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    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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    GENERATION GAME / #BMW-M535i / #BMW-M535i-E28 / #BMW-M535i-Eaton-supercharged-E28 / #BMW-M535i-Rotrex-supercharged-E28 / #BMW-E28 / #BMW /

    The UK’s only supercharged E28s are an impressively eclectic pair owned by an equally different father and son duo with a long-standing love of BMWs.

    SUPERCHARGED UK E28s Classic Fives with power!

    Owning the only two supercharged E28s in the UK, this father and son duo are the custodians of some seriously cool metal. Words: Elizabeth de Latour. Photos: Matt Woods.

    BMW E28s are precious things. Long gone are the days when you could pick one up for £400 (like I once did) and with the vast majority of the shabby ones now having rusted away, those that remain need to be cherished. Whilst the E24 6 Series might be the obvious choice for those looking for something sleek and ‘sharky’ to slam, the E28 is currently getting lots of love, too. Last year no less than three bigpower classic Fives appeared in DRIVE-MY and there are plenty of extremely attractive examples around, like this pair, for example.

    Kris Rourke and dad Jon are the custodians of this unlikely pair – one an exceptionally clean sleeper, the other more of a retro hot rod, with the two cars reflecting their owners’ personalities and motoring preferences.

    The very clean red car belongs to Jon, with Kris driving the brown bad boy. While both cars are without doubt very different, they share one significant similarity: they are both supercharged. That elevates this pair from being merely modified to really rather special, not least because of how rare a thing a supercharged E28 is.

    That father and son own E28s is unsurprising when you learn that Jon has been at it for years, which means Kris was destined to follow. “Dad’s always had BMWs and has had about six or seven E28s,” says Kris. “They were always in my life when I was growing up and my first car was a 2002ti, mum and dad’s 2002 in fact, which they gave me when I passed my test. It all started from there really. I’m also into Jap stuff and have had loads of J-tin, all modified and all with big power.” So the draw of another powerful, modified car was inevitable and the odds of it being a BMW were good.

    Pay attention, because things get a bit complicated now. “Two years ago I had a Fiat Cinquecento and loved it but then my other half and I had a baby and I couldn’t get the baby seat in the car so it had to go. Dad had a blue M535i at the time so he gave me that as it was more practical and bought himself the red supercharged car. I then sold the blue one to buy dad’s red one, which is now my brown one, and when I started modding that dad realised he missed it and bought himself the red supercharged one he now owns.” Got it? Good.

    For Jon, a London cabbie by trade, the appeal of the E28 is easy to see. “It’s a lovely retro classic car,” he says. “It stands out and it has road presence. All my previous E28s have been standard – as long as they go and work I’m happy,” he chuckles. “This red one is much more of a hooligan car, though. I was just looking around on eBay for interesting cars, spotted it and went for it. It had been in a garage for about seven or eight years and while the body was good, underneath it was rotten,” he says.


    Not that you’d have any clue as to the car’s previous state of disrepair now thanks to the amount of time and money that Jon has invested in it. The whole floor has been repaired, as have the sills, while the suspension has been renewed and new brakes have been fitted. Jon also replaced the chrome exterior trim with Shadowline, while inside the original cloth seats have been replaced with leather Sport seats. Thankfully having a rust-free body meant one less area that needed attention and the red colour really looks fantastic on the E28. So too do the 17” Style 5s – easily one of the greatest wheel collaborations between #BBS and #BMW .

    Of course, what’s really exciting here, on both these cars, is what’s under the bonnet, and these are the only two supercharged E28s in the UK. Jon’s car has the slightly more stock-looking engine bay, though there’s no missing the supercharger and its accompanying pipework. The kit here is a Jamsport setup, which cost whichever previous owner that decided to fit it a cool £6500, and uses a more traditional centrifugal supercharger.

    This E28 may be no spring chicken but you can still appreciate the work that has gone into fabricating the pipework for the kit. It’s all expertly finished and assembled and there’s a lot of engineering squeezed into here. The most impressive part of this setup is the custom alloy rad, intercooler and associated pipework, which originally cost an eye-watering £5000 and comes courtesy of McLaren (hence the price tag and quality of the work itself). The FMIC is tucked behind the kidney grilles and ahead of the rad. On top of that sits an oil cooler for the supercharger, as this older design requires an external feed. It’s not for show, either, with Jon telling us that running at around 6-7psi it’s making 303whp, which is an awful lot of power in a car as light as the E28 and definitely makes it a bit of a handful. Not that he’s complaining, mind, he’s loved every minute of the 18 months he’s spent with the E28 – a long time for him as he likes to change his cars often.


    And so we come to the brown E28, Kris’s rowdy, raucous, unashamedly showy counterpart to his dad’s more demure example. Kris was fortunate in that his E28 was in a better state, though as it had come from his dad that’s not much of a surprise. A quick glance at the exterior of the E28 is enough to tell you that there’s clearly something going on here. There’s a sort of rough-edged charm to the whole car, visible in the interior with its auxiliary gauges mounted on a bright red backing plate and that well-used Nardi steering wheel. Where the engine bay of the red E28 is a relatively discreet affair, on the brown car it’s much more of a mad scientist affair. What you’re looking at here is an extremely impressive home brew positive displacement supercharger setup.


