happened and, in a roundabout sort of way, it’s Clive’s wife’s fault, really. “These wheels,” he says, pointing to his striking blue Rota RBXs, “appeared for sale on Pistonheads and I liked the retro look, they’re like big Minilites. I mentioned the fact that I liked them to my wife and she bought them for me as a surprise. When I put them on the car they stuck out. I didn’t want to hurt her feelings, so I had to build some arches to fit over the wheels!


    “I built the whole car at my workshop. The bumpers are fibreglass but I handfabricated the arches from sheet steel. I trained in bodywork but I gave it up as a job as it took away the enjoyment from my doing it as a hobby, so now I just do it for myself and my friends. The bumpers are copies of the M Tech 2 kit but they didn’t fit so I bought two jigs for the bumpers and had to cut and reshape them to make them fit, then re-fibreglass them. The skirts are fibreglass copies of some Ford Granada Scorpio sideskirts I had lying around. I had to cut them, flare them out by 4” and then re-fibreglass them. The spoiler is a copy of the E30 M3 spoiler but with a carbon gurney flap added on. The bonnet I made six years ago but never finished until I built this car. I started with the standard bonnet, measured it up, made the side spacers and then welded them in.”


    The whole car looks absolutely awesome thanks to Clive’s handiwork, and while it’s not going to suit all tastes you can’t argue with the visual impact it delivers. The arches are a work of art, beautifully finished, smooth and rounded, quite unlike anything you normally see and only when looking down the car’s flank do you get the full effect. The interior is no less impressive and a lot of hard work has gone into making it as good as it is. The seats are from a Honda Accord Type R, which Clive’s wife also bought for him, and sit on custom mounts.


    His verdict? “They’re very comfortable,” he says. Most of the interior is taken up by the 18(!) point roll-cage and it really is quite something. “I knew I wanted a roll-cage,” he says, “and I got this one from ‘mrben’ on the E30zone forum. I had to take it out three times while I was doing the rest of the interior though, which was a bit of a nightmare!” Clive has also de-de-skinned the sunroof and fitted a Union Jack headlining, which was actually a duvet that sacrificed itself for the greater good. Impressive as all this is, most of all we love the digital gauges in the instrument cluster. They look absolutely awesome but weren’t fitted because of their appearance. “The original gauges just couldn’t keep up with the engine,” explains Clive, “so I went for these digital gauges from Drift Iridium.” The company offers a full selection of gauges and Clive’s E30 is sporting what is pretty much the dream dash combo, with speedo, rev counter, fuel gauge and temperature all matching Drift Iridium items, with an additional boost gauge mounted in a small pod where the air vent near the door would normally be.


    So to the star of the show: the engine. As we already mentioned above, it started out as a 2.5 before Clive built it up to a 2.7, which is where we pick the story up. “After I’d taken it up to 2.7 and supercharged it, the supercharger seized. It was starved of oil and the Megasquirt ECU I was running also died. I got hold of a #DTA-S80-Pro ECU and took the engine up to 2.8 myself, with an E36 M50 2.8 crank, M20 2.0 rods and M20 2.5 pistons and then I added the same Rotrex supercharger as before. The 2.8 was great but it blew a couple of head gaskets very badly as the compression was too high.


    It was making 423hp but it was unreliable and while I don’t use the car often, when I do I like to enjoy it so I didn’t want it to keep breaking down on me.

    “At this point I hit rock bottom and I really didn’t know what to do. I was ready to just put a 2.5 in the car and sell it. Then my wife suggested building the best engine that I could afford so with her blessing I decided to do just that. Byron on the E30zone forum runs the Engine Shed Co. in Wales; he does brilliant work, and I spoke to him about what route I should go down. After plenty of research I turned to Ireland Engineering in California to build me the engine I wanted. I sent it the specs for the block and eight weeks later the finished product turned up on my doorstep. It’s actually closer to a 2.9 than a 2.8 and the craftsmanship on the block was amazing, it was almost a shame to put it all together and stick it in the car! I took it to Byron who built the botttom end, bored the block and matched the pistons before I added the finishing touches.”


