- Post is under moderationLAGUNA E46 M3 Lush UK air-ride Cab
A schoolboy dream has become reality in the shape of a Laguna Seca E46 M3 Cab, with a few mods for good measure, of course. Words: Elizabeth de Latour Photos: Matt Dear.
DREAM WEAVER Air-ride E46 M3
Achieving your dreams, no matter how small and seemingly insignificant they may appear to some people, is an incredible feeling. From dream jobs, to dream weddings and, obviously, dream cars, these items, events and experiences fill us with sheer joy and make our lives better. Whatever your dream may be, achieving it, making it happen is a special moment; for Bally Hanspal this car was that dream and, as you can plainly see, it’s most definitely become a reality.
“BMWs have been a big part of my life,” begins Bally as we ask him to tell his tale, “with my late grandfather, dad and uncle all owning BMWs through my childhood. It always made me want one and, also, with how amazing they are to drive nothing else can come close to them. For me they really are the ultimate driving machines; despite owning other brands of cars I always seem to have a soft spot for BMWs,” he smiles, and that’s something we wager most of us can relate to.
Bally has dabbled with VAG in the past, ticking off the wheels, suspension and audio boxes along the way before moving towards the performance end of the modding spectrum, all of which served as perfect preparation for the inevitable purchase of his dream car. “When the E46 M3 was released, back when I was still in school, I promised myself I’d own a Laguna Seca blue one, one day. Many people laughed, but it was a dream I had to make come true,” he says and that steely determination is what made it happen. Bally kicked BMW ownership off with an E46 320Ci Sport, the biggest engine he could insure at the tender age of 20, but it was just a stepping stone until he could get his hands on the full-fat, M-powered 3 Series of his dreams. “I remember the day when I bought the car so clearly,” he smiles, “a friend of mine phoned me up – it was a warm Saturday afternoon – and he phoned me asking if I had found any cars for sale. I mentioned I had seen this one for sale on Autotrader, not too far from me. He said ‘Let’s go down and take a look’ so we headed over and after just walking around the car and checking it over I knew this was the one for me. The condition of the car was tip-top and it was so well-maintained that I would have been kicking myself if I hadn’t bought it.”
There were, says Bally, no plans to mod the car when he first got it, and he actually thought that was going to leave the car alone but here we are, it’s in a modded BMW mag. It wasn’t long, he says, before he started ordering parts for his M3 and he didn’t mess about. Wheels came first, with a set of CSL 19s chosen and to go with those he picked out a custom set of BC Racing coilovers to deliver the required drop. With the E46 M3’s natural good looks now nicely enhanced, Bally turned his attention to the audio system and fitted an Alpine double-DIN head unit along with a set of MB Quart component speakers front and rear, which made it into the car’s current build state. So too did the amber corner lights, which look great against that bright, bold blue bodywork, and Bally has also fitted a seriously sexy set of K-Sport brakes, with monster eight-pots up front wrapped around 365mm discs and four-pots at the back, and the red calipers really pop against the body and wheels.
All was going well, but Bally wasn’t in a good place with his suspension. “The BC coilovers were pretty awesome I must say, but with the car not being practical with the way I wanted it the next step was air. After speaking to many people and reading many reviews I went for Air Lift’s 3P setup and I also added Powerflex wishbone and anti-roll bar bushes just to tighten-up that awesome drive.” Now Bally can enjoy all the lows he can eat, so to speak, while still being able to actually drive the car and we like the fact that he’s also done a little bit more than just the bags alone, to allow him to really get the best out that awesome chassis that the E46 M3 is blessed with.
With air on board, Bally decided it was time to up his wheel game but with so many good-looking wheels available for the car, this was not an easy task. It was helped slightly by the fact that he’d always had his eye on the wheels he’s ended up, that being a set of Schnitzer Type II Racing three-piece splits, and they are gorgeous, the metallic grey centres really suiting the whole colour scheme on the car. Where people often go big on diameter, Bally has stuck to a sensible 18” but he’s gone wide; the fronts are a reasonably large 9.25” but the rears are a monster 11.25” across and they fill the arches to bursting, and with it aired out the fitment is perfection.