    In case you don’t know, a centrifugal supercharger produces more boost as engine speed increases, normally producing peak boost very near to the engine’s redline and where it would normally be producing peak power in naturally aspirated form. A positive displacement blower, like a Roots or twin-screw item, on the other hand, produces peak boost instantly, meaning you get massive low-end torque and immediate response from the engine when you put your foot down, making for awesome mid-range thump. Positive displacement superchargers are also a lot more complicated to fit.


    Generally speaking they are large, bulky items that are traditionally mounted directly on a custom inlet manifold, feeding air into the engine via a chargecooler. In contrast, centrifugal superchargers are smaller and run cooler, so they can happily operate without any sort of intercooling. The fact that Kris’s car is running a positive displacement blower, an Eaton M90 to be precise, and a home-made installation at that, is very impressive.


    Of course, the fact that it’s a homebrewed setup means that it wasn’t perhaps running as best as it could have been when Kris took over custody of the car. “I’ve improved a lot of things since I bought this E28,” he says. “It had no management for starters and was just running a fuel pressure regulator, so I fitted a Megasquirt ECU and had the cam blueprinted. I changed every boost hose and pipe and replaced the FMIC with a chargecooler.” This is that big metal box on the front left of the engine bay. It cools the intake air by passing it through a core filled with water, which is itself passed through and cooled by a heat exchanger mounted at the front of the engine bay, hidden beneath a clever lift-off panel. “This saw intake temperatures drop from 90ºC to 40ºC,” says Kris, “and I’m planning on adding methanol injection, which should bring them down to about 20ºC and help the engine make more power.”

    The rather industrial-looking pipework under the bonnet is a bit of a maze but it all begins at the air filter which is shrouded in carbon and fed with cooling air via the hole in the front grille where the passenger-side high beam unit would normally sit. The air travels through the black flexi-pipe and into the supercharger inlet, then up through the outlet on top, round the back of the engine bay and into the chargecooler, through the core, and then into the original inlet manifold on top of the engine. The fact that the E28’s engine bay is quite capacious and allows for the supercharger to be mounted by the side of the engine and to feed into the original inlet manifold is a bonus. There’s a lot more beneath the bonnet beyond the supercharger, though, including a B35 Stage 3 head with bigger valves, a Schrick 296 cam and a Fritz’s Bitz exhaust manifold.


    It’s a monstrously impressive installation but how does it perform? According to Kris, the car made 252whp, which is definitely enough to be getting on with, but also an amazing 350lb ft of torque at just 1800rpm, which is the beauty of a positive displacement blower. When Kris had nitrous on the car it ran an 11.8-second quarter-mile, which is extremely impressive and puts it in the company of cars like the Jaguar XJ220, Audi R8 V10 and Aston Martin V12 Vantage S.


    “I took the nitrous off as I knew I would never really use it,” he continues. “I was too scared of blowing the engine up… but I might put it back on. I really want 400hp and the supercharger is holding the car back – it’s not making as much boost as it should and I need to run more boost to make more power.

    I’m considering my options. I might rebuild the supercharger or I might go for a turbo conversion. It’s quite a lot of money but it would definitely mean I could hit 400hp. And I like the idea of having a turbo. I have 90% of the parts I need, so I’m almost ready.”

    Of course, we can’t discuss Kris’s car without discussing its colour. It’s not paint or a wrap but is, in fact, Plasti Dip – the spray-on, peel-off rubbery coating that can provide a quick and easy way to change the colour of your car and then change it back again when you get bored! “I was approached by DipMyVehicle, who offered to dip my car for free in exchange for having it on the company’s stand at the Santa Pod show, so I went for it,” Kris explains. The colour is called Sunset bronze. Although it may look pretty brown when the light hits it there’s a subtle change in colour and you can see a light metallic element in the coating. Combined with the aggressive drop on Spax springs and black, 19” CSL-wheels it makes this E28 into a bit of a bad boy.

    The brakes have also been uprated, with E34 540i discs and calipers front and rear running Mintex pads, while the gearbox is a 260/6 unit running the ratios from the E28 dog-leg transmission with a separate bellhousing, Black Diamond Stage 3 clutch, and modified centre donut on the propshaft.

    Both cars have had a vast amount of time and effort devoted to them – Jon’s car on the bodywork and Kris’s on the mechanicals – but the results speak for themselves. E28s need love and attention so we’re delighted that this father and son team stepped up to the plate.

    It’s a lovely retro classic car. It stands out and has road presence.

