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    When light isn’t light enough / #Honda-NSX-R / #Honda-NSX-MkI / #Honda / #Honda-Acura / #Acura / #Acura-NSX / #Acura-NSX-R

    The Honda NSX-R will be instantly recognisable to any fans of the Gran Turismo series of PlayStation games, but probably less so to analogue 3D car nuts.

    The Type-R was only ever produced for the Japanese market, with just 464 built from #1992 - #1995 plus another short run after the NSX’s 2002 3.2-litre facelift. However, the odd example has been imported to the UK, and more may be on the way as a number have popped up recently in Japanese auctions – a feed point for the still strong market for UK imports.

    A 1995 car with just 860 kilometres (534 miles) on the clock recently sold for £223,188 at BH Auction, which is almost certainly a record. However, even those with a more normal mileage can still expect to push the £100k mark, such is their collectability.

    For comparison, that’s around double the price of a regular NSX.

    The NSX-R’s excitement comes not from the usual route of engine tweaks, but the age-old hot-rodding method of chucking out weight. That’s not easy in an aluminium-bodied car that had already made lightness a virtue, but Honda managed to slim it by 120kg anyway.

    Definitely one for your wishlist.

    The #Type-R shed 120kg from the regular NSX.
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    Sometimes our office car park makes you feel as if you’ve fallen through a hole in time to wind up in the early ’90s and last week two of our project cars provided the perfect retro composition: the shot needed only a monochrome filter adding to look for all the world like the directors’ parking spaces, circa 1992 . Who says you need a De Lorean for time travel...?

    / #Saab-900 / #Saab / #Mercedes-Benz-190E / #Mercedes-Benz / #Mercedes-Benz-190E-W201 / #Mercedes-Benz-W201 / #1992
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    Join us this week as we venture into the plush leather seats of the ultimate retro techno-toy: BMW’s 8-Series. In order to pay proper tribute to the veritable king of rapid luxury, we’ve tracked down Taylor Patterson’s pristine example of the line-topping, limited-production #BMW-850CSi-E31 .

    While #BMW was revealed to have been making a bonafide go at an #BMW-M8 variant of the big grand touring coupe back in the early ‘90s—and in fact the company’s sole box-flared beast of a prototype still exists, complete with carbon-fiber wheel covers—that car never made it to the masses, or at least to that portion with the taste and means to acquire such a car that would have likely carried an MSRP somewhere in the Ferrari territory it was aimed at.

    Luckily for those people though (and for the second and third and fourth owners), M still left some incriminating fingerprints on the #BMW-8-Series-E31 , and as with most stews stirred by its hand, the result was an unmatched vessel of prowess that they simply called the 850CSi.

    At the time of its reveal in #1992 , the peer group for this car was almost nonexistent, and on a more abstract scale, there have been very few in its wake to attempt a similar blend of substance and poise. It never claimed to be a sporty coupe, yet it could outperform many of them. The car’s true domain however was a lengthy trip with the room to show off how comfortable 100+MPH can be; this was the kind of car whose essence was understated, yet its presence never went unnoticed.

    Though any form of the E31 chassis was and is a genuine rarity, the CSi stood even further apart. At the time, this was the end-all, be-all, the award-winning stew of a high-tech ecosystem paired to a taut motor that could push the impressive package well past the imposed safety speed threshold of 155 MPH. Further boosting the desirability of the CSi model was the inclusion of special staggered forged #M-System wheels with the distinctive “throwing star” bladed covers, a more robust and direct suspension, extra interior options, and a host of upgrades to the exterior paneling, as is the fashion for cars with the M treatment.

    It was a truly special car, and its production run reflected that. Exorbitantly expensive, and unable to continue production in line with updated emissions standards, only 1,510 units of the model were produced the world over. And to add enthusiast clout to such rarity, each of these cars came fitted with a six-speed transmission bolted to the back of a 5.6-liter #V12 stamped with the fastest letter in the alphabet.