    Clive set out to build the best engine he could and looking through the spec list it certainly looks like mission accomplished. There are Ireland Engineering forged rods, custom-spec Ross Racing pistons, a Cometic multi-layer steel headgasket, ARP bolts, a 264-degree custom cam from Cat Cams, along with a six-branch manifold leading to a Sportex exhaust. The boot is home to the fuel system components, with a 551 fuel cell and 2.5-litre surge tank, ‘red top’ lift pump, Bosch 044 pump and braided lines throughout. “The engine is absolutely flawless,” says a grinning Clive. “It’s making roughly 510-520hp and it’s absolutely insane. I’ve never put my foot flat to the floor because it’s too scary.” Considering that with the stripped-out interior and homemade arches it’s now significantly lighter than standard, that makes 520hp an absolutely ridiculous amount of power to be running, especially when all of it is attempting to funnel its way to the Tarmac via 225 rear tyres. Clive is clearly crazy – which means he fits right in with the likes of us then, really.

    As we wrap up the shoot, we ask Clive (as we always do) if there’s anything else he’d like to do to the car. His answer is as decisive and absolute as everything else to do with this project. “There’s nothing more to do,” he states. “It’s finished.” Taking one last look at this E30, drinking in the curves of its outrageous arch work, the exquisitely executed interior, that masterpiece of an engine, we don’t doubt it.


    DATA FILE SUPERCHARGED WIDE-BODY #BMW-E30 / #BMW / #BMW-E30-WIDE-BODY

    ENGINE & TRANSMISSION Custom-built six-cylinder #M20 2.9 / #M20B29 stroker, Ireland Engineering forged rods, custom-spec Ross racing pistons, #Cometic MLS steel head gasket, #ARP bolts allround, steel windage tray, reworked head, 264-degree custom Cat Cam, six-branch manifold, #Sportex mild steel exhaust, VR6 coil packs, #Magnecor HT leads, #Rotrex-C30-94 / #Rotrex supercharger kit, #ITG air filter, front mount intercooler, E36 radiator, Kelowe twin-speed main fan and two 8” auxiliary fans. #DTA S80 Pro ECU – wiring harness traction and launch control ready, uprated injectors, urban camo #Samco hose kit, 551 fuel cell, 2.51 surge tank, red top lift pump, #Bosch-044 pump, twin filters, adjustable pressure regulator and braided fuel lines. Five-speed manual gearbox, Z3 short-shift, lightened flywheel with Stage 3 DriveTorque clutch, 3.64 LSD


    CHASSIS 9.5x17” (front and rear) ET-19 #Rota-RBX wheels painted in Candy Fantasy blue with 205/45 (front) and 225/45 (rear) #Maxxis Maz 1 tyres, FK High Sport coilovers, #H&R adjustable roll bars, rear camber kit, M3 eccentric front bushes, Powerflex polybushes all-round, strengthened sub frames, #Sparco twin-tube strut brace, #Wilwood ultra-light four-pot #BBK with 310mm discs (front), drilled/grooved rear, tubbed rear arches, front inner arches removed

    EXTERIOR Custom steel wide arches flared 4”, hand-built side skirts, stretched #M-Tech 2 bumpers, custom swage lines, smoothed body, custom vented bonnet, carbon fibre boot spoiler, Startec rear lights, smoked headlights, carbon wrapped mirrors and door trims, side indicators removed, M3 bonded windscreen, sunroof panel lightened and bonded, airbrushed Union Jack/German flag on rocker cover, car finished in high gloss jet black


    INTERIOR Recaro front seats on custom mounts, rear seats removed, deep-dish steering wheel, Drift Iridium digital gauges, centre switch panel, 18-point Safety Devices roll-cage, Sparco three-point harnesses, custom Union Jack headliner


    THANKS My wife, Charlotte, Cotswold Airport (01285 771177 ‘Come and see us some time’), Circuit Motorsport Ltd trading as Sabre Tuning (Paul Shepherd, 01249 782596), The Engine Shed (Byron, 07788 454083), my dad for helping me and my mum for making him!
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