    DATA FILE Eaton supercharged E28 M535i

    ENGINE #Eaton
    3.4-litre straight-six #M30B34 , compression ratio lowered to 8.1:1, #B35 Stage 3 head with 1mm bigger valves, #Schrick 296 cam, B35 inlet manifold, 550cc injectors, #Sytec FPR, #Bosch-044 fuel pump, 8-micron fuel filter, CDA carbon air box with cold air feed, custom crank pulley, #Eaton-M90 supercharger, ported top hat, custom charge cooler system, #Brownlow alloy radiator, Fritz’s Bits heat wrapped manifold and full system, #Megasquirt ECU running MS2. 252whp, 350lb ft wtq

    TRANSMISSION
    / #Getrag-260/6 gearbox with separate bellhousing, #Black-Diamond-Stage-3 clutch, modified centre donut on propshaft, factory #LSD / #Getrag-260

    CHASSIS
    8.5x19” (front) and 9.5x19” (rear) M3 CSL wheels with 225/40 (front) and 245/35 (rear) Bridgestone tyres, #Bilstein gas dampers all-round, #Spax lowering springs, polyurethane front torque arm bushes, E34 540i discs and floating calipers front and rear, #Mintex racing pads all-round

    EXTERIOR
    Plasti Dipped in Sunset bronze over original #Zinnobar red, driver’s-side high beam removed for cold air feed, clear front and rear indicator lenses

    INTERIOR
    Standard E28 M535i leather, three-spoke Nardi leather steering wheel, M5 gear knob, Innovative wideband #AFR gauge and boost gauge in centre pod

    THANKS
    Paul Higgs, Ed at Fusion Motorsport and Justin from dipmyvehicle.com

    DATA FILE Rotrex supercharged E28 M535i

    ENGINE #Gotech-Pro
    3.4-litre straight-six #M30B34 / #M30 / #BMW-M30 , #Rotrex supercharger, custom alloy radiator and intercooler system, 440cc injectors, #Gotech-Pro-X-ECU with custom wiring loom, #Ram air filter, Fritz’s Bits manifold and exhaust system. 303whp @ 7psi

    TRANSMISSION
    Standard M535i dog-leg ’box, standard factory LSD

    CHASSIS
    8.5x17” (front) and 9.5x17” (rear) #BBS-RC090 Style 5 wheels with 225/40 (front) and 245/40 (rear) tyres, #Bilstein dampers, uprated lowering springs, front and rear strut braces, #Black-Diamond drilled and grooved discs, EBC Redstuff pads

    EXTERIOR
    Zinnobar red, dechromed, clear front indicator lenses,

    INTERIOR
    Standard M535i leather seats
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    APEX PREDATOR 535whp turbo E24 sleeper with an appetite for speed… #BMW-635CSi / #BMW-635CSi-E24 / #BMW-635CSi-Turbo-E24 / #BMW-635CSi-Turbo / #BMW-E24-Turbo / #BMW-E24


    It’s impossible to resist the charms of the E24 and with 535whp from its turbocharged M30, this unassuming, power-hungry 635CSi is the ultimate sleeper. The great white shark has no natural predators and with 535whp this turbocharged land shark doesn’t have any either. Words: Elizabeth de Latour. Photos: Deniss Podnebess.


    I hate the E24. I hate it because I really want one, so very badly, but I can’t afford the best examples and fear of rust and potentially eye-watering repair costs puts me off the cheaper ones that I might be able to afford. So I remain in a 6 Series-less limbo and writing about ones like this makes me sad. But not for long because they’re awesome, and this one especially so…

    This E24 belongs to serial modifier and 6 Series junkie, Maxim Rakut. This Latvian resident has already graced these pages before, back in our October 2014 issue with his M62-swapped E24 but now he’s back with something a little spicier. But first, in case you didn’t read about his V8-powered Six, a little background. Maxim is the owner of IXT Workshop, which specialises in repairing and modifying BMWs. Cars, BMWs in particular, have been a huge part of his life for a very long time. “I’ve been into cars since school,” he says, “and when I finished school I opened my own garage. I’ve loved BMWs since I was 16; BMWs are made for driving, not for just moving from point A to point B. They are everything I expect of car – fast, reliable and beautiful. My first car was an E30 323i, which I bought because it was accident damaged and the price was cheap, which was important for me as I was a student at the time. Since then I’ve had some E28s, E21s and some more E30s before the E24s.


    “I saw this car for sale in Germany, an unfinished restoration project. It had done 173,000km (just over 107,500 miles). It had only had two previous owners and the body and interior were in pretty much perfect condition. I bought the car for €2200 and I’ve spent over €15,000 on modifications. One of the first things we did was have it resprayed – it was originally red before being repainted in Germany in BMW Dunkelblau (Dark blue) but the paint wasn’t in perfect condition when I bought the car so I had it redone in the same colour. I decided to do a turbo project because the car was a good base but didn’t have enough power and the handling wasn’t perfect, even though it’s a CSi.”