    The 380-horsepower heart that resides under the hood of Patterson’s — and every — CSi has an interesting family history, and can claim to this day its title as the rarest production engine in a BMW road car. In a reversal of the typical German logic, BMW’s M-tuned and -built motors will often trade their “M” designation for that of an “S.” Such is the case with the S70B56 found in the CSi. Variations of this motor — which was essentially a pair of straight-sixes fused together — would go on to win the 24 Hours of Le Mans outright, in both the McLaren F1 GTR, and in BMW’s own #V12 LMR.

    Too often the #BMW-8-Series is categorized in that group consisting of once-expensive luxury cars that are now prohibitively costly to maintain, and so are left to wallow, undriven. Sure, it checks a lot of those boxes (the V12 E31s have an ECU per half-dozen pistons, which is just a piece of the massive amount of interconnected systems in this car that required the creation of a bespoke network to operate), but somehow it just doesn’t belong in the dealer lots full of S-Classes with all their trick bits already broken. Perhaps the 840Ci automatic that’s been given a hard life is beyond the rational point of saving, but cars like Taylor’s immaculately displayed CSi prove that the time when these cars become “dated” is still a long ways off yet.

    It’s understandable that one can look at something like the #BMW-850CSi and mistakenly view it as a compromise between two worlds, as an object somewhere on the muddled boundary between the disciplines of Motorsport and luxuriant indulgence. Of course it lives at such a meeting point, but the very fact that it does bring together these disparate worlds into a coherent package is the evidence that the last thing at play in a car like this is compromise.

    Revisiting what made the first #BMW-E31 a high watermark for the burgeoning world of luxury GTs in the 1990s makes us supremely excited for the modern interpretation of the flagship Ultimate Driving Machine, but no matter what comes next, the #BMW-850CSi-E31 will always be significant for what it stands for, and how good it looks doing so.
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    / #1992 / #BMW-E34 / #Alpina-B10-Bi-Turbo / #Alpina-B10-Bi-Turbo-E34 / #BMW-E34-Alpina / #BMW / #Alpina / #BMW-5-Series / #BMW-5-Series-E34 / #BMW-E34-Alpina-B10-Biturbo

    ESTIMATE £30,000 - £40,000

    There’s no getting away from the fact that the B10 Bi-Turbo was the daddy of all the E34s and this example looks like an absolute peach. It’s been in the UK since 2002 and has a low mileage of just 55k (88k km) and has been obviously loved throughout its life and has £15,000-worth of bills in its fi le to prove this. It does have a high estimate, but if you want the best you need to dig deep.
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    GREAT WHITE #Volkswagen-Corrado-G60 / #Volkswagen-Corrado / #Volkswagen / #VW-Corrado-G60 / #VW-Corrado / #VW / #2017 / #1992 / #Autostrada / #Volkswagen-Corrado-Supercharged / #Volkswagen-Corrado-G60-Supercharged

    Modified Corrados are hard to come by at the best of times and tastefully tuned ones even more so. Thankfully, Declan Bowyer’s G60 is a good egg! Words & Photos: Jon Cass

    It was only around five or six years back that VW’s striking Corrado seemed to be making a major comeback with an array of modified examples suddenly breaking on to the show scene. There was much whooping and high-fiving from Corrado fans all round, yet disappointingly, this trend has slowed down more recently. Thankfully it looks like at least a few are waiting in the wings. The vast number of stunning, fresh VAG builds at 2016’s Elsecar At The Races was truly mind blowing, yet it hadn’t gone unnoticed that there were barely any non-standard Corrados present still. There was one though, and boy did it stand out… as the two trophies from that day will testify.