As far as styling is concerned, Bally has had the front bumper smoothed and it’s been enhanced with the addition of a full carbon fibre CSL front splitter, which not only adds a healthy dose of visual drama but also drops the car even further towards the Tarmac. Moving inside, that vibrant interior didn’t start out life this way and the original seats have made way for a striking red ensemble; “I wanted my M3 to stand out from the rest,” he says, “and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look,” he grins and now it all makes sense. But here too there’s more than meets the eye, and where you might, perhaps, expect to see carbon on a car like this you will instead find that all the interior trims have been finished in Alcantara. “The trims are my favourite mod on the car and they were something I had in mind for a while, but it was a big problem getting them done, with so many companies saying they couldn’t do it and that it couldn’t be done. In the end my dad and I, along with my grandmother, did them together,” and the end result is absolutely unique and wonderful with it. Finally, in the boot, you will find the single air tank and Viair compressor that make up the air ride and, a neat touch, is that with the boot lid being de-badged, the air tank now wears the M3 badge instead.
As far as performance mods are concerned, Bally has so far just added a gorgeous GruppeM carbon intake up front and a de-catted Scorpion exhaust system but it sounds like the next big mod on the to-do list is a supercharger and going by his determination and refusal to give up with any part of the build so far, you can be sure that’s going to happen before too long. There’s no rush though, Bally has no plans to let his dream car go anytime soon; “After now owning the car for two years I’d say it’s an on-going going project that will probably never end,” he chuckles. Bally’s built himself an absolutely beautiful M3, one that’s packed with neat, unique touches that really make it stand out and it’s a car he can truly be proud of. Dreams can come true.
GruppeM carbon fibre intake the only performance mod, for now…
Gorgeous 18” AC Schnitzer Type II Racing splits.
“I wanted my M3 to stand out from the rest and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look”
Alpine double-DIN head unit and custom Alcantara trims.
Red Nappa leather looks fantastic against bodywork.
Custom-mounted Air Lift controller.
Air install has been kept simple and the air tank now wears the M3 boot badge.
TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Cabrio / #BMW-M3-Cabrio-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3-E46 / #BMW-3-Series-M3 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E46
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #Scorpion exhaust system with de-cat, GruppeM carbon air intake, six-speed manual gearbox, short-shift kit
CHASSIS 9.25x18” (front) and 11.25x18” (rear) #AC-Schnitzer-Type-II-Racing three-piece wheels with 215/35 (front) and 245/35 (rear) tyres, #Air-Lift-Performance-3P air suspension, #Powerflex wishbone and anti-roll bar bushes, #K-Sport #BBK with eight-piston calipers and 365mm discs (front) and four-piston calipers and 330mm discs (rear) / #AC-Schnitzer-Type-II / #AC-Schnitzer / #Air-Lift-Performance
EXTERIOR #Laguna-Seca-Blue , smoothed front bumper, amber corner lights, gloss black front and side grilles, carbon fibre full CSL front splitter, CCFL angel eyes
INTERIOR Red Nappa leather seats and door cards, Alcantara-trimmed dash, door grab handles and centre console, #Alpine double-DIN head unit, #MB-Quart components front and rear
THANKS A massive thank-you to my family for the support and help putting it all together, Adam and Dav down at Autobahn for the fitting of many parts, Ryan at Ryandetails for the amazing job on the detailing of the paintworkStream item published successfully. Item will now be visible on your stream.
- Post is under moderation912hp from four cylinders? Turbo S14-powered E30 will blow your mind.
912hp turbocharged #S14 E30
We’re not sure what’s scarier: building a 912hp turbocharged S14 E30 or driving it. Neither experience is for the fainthearted… Words: Elizabeth de Latour. Photos: RonV Photography.
Let’s talk about specific output. Whatever horsepower figure you may lay bragging rights to, generally speaking it doesn’t matter how you got there, all that matters is what you’ve actually got. We all love power and having lots of it is great. But, what impresses everybody is making a lot of power from a little engine. Big V8s with big turbos are awesome, we’re big fans, but to get a small engine to produce some big numbers takes an inordinately large amount of effort and it’s something that elicits the universal respectful head nod because you have to be pretty flipping hardcore to go down this route. Surely only some sort of madman would attempt to extract 900hp from a 2.3-litre, four-cylinder S14? Surely?