    The M30B35 is a great place to start a turbo project from, being very well-suited to forced induction and Maxim has put a lot of work into the engine to make sure that it is up to the task. “It took me a week to build the engine,” he says, “and my goal was 500whp with 480lb ft of torque, but we got a bit more in the end.” The engine might not look all that special – there’s no overly clean bay or mirror polishing – but all the work has gone into the inside. The head has been polished, pistons from the turbo M106 have been fitted and there are additional nozzles for cooling them with oil, while 660cc Bosch injectors fed by a 300lph Bosch 044 pump chuck plenty of fuel in. The turbo itself is a Garrett GT45 which sits on a custom equal length twin-scroll exhaust manifold. “It was very hard to make the exhaust manifold an equal length. Trying to fit a twin-scroll manifold with two wastegates and a huge turbo in the limited space of an E24 engine bay was not easy,” says Maxim. “The turbo is able to push out 800hp. At the moment it is making 535whp and 590lb ft of torque but it’s good as it is and I don’t want to destroy the engine with too much boost.”


    Additional modifications include an oil filter housing and oil cooler from an E34 M5, M52 coils, a Spal cooling fan, an E36 M3 Mishimoto rad (that replaced a completely custom item which was made from the wrong material and kept overheating), and an Emusa intercooler with custom pipework.



    Maxim mentioned the handling of the 635 not being up to scratch and sorting this actually proved to be quite tricky. “Finding a good suspension setup was hard,” he says, “as there’s no aftermarket solution for coilovers so I had to combine and experiment with different stiffnesses and heights and make my own custom coilovers using H&R springs, Bilstein B8 dampers and XYZ uniball top mounts.”


    The ride height has been reduced nicely and the arches sit down nice and snug over the 18” Rial Daytona Race wheels. The Daytona is a wheel that maybe doesn’t get as much love as it deserves. Here at PBMW, as you may expect, we’re addicted to searching for wheels on eBay and Daytonas keep popping up. We’ve spend far longer than is healthy looking at them. We even came across someone on a forum accusing them of being BBS reps… some people!


    The Daytona Race may have that traditional cross-spoke design but this is a seriously sexy two-piece wheel that looks good on just about any BMW it’s fitted to, including the E24. “I had these ones in my warehouse,” Maxim tells us, “and I decided to make some custom lips so they would fit the E24 arches perfectly. I’m pretty happy with the outcome, they’ve made this classic car look really fresh now.” We think they look fantastic on the 635 and the custom lips have taken them from 8” all-round to 9.25” at the front and 9.75” at the rear.


    The E24 is one of those cars that looks right and really doesn’t need anything much on the styling front, and Maxim has sensibly not messed with perfection. The #BMW Dark blue really suits that slick sharkshape and it’s actually closer to something like Macau or Carbon black than a simple dark blue hue. “I didn’t consider any other body colour,” says Maxim. “This one is perfect. I love how it changes colour in different light – when it’s dark it’s almost black, when the sun is shining it’s blue and sometimes it’s even a bit green.” Up front there are Hella smoked headlights and at the back what appear to be smoked light clusters are actually custom units made from dark plastic. Inside, things have been left pretty much standard, too, with cloth Sport seats and the original steering wheel.


    The only additions are a bank of four retrolooking gauges that keep Maxim informed of water temperature, oil pressure and boost along with a digital AFR gauge. “I like it stock and clean but had to add extra gauges to monitor the modified engine,” says Maxim.


    After nine months of hard graft, the 635 was ready and rather than parking it up at shows, he set about actually driving it.


    “It was my summer car last year and I had so much fun with it!” he laughs. “The engine is my favourite part of the whole car – when it gets to full boost, 1.6bar in third gear, the car is unstoppable. It’s fun when you are street-racing against a fast motorbike and it can’t catch you. You can’t compare the feeling of driving my 635 with newer cars. Without electronics you feel everything like you are at the centre of everything. It’s different and I love it.”


    Unfortunately, as with so many projects, this one is up for sale as Maxim is ready to move onto his next one. “New season, new car. Works for me,” he says. “This summer I will build an E46 335Ci with a twin-turbo N54.” It sounds like it’ll be a spectacular machine but not quite as spectacular or as cool as this. For us, this turbo’d 6 Series is on the next level, the greatest of all sharks.

    DATA FILE

    ENGINE & TRANSMISSION: 3.5-litre straight-six #M30B35 / #BMW-M30 / #BMW-M30-Turbo , polished head mounted on pyramid ring gasket, #ARP bolts, #M106 / #BMW-M106 pistons, extra nozzles for cooling of pistons with oil, E34 M5 oil filter housing and oil radiator, equal length twin-scroll exhaust manifold, 2x35mm wastegates, #Garrett-GT45 turbocharger, #VEMS engine management, #Bosch 660cc injectors, Bosch 044 300lph fuel pump, two #AEM wideband lambdas, M52 coils, Spal cooling fan, #Mishimoto E36 M3 radiator with modified right tank, #Emusa intercooler with custom pipework, blow-off valve behind left foglight, 80mm downpipe, 76mm centre exhaust section, standard rear silencer. Five-speed manual gearbox, #Clutch-Masters Stage 3 clutch, lightened E34 M5 flywheel, 3.15 E46 M3 LSD. 535rwhp and 590lb ft at the rear wheels.