    Declan Bowyer may only be 27-years-old, but his passion for VW’s timeless coupe stems back to 2007 when he was just 17. “I went to my first Dub meet that year and there was a blue Corrado VR6 running Schmidt Modernlines with Porsche seats. From that moment on I knew this was the car to have,” Declan smiled. Yet, like so many of us, his driving career actually began with a classic Mini. “I learnt a lot from that car in the time I had it, even though it was eventually stripped and never fully rebuilt, “ Declan confesses, “I met my girlfriend, Carly at a VW show soon after and bought a Mk1 Golf GX.” The Mk1 was never going to be a show winner as Declan’s budget was very limited at the time. It was, however, lowered to the max and consequently more was spent replacing sumps than tyres!

    “While I had the Mk1, I started looking around at Corrados, but I was still only 19 at the time,” Declan remembers. “I noticed new ones pop up on eBay and this white, ’92 G60 appeared for sale only two hours away from me, so I went over to have a look.” When a vendor is genuinely into his cars, especially the model you’re buying, that’s always a good sign and fortunately this was the case here. “He had other interesting projects on the go including a Mk1 Caddy with a V6 Audi lump in the back. Thankfully the Corrado seemed genuine, so I went for it.” Apparently it was also completely standard, still wearing its factory BBS RZs, complete with matching spare wheel and cloth seats, though this wasn’t in the best condition and the bodywork had began to show signs of rust; “I didn’t think it needed much work despite this, but I’m sure as anyone else with a G60 Corrado will know that they can soon turn into a money pit,” Declan laughs.

    Initially things went well and Declan drove his new purchase around for around two years with no serious problems; “I didn’t plan on heavily modifying the car to start with,” Declan explains, “I just added a set of coilovers, a new exhaust and painted the wheels.” The Corrado was even driven to the Nurburgring where it performed pretty well, but shortly after things started to go wrong. “The head gasket let go on a trip back from Cornwall, but at least this gave me the excuse to remove the head and opt for a Stage 2 upgrade with gas-flowed, ported and polished head,” Declan smiles.

    Attention then turned to the worn cloth interior, which would arguably have been a little downmarket even when the car was new. Luckily Declan’s partner, Carly had decided to remove some of the mods from her Lupo before putting it up for sale and amongst these were a pair of Porsche 964 half-leather seats, which really suit the Corrado. Declan managed to source a set of leather door cards, a rear bench and also added a black carpet with fresh Alcantara headlining to match. “Soon, after all the interior had been completed, I was driving along and suddenly the front subframe snapped,” Declan recalls, “I had to buy a new subframe, which I strengthened, but there had been a lot of suspension damage caused, too, so I bought a set of KW Variant 1 coilovers, a poly bush kit and wishbones. I then had everything powder coated and sealed to eliminate anything like this happening again.”

    By now a pattern was emerging where modifications had escalated following disasters and more were yet to come. There was a brief reprieve before disaster number three struck, however, enough to give Declan time to sort the deteriorating bodywork. “I was still driving the Corrado on a daily basis and this was having an adverse effect on the paintwork,” Declan recalls, “rust was starting to appear in a few places and I needed to get it sorted before it got too bad.”

    Luckily Declan had a friend that worked at Lexus who was offering to carry out a full respray. All Declan needed was to strip the car first to save time in the paint shop. “I remember it was winter time and I had to drive the car there in the snow with no windows in, which was certainly an experience,” Declan laughs. “I wanted to keep it the original Alpine white as at the time I had no intentions of spraying the engine bay.” The end result was flawless, but this also meant the Corrado was now too nice to remain a daily driver.

    As 2012 came around it marked a return to the now familiar disaster zone when the G60 engine packed up whilst returning from Nottingham; “We’d just bought our first Royal Python snake (as you do – All) and were on our way home, so we had a few strange looks from the recovery driver as we tried to conceal the snake in a fabric bag,” Declan smiles.