Well, in this case only a Maatman would attempt to do that. Tim Maatman, that is. Tim Maatman is hardcore. One glance at his purple monster of an E30 should tell you that. The car you see before you started out life as a shell, with no interior and no engine. It did have the Sport body kit already attached but that was it. Tim bought it off a friend and it was crying out for a greater purpose in life. That purpose was to serve as the host for a turbocharged engine, which itself had started out life in Tim’s E30 Touring and had been built up to 430hp. However this wasn’t enough to slake his thirst for power and so the past two years have been dedicated to the evolution of that original turbo engine concept into the beast of a powerplant you see before you here.
Okay, Tim probably had a life around all that engine building but the idea of him locked away like a mad scientist working on his doomsday machine is the one we’d like to stick to.
This mental image is given weight when Tim tells us that he’s done most of the work on the car himself. As you can imagine, a project like this requires a huge amount of work and most of that has been poured into the engine. It really is an incredible thing to look at, that engine, so industrial, mechanical and more than a little bit intimidating. It’s like the rest of the car has been built around it as some sort of containment system trying to rein in all that raw energy.
The road to turbocharged S14 glory begin with Tim swapping his Touring’s original M40 to a slightly more potent M42 and the addition of a turbo running a KMS MP25 management system and, later, H profile con rods and turbo pistons. So far, so good. At least it was for a few weeks until the head cracked. “I spoke to John at KMS and he offered me an alternative: to supplement the parts ordered and my M42 engine for an S14 engine they had ready for a turbo,” Tim relates. “It was such an attractive offer that I couldn’t say no! The S14 was just fitted with CP turbo pistons while the other parts of the S14 were OEM, even the head gasket and head bolts. I picked up that engine and connected the MP25 management and an exhaust system made with a Precision 6262 turbo and it made 430hp at 0.8bar of boost.”
Tim was happy, as any of us would have been, and ran the car in that configuration for a couple of years, taking it to his local drag strip numerous times with his personal best being an extremely impressive 11.7sec quarter-mile. But Tim had developed a taste for power and he wanted more…
“I came into contact with Pure Performance Factory in Sweden and started to collect all the turbo information on the company’s forum. I then began buying all the beautiful parts I needed for a major renovation because I wanted at least 700hp,” Tim explains with a grin.
The first incarnation of the new engine was ready in 2014 and Tim headed over to DP Engineering to see how much power he was making. “Over 680hp the V-belts were flying off and started breaking and we managed to hit 745hp before anything broke,” Tim continues. “I then fitted a larger turbo, a Precision 6466 dual ball bearing Gen 2, and we hit the dyno again; we started out on the old wastegate spring, which had held 0.8bar at 500hp but with the bigger turbo the boost creep caused this to shoot up to 1.3bar and on the first full run it made 700hp. This was not according to plan and less power than before so I changed the wastegate spring and this time we hit 850hp. Pieter at DP Engineering asked me how far I really wanted to go so I told him that 900hp is a nice number, so he started increasing the boost. At 1.9bar the engine made 880hp and at 2.0bar it hit 912hp and 685lb ft of torque so we stopped there; we then did numerous runs for fine tuning and the day ended with a big smile.” We’d be equally happy if we’d just come away with 912hp from a turbocharged S14. And, if you want to talk about specific output, that works out at 397hp/litre, which is eye-watering stuff. Absolutely awesome.
The final spec list for this S14 is nothing short of astonishing but you’d expect nothing less from an engine making this sort of power, especially one this small. The engine runs the stock S14 crankshaft, although it’s been polished and balanced, along with H-profile con rods, CP pistons and an oil pump modified as per DTM specs. Larger intake and exhaust valves have been fitted as well as PPF valve springs and a custom PPF cam, adjustable camshaft pulleys and an S50B32 chain tensioner.
We’ve mentioned the monster Precision turbo above and it sits on a custom manifold, sucking in air via a massive 130mm BMC cone filter and it runs a Precision 46mm wastegate, 50mm PPF blow-off valve and a custom 3.5-inch exhaust with a single Simons silencer while the exhaust itself exits under the offside sill.
A massive 600x300x100mm front-mount intercooler helps to keep the intake air temperature down and it all feeds into the engine via a custom aluminium intake. As you’d expect from a car like this, the boot is filled with the E85-based fuel system, with a 45-litre Jaz fuel cell, twin Bosch 044 fuel pumps, and a number of Nuke Performance components including a Y splitter, fuel filter, fuel rail with four massive 2200cc Bosch motorsport injectors, FPR and vacuum station.