    CHASSIS: 9.25x18” (front) and 9.75x18” (rear) two-piece Rial Daytona Race wheels with custom lips and. 225/40 (front) and 255/35 (rear) tyres. Custom coilovers made by #IXT Workshop, using #H&R springs, #Bilstein-B8 shocks and XYZ uniball top mounts, fully polybushed with #Powerflex bushes throughout, E34 535i brakes (front), stock brakes (rear).

    EXTERIOR: Full respray in #BMW-Dark-blue-metallic , #Hella smoked headlights, custom dark rear light clusters.

    INTERIOR: Four-gauge cluster in centre console, #Innovate-Motorsports digital #AFR gauge, Sony head unit.

    It’s fun when you are street-racing against a fast motorbike and it can’t catch you
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    ONE LAST TIME

    If you’re looking to build one last project a #Yas-Marina blue, air-ride #BMW-135i-Coupe sporting 1M styling, carbon and pulled arches is certainly one way to go out with a bang… Mark Stewart wanted to do one last big build and with this 135i, we’d say it was mission accomplished. Words: Elizabeth de Latour. Photos: Steve McCann.


    It may lack the sheer in-your-face impact of the 1M or the more heavily M-administered focus of its next generation counterpart but the 135i remains an awesome performance machine. It’s fast, surprisingly practical and economical when driven with care and an absolute riot. It’s perfectly-sized, nimble and hard to beat for sheer grin-inducing driving pleasure. We have fond memories of our first time behind the wheel of a 135i and we came away massively impressed. It may have been superseded by the M135i and M235i, which is arguably more of a direct replacement, but the 135i still has the potential to impress and surprise owners of more exotic machinery. Out-of-the-box it is certainly no slouch, thanks to 306hp and 295lb ft of torque from the early twin-turbo N54, but it’s the tuning potential of that engine that makes the 135i such a deadly weapon out on the roads. With minimum effort you can be knocking on the door of 400hp, and that will never leave you wanting.


    As a base from which to build a performance project, then, the 135i is the perfect choice and that’s what attracted Mark Stewart to what would become his 135i. “As this was going to be my last big build I wanted to build the ultimate 1 Series,” says the car painter from Northern Ireland. “The car was built to make heads turn but not to be all show and no go, which is what made the 3.0 twin-turbo 135i a must. Everything had to be right, from the colour to interior.” And looking at the car, it’s fair to say that Mark has got everything spot-on. In just three short weeks, with the help of friends, he transformed a standard 135i into the machine you see before you now, which is amazing considering just how much work has been poured into the car. If there’s an area in which the standard 135i is lacking, it’s on the visual front. Despite that pouty front bumper, it’s a pretty discreet car with no wild arches or lairy styling. While that’s all well and good if you want to make rapid progress across the highways and byways without attracting unwanted attention, it’s obviously no good if you actually want to attract attention.



    So the first step was to beef up that body. And this 1 Series has undergone a heck of a lot of work on the styling front. Up front, there’s that 1M bumper, spilling over with cartoonish aggression and intakes – the perfect choice for giving the front end some more clout. Matched with it are a pair of 1M front wings, themselves chosen to accommodate the wheels, which Mark had his heart set on from the start. The wheels were only available in a seriously low offset, though, and although most of us in such a situation would sigh and choose something else that would fit straight on, that’s clearly not Mark’s style. The wheels in question are 9.5x18” #Cosmis-Racing XT- 206Rs, a sexy single-piece wheel finished in black with a polished lips – very nice indeed. In Mark’s chosen width the only offset available was +10, far too low for the standard width 1 Series arches to accommodate. There was another problem, too. The #XT-206R is only available in a 5x114.3 or 5x100 fitment, neither of which is any good for a #BMW . Normally, you can get around this by chucking a set of adapters on but as they’re essentially spacers and the offset here was so low already, that wasn’t possible. The solution?

    Mark had the wheels redrilled to the correct 5x120 PCD so they could fit straight on. A lot of effort but it was worth it as the twin six-spoke design really suits the chunky 1 Series shape. And with the 1M bodywork, the fitment really is on point. Of course, with fat 1M front arches, the rear was now looking rather anaemic so something clearly needed to be done. Mark’s solution was to have them pulled and flared, which has made a massive difference and the rear quarters now mirror the front to perfection, with the wheels filling all four arches and sitting flush as you like.

    Beyond the front bumper and beefed-up arches there’s plenty more to admire here, like the E9x M3-style carbon bonnet – which is just one of many carbon additions that adorn this 135i. There are also carbon kidney grilles, carbon bumper intakes, carbon 1M indicators, mirrors, aerial and, at the rear, a seriously aggressive carbon diffuser. It’s the perfect accompaniment for the #AC-Schnitzer-exhaust and custom side skirts complete with blades. It’s a very thorough cosmetic reworking that has totally transformed the rather unassuming 1 Series Coupé into a serious head-turner.