    The failure of the G60 at least meant Declan had an excuse to sort out the engine bay, which was by now letting the side down compared to the rest of the car; “I had to take the engine out anyway, so it was a now or never decision when it came to smoothing the bay itself,” he remembers. This would be the hardest part of the whole build taking loads of time and patience with all of the work carried out by Declan, his family and a few mates in his tiny garage. “I’d not carried out any fabrication work on this scale before, but as I’m a hands-on type of guy, I was ready to give it a go,” Declan tells us. “I’d studied other cars I’d seen at shows along with magazine features which helped a lot, but all the work involved and having to buy parts in from Germany and the USA meant the Corrado was off the road for two years in total.

    Once all the fabrication work was complete, the bay could be sprayed by the highly respected, Tim Ansell at True Paintworks; “When it came back it blew my mind, but I then started panicking about how I was going to put an engine and all its ancillaries back inside without causing any damage,” Declan adds.

    The damage to the original engine was unrepairable, so a second-hand unit was sourced and rebuilt from a bare block, complete with PG Stage 2 gas-flowed and ported head with Bar-Tek hydraulic lifter kit. It also benefits from 550cc injectors and looks the part with that custom G60 cam cover. The supercharger is a Stage 4 Jabba Sport item with 65mm pulley and Declan has also added a BBM induction kit, with a custom intake pipe, angled to exactly 90 degrees along with custom coolant hoses and a Mocal oil cooler. Some serious smoothing has taken place on the manifold and the custom intercooler set up includes a Rallye U-bend, custom hoses and top-fill radiator, while the exhaust system is now a Milltek Classic item with de-cat connected to a four-branch stainless manifold. “I‘m really happy with the result, especially the colour coding, which went just as planned,” Declan smiles. “The only aspect I’d change is the stock ECU (currently running an SNS Pro Digi-lag custom chip), as I could have omitted a lot of sensors and running issues, though these problems have finally been sorted out,” he said.

    With the engine back in, thanks to a cupboard full of bed sheets to protect the bay, Declan then had to reroute the wiring underneath to retain that cleaned look. The ECU is now inside the cabin and the battery and washer bottle are located in the boot, while the ignition coil is mounted on the scuttle panel. “I then had to make my own length HT leads to the coil to keep that hidden and ran the vacuum hose for the ECU through to the inside of the car,” Declan points out, “I could then get rid of the coolant expansion bottle thanks to the top fill radiator I’d made.”

    You can understand by Declan’s detailed explanation why the whole engine bay process took two years. In fact, given the amount of thought and money that’s gone into it all, we’re surprised it didn’t take him longer!

    The final puzzle to solve was now the wheels… the make or break point of any modified car. “I knew which wheels I wanted all along; a set of dark grey, 16” Autostrada Monzas and it had taken four years to find some,” Declan recalls. “The dishes were refurbed by Ellie at Voodoo Motorsport and Slam Signs managed to reproduce the original logo in gold leaf to make them perfect. I couldn’t wait to get them on, but as ever this didn’t go to plan,” Declan recalls. “I had already upgraded the brakes to Ibiza Cupra R Brembo callipers and discs and had been advised these wheels would just bolt straight up to them. They did on the rear over my Mk4 brake conversion, but not on the front so I had to shave 10mm from the calliper carriers, which did the trick!” The result is tight, but it works perfectly and stops on a penny according to Declan.

    Seven years of hard graft and a last minute fitment of an OMP steering wheel eventually saw the Corrado make a return to the road where it soon picked up a healthy stack of trophies, a reward for Declan’s efforts. “I’m really proud at what I’ve achieved along with some help along the way and what seemed like an endless string of disasters has resulted in a positive outcome,” Declan smiles. The Corrado may often be overlooked these days, but when you see creations like this spring out of the woodwork, it’s sometimes hard to work out why.
    Porsche 964 seats always look at home in a 'Rado, don't they? Royal Python snakes (just out of shot), not so much...