Building your 900hp engine is one thing but keeping control of all that power is another matter altogether. And with so much effort having been expended under the bonnet you’d be shocked if Tim had scrimped elsewhere. Don’t worry, he didn’t…
Step one was to sort the transmission because there’s a hell of a lot of power and torque trying to get to the rear wheels and you need something strong enough to cope with all of that, especially when drag racing, as Tim planned to. The gearbox in this E30 is an E60 530d six-speeder mated to a lightweight PPF 6kg chromoly flywheel, a Sachs motorsport clutch rated to 811lb ft of torque, and a custom propshaft by DriveteQ. An E28 M535i 210mm diff has been fitted, modified by Hardeman Motorsport with 30º/45º ramp angles and 75% locking, along with custom driveshafts and uprated CV joints. On the suspension front, KW V2 coilovers have been fitted up front along with GAZ camber plates from Hardeman Motorsport. At the rear you’ll find AVO drag coilovers with compression and rebound adjustment and rear camber and toe adjustment for maximum grip, Ireland Engineering anti-roll bars all-round, Powerflex rear subframe bushes, and Tim’s also carried out a five-stud conversion allround. The benefits of this are two-fold: it means he can run those extremely sexy AC Schnitzer Type II Racing wheels; more importantly, it also means he can run his 334mm Tarox discs with Porsche Brembo four-pot calipers up front on custom brackets with Ferodo DS2500 pads. The rears haven’t been forgotten about, sporting E30 Touring calipers (as they have a slightly larger piston), Tarox discs and Ferodo DS2500 pads with Goodridge hoses fitted all-round. Now often when a car is built for outright performance, aesthetics take a bit of a backseat. However, when you’re starting with an E30 you’re starting with a car that can’t help but look good, especially when it’s wearing the Sport kit like Tim’s is. Painting it Daytona violet certainly hasn’t done any harm either. The front spoiler has been drilled for lightness, there’s a lightweight Einzel Motorsport bonnet, and a Hartge rear spoiler as well.
The interior is most definitely all business and we like the fact there’s nothing glamorous here: it’s all about making this E30 light, safe, and giving Tim somewhere to sit while he pilots it down the drag strip. There are no carpets or doorcards but neither are there are fancy metal chequer plate floor sections or lightweight door panels; there’s just bare metal and wires. The dash has been flocked and there’s a plethora of Stack gauges mounted where the central air vents would be to enable Tim to keep an eye on boost pressure, fuel pressure, oil pressure, the oil temp and EGT. There’s also an OMP steering wheel, a pair of single-piece Toora buckets with QSP fourpoint harnesses, plus a full, TIG-welded chromoly steel roll-cage.
With 912hp and weighing just 1130kg, thanks to Tim’s extensive weight reduction programme, this E30 has 807hp per ton, more than any road-going Koenigsegg, Porsche, Lamborghini or Ferrari. This means that when Tim gets the chance to take it down the strip it’s going to be absolutely insane. Until he gets there he’s been enjoying it on the street: “It’s nice on the highway, the acceleration is delicious!” Of course, if you think 912hp is enough, you’re wrong because Tim is already thinking of more power, as he tells us: “There is still more to come with this setup. Four digits would be nice, though there are other things that I would like to do first, like install a carbon diffuser, the cage needs a little work, and I may even also go for methanol injection. My goal was always to build a nine-second car and I will achieve that. The question is ‘when’? If the engine survives this season then maybe in winter 2016/2017 I’ll try for 1000hp and then this project will be closed.”
For a minute Tim looks deep in thought. “Given that I know I can build up an S54 to 1500hp I wonder if it would fit in the engine bay with a turbo on it?” he questions. We get the feeling he’d be up for finding out. For now, though, he’s got 900hp of turbocharged E30 to enjoy on the street, in sprint events and on the drag strip. And while building it may have been daunting, we wager that driving it is going to be an awful lot of fun.