    But there was one final piece of the puzzle missing: a killer colour that would burn people’s eyeballs! “The colour was chosen to keep with a BMW colour but one never done on a 1 Series,” explains Mark. The chosen colour is Yas Marina blue from the M3 and M4. It’s certainly not something you’re going to see a lot of, certainly not on the 1 Series. It’s an awesome colour, striking for being so different, a sort of metallic pastel blue that never looks anything less than ultra-bold and bright. We think it’s the perfect choice to contrast with the black and carbon details about the exterior.

    So with styling, wheels and paint sorted, it was time to take care of the suspension. With a build of this calibre there was only one direction that Mark could head in, and that involved air. “ #Air-ride was a must to get the stance right,” he says. And you can’t argue with the results. Mark turned to #AirREX for the suspension kit itself, adding #Air-Lift-V2 management, with the controller custom-mounted in the dash where the driver’s side central air vent would normally be and one seriously slick boot build. Twin #Viair-380 compressors sit beneath a clear panel in the black carpeted boot floor while the single air tank has been carbonwrapped, mounted in a carpeted panel and the ends have been painted Maserati yellow to match the full roll-cage. Yes, there’s a full roll-cage, we’ll get to that in a moment.

    Aired-out, the car sits so low that the front bumper and side blades are mere millimetres off the ground, while the arches perch majestically on the wheels’ lips. It really is a thing of beauty to behold.

    Mark did promise a big build and, heading indoors, he’s certainly not scrimped on the interior side of things either. The first thing you’ll notice, because it’s impossible to miss, is the aforementioned Maserati yellow Dodger roll-cage that curves around the shape of the dash and then soars overhead, disappearing into the now seat-less rear to connect up to the chassis behind the carpeted panel. A matching carpeted custom A-pillar pod houses boost and AFR gauges, the dash trims have all been colour-coded, and a pair of sexy Recaro CS seats have been installed in place of the standard items.


    The two gauges are not merely frivolous additions as there’s been a bit of tinkering beneath the bonnet in order to get the N54 performing to its full potential. As we mentioned earlier, this engine is extremely eager to give you more power and the addition of a dual Injen induction kit, de-cat and live remap by Autotune has resulted in power leaping to 386hp with 400lb ft – more than enough for anybody and certainly the sort of go Mark was after when starting out with this project. BMW Performance six-pot front brakes with Mintex fast road pads provide ample stopping power.

    This is an exceptionally nice car and arguably one of the best-looking 1 Series’ we’ve come across. Mark promised himself one last big build and in our eyes he’s definitely delivered, this 135i being a suitably big statement to go out on. And, if you’re wondering what on earth there could possibly be left to do, the answer is nothing! This was exactly the car Mark wanted to build. In less time than it takes most of us to get around to buying a car, he took a car from standard to show standard – quite a feat where modified cars are concerned. The 135i has now been sold, a Porsche 911 taking its place, and while Mark may have moved on we can’t imagine he’ll ever forget his magnificent 1 Series.

    TECHNICAL DATA FILE #BMW-E82 / #BMW-135i / #BMW-135i-E82 / #BMW /

    ENGINE & TRANSMISSION 3.0-litre straight-six twin-turbo #N54B30 / #N54 , Injen induction kit, de-cat, #AC-Schnitzer exhaust, live map by #Autotune , 386hp and 400lb ft of torque, six-speed manual gearbox.

    CHASSIS 18x9.5” #ET10 (front and rear) Cosmis Racing XT- 206R wheels custom drilled to 5x120 with 215/35 (front and rear) tyres, #AirREX struts with #Air-Lift V2 management, #BMW-Performance six-pot #BBK (front), #Mintex fast road pads.

    EXTERIOR Full respray in Yas Marina blue, 1M front wings, 1M front bumper, carbon E9x M3-style bonnet, kidney grilles, bumper intakes, 1M indicators and mirrors, custom canards, custom side skirts, side skirt blades, carbon boot spoiler, aerial, rear diffuser, rear arches pulled and flared.

    INTERIOR #Recaro CS seats, full colour-coded dash, #Dodger rollcage painted Maserati yellow, custom pillar mount for boost and #AFR gauges, air-ride controller custom mounted in air vent, 2x Viair 380 compressors, carbon-wrapped air tank with Maserati yellow ends.

    THANKS PPG/Nexa Autocolor for paint, Stephen at SC Cages and the Paintworx team (07540 168355).

    Air-ride was the only option when it came to the suspension to achieve the perfect stance; air-ride controller has been custom-mounted in the dash.

    Carbon galore on the outside with bonnet, grilles, indicators and diffuser just a few of the items now finished in the black weave.

    Engine has been treated to an Injen induction kit, a live map, a de-cat, and an #ACS exhaust resulting in 386hp and 400lb ft of torque. Interior dominated by Maserati yellow roll-cage.
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    THE LONG GAME #2015 / #BMW

    This 400hp+ supercharged E46 330Ci has been nine years in the making and it was definitely worth the wait.