    "I’m sure as anyone else with a G60 Corrado will know that they can soon turn into a money pit”

    "I had to take the engine out, so it was A now or never decision when it came to smoothing the bay"

    Dub Details #Volkswagen

    ENGINE: 1.8-litre four-cylinder G60 in smoothed engine bay with Stage 2 head, #Stage-4-supercharger with Rallye U-bend – painted in Toyota Demeca grey. #BBM fuel rail, pressure regulator, 550cc injectors, custom coolant pipes, custom intercooler set-up, BBM modified induction kit, smoothed inlet manifold – painted in Toyota Demeca grey, #Supersprint four-branch stainless exhaust manifold, #Milltek exhaust system with decat. Expansion tank deleted, battery relocation to boot, washer relocation to boot, custom wire tuck, #SNS 5.5 Digi-Lag ECU chip, custom silicone induction hoses, custom top-fill radiator, custom G60 cam cover, braided fuel lines, braided oil cooler lines, Mocal oil cooler with thermostat, MSD Blaster coil with Magnacor HT leads, Stage 2 carbon Kevlar clutch kit, #Walbro 226 fuel pump

    CHASSIS: 7x16” (front) and 8.5x16” (rear) ” #Autostrada-Monza wheels painted metallic grey with polished lips and black barrels with Nankang NS2 tyres and 30mm 4x100 to 5x114.3 custom adapters. #KW-Variant-1 coilovers, poly-bushed front subframe, poly-bushed steering rack, poly-bushed wishbones, Mk4 Golf top suspension mounts, #Eibach anti-roll bars with poly-bushed mounts, Ibiza Cupra R Brembo front callipers (modified), 305mm drilled and grooved front and rear discs, Mintex front brake pads, custom front braided brake hoses, Mk4 Golf alloy rear callipers, #EBC Ultimax rear brake pads, custom braided brake lines, Porsche 944 brake fluid reservoir

    EXTERIOR: Full respray in VW Alpine white, side strips deleted, badgeless grille, tinted headlights, carbon number plate light plate, 50mm front VR6 splitter, rear wiper deleted

    INTERIOR: Porsche 964 half-leather Alcantara front seats, Corrado black leather rear bench and door cards, OMP 330mm steering wheel, black Alcantara roof and sunroof lining, black VR6 sun visors, leather handbrake lever

    SHOUT: This has been a family and friends build and I couldn’t have done it without them. Huge thanks to Tom Justice, my brother Sean Bowyer, my mum and dad, Les Bowyer and Barbara Bowyer, my friend Joe Whitmore who apparently helped in some way, my fiancée Carly Dolman, Tim Ansell at True Paintworks and my friend Paul Cross, Ellie at Voodoo Motorsport and everyone who has supported me along the way, plus Chris Perry for helping to find the photo shoot location
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    V8 DTM quattro racer for the road. Words Davy Lewis Photography Jape Tiitinen.
    ROAD RACER
    This is a road-legal replica of the magnificent V8 quattro that dominated the DTM series in the early ’90s…

    V8 DTM QUATTRO Stunning race replica for the road

    Audi Sport has produced many iconic racing cars over the years. But perhaps one of the most successful and best-loved, is the V8 DTM quattro. Based on the road-going #Audi-V8-Saloon , the DTM ( #Deutschen-Tourenwagen-Meisterschaft ) cars were comprehensively re-engineered for the track. With strict #DTM regulations outlawing turbochargers, Audi’s mighty five-pot was sidelined. So #Audi-Sport turned their attention to an altogether different beast.

    The range-topping V8 saloon featured a naturally-aspirated 3.6-litre unit. With power boosted from 250hp, in factory tune, to an initial 420hp, the all-alloy V8 certainly had the credentials to challenge the best from Mercedes and BMW – although many thought the large V8 Audi would struggle against the smaller M3 and 190 Cosworth. Indeed with an extra 300kg to lug around, you’d expect the Audi to be outclassed by its lightweight competition. However, the combination of lusty V8, #4WD and with Hans- Joachim Stuck and Frank Biela at the wheel, the big saloon made the podium in its debut race and went on to give Audi the Manufacturers’ title in 1990 and 1991 The following season there was a flurry of complaints about Audi’s quattro system, which led to weight penalties being imposed. In response, Audi’s engineers tweaked the engine, which ultimately led to the modifications deemed illegal and Audi’s complete withdrawal from the series.