TECHNICAL DATA FILE #BMW / Turbo / #BMW-E30 / #BMW-E30-Turbo / #S14B23 / #S14-Turbo / #BMW-S14 / / #BMW-3-Series / #BMW-3-Series-E30 / #Precision / #CP-Carrillo / #Bosch-XR4CS / #VAC-Motorsport / #AC-Schnitzer-Type-II-Racing / #AC-Schnitzer / #BMW-M3 / #BMW-M3-E30 /
ENGINE 2.3-litre four-cylinder S14B23 from E30 M3, polished and balanced S14B23 crankshaft with 84mm stroke, #ARP-2000 main studs, ARP block girdle, H-profile con rods with ARP 2000 bolts, CP Carrillo 94.5mm pistons, 9.0:1 compression ratio, HD piston pins, #Athena cut-ring head gasket, M52B28 piston oil squirters, modified DTM-style oil pump, 39mm Supertech Teflon-coated intake valves, 33mm #Supertech Inconel exhaust valves, S50B32 valve buckets, uprated PPF valve springs, custom PPF 283/283 11mm/11mm camshaft, adjustable camshaft pulleys, BMW S50B32 chain tensioner, engine blueprinted, 7.0-litre sump with VAC Motorsport oil pan baffle, custom T321 steel turbo exhaust manifold, aluminium intake, #Precision-6466-DBB-Gen-2-V-Band .82 AR turbo, Precision 46mm wastegate, PPF 50mm blow-off valve, 130mm BMC Twin Cone filter, 600x300x100mm tube and fin intercooler, three-inch intercooler piping, Samco connectors, 3.5-inch exhaust with single Simons silencer and exhaust tip exiting from sill, #Mocal oil cooler, Griffin aluminium radiator, Goodridge hoses and connectors, Jaz 45-litre fuel cell, 2x Bosch 044 fuel pumps, Nuke Performance Y-splitter, fuel filter, fuel rail, FPR and Vacuum Station, 4x Bosch motorsport 2200cc fuel injectors, #Goodridge PTFE AN08 feed, Goodridge PTFE AN06 return, Flex Fuel sensor (not connected), E85 fuel used, VEMS ECU, 2x EGT, Lambda, fast air temperature sensor, turbo back pressure logged, custom cam sensor, MAC four port boost control valve, Bosch XR4CS spark plugs, VAG coils, Moroso spark plug wires
POWER AND TORQUE 912hp (2bar) @ 7500rpm. 685lb ft of torque (2bar) @ 6600rpm
TRANSMISSION E60 530d six-speed gearbox, PPF 6kg chromoly flywheel, Sachs 811lb ft motorsport clutch, DriveteQ custom propshaft, #Hardeman-Motorsport E28 M535i 201mm diff with 30º/45º ramp angles and 75% locking, custom driveshafts, uprated CV joints
CHASSIS 8.5x17” (front) and 9.5x17” (rear) AC Schnitzer Type II Racing wheels with 215/40 (front) Toyo or Zestino semi-slick tyres and 255/45 (rear) Dunlop SP9000 or Zestino semi-slick tyres or Hoosier D06 9.0/26/15.0” drag racing slicks, #KW-V2 coilovers with adjustable rebound (front), #GAZ camber plates, uniballs and M3 supporting arms, AVO drag coilovers with compression/rebound adjustment (rear), rear camber/toe adjustment Ireland Engineering anti-roll bars, #PowerFlex rear subframe polybushes, five-stud hub conversion, Porsche Brembo four-pot calipers with custom brackets and #Ferodo DS2500 pads and Tarox 335x32mm discs (front), E30 Touring calipers with Tarox discs and Ferodo DS2500 pads (rear), Goodridge brake hoses (f&r)
EXTERIOR Daytona violet, M Tech II body kit, #Hartge boot spoiler, lightened front bumper, Einzel Motorsport fibreglass bonnet
INTERIOR Full chromoly TIG-welded roll-cage, flocked dashboard, Stack boost pressure, fuel pressure, oil pressure, oil temperature, exhaust gas temperature gauges, OMP steering wheel, Toora bucket seats, Samsonas H-pattern shifter, QSP three-inch four-point harnesses, VEMS app on tablet/phone
THANKS Thanks to my friend Robin Kal for helping with building my engine, Pieter Oonincx from DP-Engineering for mapping the car, Gerben Vlogman and Robin Langeslag for all the custom machined parts, my wife Chantal for all her help with money and all the times I was away from home!
“It’s nice on the highway the acceleration is delicious!”
“At 2.0bar the engine hit 912hp and 685lb ft of torque so we stopped there”Stream item published successfully. Item will now be visible on your stream.