    Some folks rush through a project, hurtling towards a deadline to get everything finished. David Byrne decided to take a more casual approach to his 330Ci Sport, playing the thing like a game of chess. Words: Daniel Bevis /// Photos: Andy Starkey


    The process of building a project car is a convoluted and unique thing; it’s a thoroughly personal endeavour given the sheer galaxy of variables. For every element of your build, be it a set of tyres, a handbrake gaiter, a shade of paint, or a pair of seats, there are countless options awaiting your perusal on the aftermarket, and that’s before you even start to think about customising things to your own specs. That, it goes without saying, is why we can always bring you such a diverse menu of morsels every month with the features we share – it’s pretty much impossible for two people to build the same car. And while many of the ingredients may be common to a number of other projects, it’s the unique way that they’re pieced together that makes each one special.


    This Laguna Seca-hued E46 is a prime example of such diversity. Sure, the notion of adding M3 and CSL parts to a non-M 3 Series is a well-trodden path, but the owner in question here, David Byrne, has basically sidestepped any semblance of influence from anyone else’s project to bring to life his own unique vision of the E46 puzzle. Now, quite a few of the cars that you see on these pages have been built on a clock – whether it’s to debut at SEMA or to make it in time for a Players show, or just to work to some arbitrary timescale (a birthday, a holiday, a year after the car’s purchase, you name it), people quite often have one eye on the calendar throughout in order to push them on, keep them motivated. Not so with our protagonist here – David’s owned this car for the best part of a decade now, and he’s casually honing and refining it at his own pace, intent on ultimately colouring in the sketched-out vision in his head.


    “I owned my first BMW for six years,” he recalls. “It was a 1999 320d Saloon. I was coming from Fords and Rovers before that, and was impressed that the interior was a world apart – the quality of it, it was such a nice place to be. I needed a saloon to ferry the kids about, and I wanted something that was built to last. It turned out to be a good choice.” Well, having hung on to it for that amount of time, that really speaks for itself. “I loved the E46 so much that I started hankering after something more; I’d never modded a car before, but after the kids had grown up a bit I was able to take the plunge and buy a coupé. I couldn’t afford an M3, so the 330Ci Sport was the next best thing! It was 18 months old when I bought it from a main dealer – 16k on the clock and pretty much perfect – and I didn’t really have much of an idea of what to change on it at first. But then the E46zone forum started to give me some ideas…”


    What followed, as you’ve probably guessed from casting an eye over the photos, was no small amount of work in transforming the 330Ci into a reasonably faithful M3 tribute, combining some CSL accoutrements and even the heady thrill of forced induction. So let’s start with that last point, shall we? Sounds pretty intriguing. “Yes, well the simplest way to get the power I was after from the M54 block was to supercharge it,” says David, matter-of-factly.


    See, he’s not blowing the thing to impress people on a showground or win any pats on the back from forum members – he just wanted the thing to go faster, and identified the best way to do it. “Having owned it for so long I knew that the engine was solid and had been looked after, so I wasn’t worried about its strength. I chose the ESS system as it had been proven as a reliable OEMlooking solution, and it has exhaustively tested its ’charger on a track car which has run over 50k miles and is still going strong, so that’s good enough for me! There are also many ESS chargers out in the wild and it has a great reputation. The standard map it has is pretty good too, although I am considering a custom map in the future…”

    The car’s been dyno’d at over 400hp at the flywheel, which is a healthy lift over the straight-six’s stock grunt, and this is all helped along by some lumpier Schrick cams, E36 M3 Evo high-flow manifolds that have been custom-matched to the motor, and a variety of other tasty tweaks. To help get all of this new power down to the road, David’s had a Quaife LSD installed, which should help to tame the whirlwind somewhat. Although a power figure that begins with a four is always going to be a handful – we bet that David’s got a grin like a Cheshire cat when he fully unleashes the beast.


    This is a holistic build, however, it’s not just about the meat under the bonnet. The exterior has been treated to all manner of M3-derived embellishments, centreing around the genuine OEM M3 front wings and rear quarters, which are artfully complemented by the correct side skirts, bonnet and rear bumper, along with a CSL bootlid and replica CSL front bumper. “That bootlid should have been standard on the M3 in my opinion, it’s a work of art,” he smiles. There’s also a CSL-like carbon-fibre roof, which is no mean feat to achieve: “The original was taken off in half a day,” David explains, “and the carbon-fibre item was bonded on and left to cure over the weekend in the oven. Since the previous skin had a sunroof, the weight saving is significant!”


    David’s a master of subterfuge too, the modifying bug having bitten him hard. He’s always ready to surprise onlookers with a subtle but fresh twist. “I have several alternative parts to put on the car to change the look and keep it fresh,” he says. “There’s a set of amber and clear lights, chrome, black and colour-coded grilles, the CSL rear diffuser and original M3 diffuser, two front splitters and a single lip, plus three sets of wheels which can all be swapped around to alter the look whenever I want!”