    So the life of the V8 quattro racer may have been ephemeral, but it remains one of the most talked about cars Audi has produced. It was with this in mind that serial Audi tuner, Roni Collin, created this road-going replica.

    You may recall Roni from issue 018, where he showed us the world’s first RS6-inspired S6 C7 saloon, complete with genuine RS6 front end, wings and a host of custom fabrication. This V8 DTM is another of his projects that has been many years in the making.

    The previous owner had intended to build a DTM replica, but had never really got going with it. Roni decided he would finish the job – although his would be fully road-legal and have a much better stance.

    The work took over five years in total, but this was in between other projects and Roni’s hectic work schedule (as a serial entrepreneur, he’s always busy.) “I’ve always been more excited by the process of the build than the end result. I don’t participate on the actual builds that much, but I enjoy the planning, getting all the parts, and designing the unique look of the car,” he says.

    Creating something bespoke like this is never an easy undertaking, but as Roni explains: “Luckily I have Björn who never says no to my crazy projects. Not even then when I bring him a brand new car to be cut in pieces and replaced with another OEM look parts welded back in.”

    In the case of the V8 DTM, the main aim was to make it look like an original racer, so the interior was stripped out and a comprehensive roll cage fitted. All unnecessary pieces of trim were removed and a single bucket seat with harnesses added. But that’s not all – there’s a flocked dash, a custom centre console housing switches, carbon fibre door panels and a long-reach gear lever. It really does have a motorsport feel to it – you almost expect Hans Stuck to clamber out of it.

    When it came to the exterior, Roni insisted on full period correct motorsport livery. Everything looks as it should, complete with sponsors’ logos. Even the cross-spoke split-rim wheels are similar to the BBS items on the original (although Roni has since fitted some genuine BBS items).

    To get the big saloon sitting nice and low like a DTM car, a set of KW coilovers have been fitted. The 8.5 and 9.5x18in Rotiform alloys sit perfectly in the arches, wrapped in Pirelli road rubber.

    Under the bonnet, the 3.6-litre V8 is currently in factory trim and makes about 250hp. But Roni has plans for a tuned engine, so this faithful replica will, at some point, also have the performance to match the looks.

    TECHNICAL DATA FILE / SPECIFICATION #Audi-V8-Quattro / #1991 / #Audi-V8 / #Quattro / #DTM / #Audi-V8-Quattro-DTM / #Rotiform / #Audi-V8-Typ-4C / #Audi-V8-Typ-4C-DTM / #Audi-Typ-4C / #Audi-V8-DTM-Replica / #Audi-V8-Typ-4C-DTM-Replica / #DTM / #Audi-V8-Quattro-Typ-4C / #Audi-V8-Quattro-DTM-Typ-4C
    Engine 3.6-litre V8 40v
    Transmission 6-speed manual
    Brakes Audi S8 year 2000
    Suspension KW coilovers
    Wheels & Tyres #Rotiform-SJC 8.5 and 9.5x18in 225/40 Pirelli
    Interior Custom roll cage, extended steering column, #Audi Ur-quattro steering wheel, extended gear lever, #Recaro PP seat, Schroth 6-point harnesses, upholstery stripped, flocked dashboard, rear seats deleted, new custom wiring
    Exterior Repainted in original colour with DTM-livery
    Contacts/thanks @ronicollin @Bjornwerks

    Above: A tuned V8 engine will come next... Left: big V8 bruise looks stunning in profile. Right: Interior is fullon racecar spec. Right: If you go down to the woods today, you’re sure of a big (V8) surprise...

    THE V8 DTM RACER
    In the hands of #Hans-Joachim-Stuck (pictured #Stuck ) and Frank Biela, the #V8 3DTM #Quattro was very successful, beating the much lighter Mercedes 190 Cosworths and BMW M3s to win the title for #Audi in #1990 and #1991 . The big Audi initially featured a 420hp all-alloy V8, but, as weight penalties were imposed to counter the supposed advantage of quattro, the engineers developed a modified flat-plane crank, taking power up to 460hp. This glorious V8 would rev to a heady 9,500rpm. Unfortunately, in #1992 the new crank was deemed illegal and Audi withdrew from the series. Check out YouTube to see these amazing cars in action.
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    Art Cars The 12th machine in the series: Esther Mahlangu’s E34 525i.

    / #BMW-Art-Cars Esther Mahlangu #BMW-E34 / #BMW-525i / #BMW-525i-E34 / #Esther-Mahlangu / #BMW-525i-Esther-Mahlangu / #BMW-525i-Esther-Mahlangu-E34 / #BMW-525i-Art-Car / #BMW-525i-Art-Car-E34 / #BMW-E34-Art-Car / #BMW-Art-Car / #Art-Cars / #Esther-Mahlangu / #1992 / #BMW /

    In 1991 the 12th Art Car was commissioned and featured two firsts: the first African artist and the first woman artist.

    When it came to using the E34 525i as a canvas for its Art Car project BMW headed to the African continent and commissioned South African artist, Esther Mahlangu, to create something new and vibrant that hadn’t been seen before on its mobile art project.

    Born in South Africa in 1936, Esther Mahlangu was taught the traditional painting technique of the Ndebele tribe by her mother. The stylistically distinctive and well-known wall paintings feature a typical Ndebele pattern and are created exclusively by women. Today Esther Mahlangu is considered the leading representative of this art form, having achieved international acknowledgement for her work. Through her art she upholds the traditions of her tribe and she started passing on her knowledge to her daughter many years ago. As the Ndebele culture does not use writing their art means a lot to them. And from time immemorial it was up to the women to design the walls of tribal homes according to their mood.

    As you can see Mahlangu rose to the challenge of transferring her traditional art onto a modern carrier: the car. With this she combined two worlds. “Ndebele art has, in an entirely natural way, something slightly formal but very majestic about it; through my work I have added the idea of movement,” commented Mahlangu. “My art has evolved from our tribal tradition of decorating the home; for the Ndebele people, if you begin to paint a wall it means you are either announcing a wedding or a celebration.”

    By painting the 525i she has passed on her tribe’s traditional means of expression to an object of contemporary technology. In order to develop a feel for the completely new medium, she initially painted the door of another BMW before beginning the design of the Art Car. Within one week she had transformed the car into a masterpiece of African Ndebele art.

    According to Mahlangu: “I have been asked: ‘How did you paint? Did you use paper? Did you design the motive first?’. And I said: ‘No, the design is here in my head’. This car worked out nicely for me and I was so happy as so many people told me the car is so great, you did such a great job – they really went crazy about the car. The people are happy, all the people who see it are happy. When they see this car their hearts are simply filled with joy.”
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    Brightwells June sale / #BMW / #1992 / #BMW-E30 / #BMW-318i-Convertible / #BMW-318i-Convertible-E30 / #BMW-318i-E30 / #BMW-3-Series-E30 / #BMW-3-Series / BMW / #BMW-3-Series-Cabrio-E30 / #BMW-3-Series-Cabrio

    Brightwells had a glut of BMWs on offer at its June sale and this #BMW-E30-Cabriolet was one of three 318i examples it had up for sale and the only one that sold. Its mileage might have been on the high side at 136k but there was plenty of history with the car showing it had been loved during its life. At £4500 it looked like reasonable value for money but as an investment the 325i sold by ACA looked to be a better bet.

    SOLD FOR: £4500
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