    Talk about diversity, huh? You can see how easily it is to get sucked into the partshoarding scene – once you’ve got a taste for OEM+ tuning, it becomes an obsessive pattern of searching and collecting. As we move into the interior, we find another set of boxes ticked over the course of David’s ownership, stepping incrementally toward his dream E46. The whole thing’s been expertly retrimmed in Cinnamon leather, silky-soft in its Porsche-sourced Nappa finery, with some oh-so on-trend Recaro Sportster CS buckets on kidneyrestraining duty up front. “They’re heated seats,” David boasts proudly. “They were wired in by a local firm, DJ Auto Electrics, to operate with the OEM three-stage seat buttons.” It’s this sort of attention to detail that made the build stand out for us, and we’re not the only ones – David’s fastidiousness has won his car a lot of fans online. Not that he built it for them, of course.


    It goes without saying that the car sits perfectly too – the combination of HSD Mono coilovers and OEM CSL wheels work on a number of levels, the lightweight 19s looking just-so with those genuine M3 body corners. The fact that it’s all slathered in a striking shade of blue – the connoisseur’s choice, some may say, and an option box seldom ticked – serves to highlight the obsessive nature of how the various upgraded parts have been pieced together. Given that he’s been at it for nine years, then, are we seeing the finished product? Is this the end of the road? Is he done? No, of course not. “I’m keeping this car for life,” he says. “And I’ve got a few plans for it yet… possibly a custom exhaust system, a TS3 upgrade to the supercharger, a Redish subframe reinforcement kit. There’s plenty more in store.”

    We can be sure that the quality will be absolutely top notch, naturally, and it’s a fairly safe bet that he’ll be buying two or three options for whatever he decides to change. You know, just to keep us all on our toes. One thing that’s totally certain, however, is that he’ll be taking his time over it, doing everything very thoughtfully. Nine years? Hell, he’s just warming up…


    TECHNICAL DATA FILE SUPERCHARGED #BMW-330Ci-E46 / #BMW-330Ci / #BMW-330Ci-Supercharged-E46 / #BMW-330Ci-Supercharged / #BMW-E46 / #BMW

    ENGINE & TRANSMISSION 3.0-litre straight-six #M54B30 / #M54 , #ESS TS2+ supercharger / #ESS-TS2 , #Schrick 248/256 cams, #VANOS anti-rattle kit, E36 M3 Evo high flow headers (custom flange fitted for M54 block), DEI titanium heat wrap, custom de-cat centre section, #Umnitza quad exhaust with Eurostyle M3 tips, OEM Performance filter, carbon-fibre air intake, cooling system replaced, #AFR wideband meter, discreet P3 vent gauge for #AFR and #OBD II readout. Six-speed manual, #CDV delete, clutch stop mod, UCC short-shift and DSSR, Quaife LSD with diff polybushes, diff and transmission oil replaced with Redline.

    CHASSIS 8.5x19” #ET44 (front) and 9.5x19” ET27 (rear) OEM M3 CSL wheels with Michelin Pilot Sport tyres (alternative wheels: gunmetal grey 359 reps or Volk TE37s), HSD #Mono coilovers, #Powerflex front bushes, OEM M3 27mm front and convertible 20mm rear anti-roll bars, OEM Performance carbon-fibre strut brace, #Powerflex ARB bushes, Purple Label shorter steering rack, #KSport eight-pot #BBK with EBC BlueStuff pads.

    EXTERIOR Laguna Seca blue, Evolve carbon-fibre 1x1 weave roof, OEM M3 rear quarters, OEM M3 wings, side skirts, CSL bootlid, bonnet and rear bumper, Status Gruppe CSL 1x1 weave carbon-fibre diffuser, M3 diffuser, M3 door mirrors, Turner Motorsport replica CSL front bumper, single carbon-fibre lip and splitters, modified Japanese numberplate holder, Umnitza LED angel eyes, LED rear amber lights, OEM amber indicators, face-lift rear lights, E9x puddle lights in door handles, boot opening spring kit.


    INTERIOR #Recaro Sportster CS Cross heated seats (backs painted gloss black), full retrim in #Cinnamon Nappa leather, M3 instrument cluster, CSL door kick strips, M3 rear view mirror, 1x1 carbon-fibre trim, #Dynavin N6 media/sat-nav system, DAB radio, Freeview TV, Storm Motorwerks gear knob, handbrake and sat-nav knobs, steering wheel re-covered in Alcantara, CSL lower trim (Titanium Shadow), Alcantara gear and brake gaiters, retrofit boot release, AC Schnitzer mats, cup holders, Rainbow speakers (front and rear), Blacksys dual-channel GPS dash-cam.

    THANKS #K&G Bodyshop in Cannock, Midland VW in Cannock, Dave Haden Upholstery in Walsall Wood, Xtreme Stainless, in Hixon, DJ Auto Electrics in Cannock.
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