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    Akrapovic #BMW-F90 / #BMW-M5-F90 / #BMW / #BMW-M5 / #BMW-M5-F90-Akrapovic / #Akrapovic

    / #Evolution-Line-Titanium-System

    With a long history of producing elite systems for BMWs, Akrapovic were particularly excited to work on the latest M5. With a 4.4-litre twin-turbo V8 producing 600hp and 553lb ft of torque, it really has moved the game on, not least because it can be switched between 2WD and 4WD. Add to this an engaging chassis, plus subtly aggressive looks and it’s clear that this super-saloon is set to be a big hit with enthusiast drivers, which is where Akrapovic comes in. Following many months of intensive research and development, Akrapovic’s engineers have created a full Evolution Line titanium system that transforms the performance and sound of the M5’s twin-turbo V8.

    Like all Akrapovic systems, specialist 3D sound maps were used to ensure the sound was perfectly balanced – sporty and aggressive for enthusiastic driving, but with no drone when cruising. It’s this refinement that sets Akrapovic exhaust systems apart from the rest and the reason that they are so easy to live with. Beautifully finished in ultra-lightweight titanium, the Evolution Line titanium system can be specified with either matt or gloss finish carbon fibre exhaust tips. The system also offers significant performance gains of 11.5hp and 15.7lb ft and a weight saving of 9.4kg. As well as the Evolution Line titanium system and mandatory carbon fibre tailpipes (which must be ordered with the system), optional extras include an Akrapovic Sound Kit and a host of carbon fibre additions including a rear diffuser in either matt or gloss carbon fibre. A performance downpipe, without cats, will also be available to order in due course. This stunning titanium system for the M5 is now available for pre-order, directly through the Akrapovic dealer network.

    Price: #Akrapovic-Evolution-Line-system £7313, carbon fibre tailpipes (required) £1362, carbon fibre rear diffuser £1045, #Akrapovic-Sound-Kit £477

    Web: www.peron-distribution.co.uk
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    Edison Hwang’s E92 M3, the ‘Gold Dragon’, fuses shouty V8 thrills with a track-ready chassis; it’s a lightweight carbon fibre racing terror with a comfy interior for the journey home. And it’s won a ridiculous number of trophies… Words: Daniel Bevis. Photos: LopezArts.

    ENTER THE DRAGON

    Carbon-kitted E92 M3

    To understand the ethos behind this rather outrageous E92 M3, you must first get to grips with the conceptual difference between wet and dry carbon fibre. The former is what most people would picture when they hear talk of carbon parts – the glossy stuff has an epoxy either painted onto or vacuum-infused into the woven strands; it’s strong, light, and cheaper to produce than dry carbon. But the dry stuff is the next-level formula – more costly to make, but around 70% lighter while being just as strong, each specific weave being epoxy-coated while it’s crafted. So it doesn’t have the glass-like sheen of a Halfords gear knob, but it’s far superior as a functional material. And if you scale up this sense of focus to a whole car-sized entity, you arrive presently at this golden E92.

    Now, this is a car with an identity crisis. A balls-to-the-wall track car, but still a proper M3 with quality interior appointments and a clear sense of the fusion of luxury and performance. Just look at the colour for evidence of this conflict – this car has been custom-painted in a rich and vibrant shade of Ferrari Rosso Scuderia paint. But you don’t know it, because it’s hiding under a vinyl wrap in lurid Candy Lime. This, it’s fair to say, is a machine with tales to tell.

    Its owner, Edison Hwang, has one or two stories of his own as well. “I’ve been into BMWs since I was about thirteen years old,” he explains. “The whole journey’s been a kinda crazy story. As a car guy and a mechanic, I love the power of the M3 and the way it handles, and there’s just no logical reason for me not to modify it. When I started changing up this car, I made a lot of new friends – my Timeless Motor Group – and now we always go to events together and help each other out. And the real turning point was when we went to SEMA in 2013: arriving at the Las Vegas Convention Center, seeing all those top-flight builds from all over the world, I had a voice in my head saying that I had to build a car worthy of this show.”

    With a mesmerising swirl of images circling through his subconscious from that epochdefining show, Edison put careful thought into pinpointing just what his ideal spec would be, before rolling up his sleeves and diving headfirst into the project. At the top of the wish list was Vorsteiner’s dry carbon fibre GTRS3 wide body kit, comprising beefed up wings, bumpers, rear quarters, bonnet and ducktail boot all in the revered and magical weave. “It was fitted at Blanco Services in Maryland,” he says, “and it took six months to get the fitment perfect! Moulding the rear quarters, custommaking the arch liners, making uniform shut lines, and painting it all in Ferrari red.

    It’s really a lot of work to make it perfect show car quality, and after the wide body was complete I added more details to the car, including the APR racing spoiler, APR front splitter (which I take off for regular street driving, due to height issues), bumper canards, DTM-style side mirrors, and carbon fibre parts everywhere.”

    Those of you familiar with SEMA builds will know that you’re not even going to make it through the door if your car’s all show and no go; the very nature of the event dictates that cars represent a holistic approach to aftermarket modifying and, as brutally rapid as a stock M3 is, standard powertrains are a definite no-no. “The car used to run an Active Autowerk Stage 3 supercharger,” says Edison, “but I actually decided to remove it right after I showed my car at SEMA 2014, since I love the sound of the NA S65 engine.”

    So now that glorious V8 rumbles unforced as BMW intended, but augmented boisterously by a supremely intelligent exhaust system specifically tailored to bellow out an F1 howl. Back when the wide body conversion was underway, Edison had plenty of time for his mind to wander. Six months is a long stretch. So it’s unsurprising that the car found itself treated to a diverse platter of additional treats during this period; a roll cage and a set of custom-built headlights being chief among its fresh new trinkets. A GT wing topped off the exterior, while inside was adorned with a pair of Status Racing seats and a veritable festival of dry carbon goodies. The M3 was given a name – ‘Red Dragon’ – and it scooped up an armful of awards on its first outing.

    Rolling into the Carlisle Performance and Style Car Show in Pennsylvania, all eyes turned; rolling back out again afterwards, the Dragon was toting trophies for Best BMW, Best Paint and Finish, and Best in Show. Not bad. But that was just for starters…

    “It started winning ‘Best in Show’ at every event I took it to, the judges nicknamed it ‘Competition Killer’,” Edison smirks. “But I knew it still wasn’t a SEMA car, there was more work to be done. So I put more effort in, changed a few things, and finally earned a place on the Rohana Wheels stand. My dream had come true, all the effort was worth it.” But success, it’s often said, is like a drug. We can’t all be Nico Rosberg, achieving the perceived pinnacle of our aspirations and saying ‘OK, I’m done now’. Having tasted the sweet tang of success, Edison was all-in for more. “I wanted to go back to SEMA the next year,” he grins, “and that meant changing a lot of things again.”

    A helpful career turn arrived at this point, with Edison joining the Rolloface Performance Inc. family, and this pushed him to level-up to the next great thing. This was when the mighty big brake kit came, and a Rolloface driver’s seat, and various DTM touches, and… then he crashed the car in New York City. Or rather, someone crashed into the back of it in heavy traffic. Game over for the season, the car was done showing for the foreseeable future. Dark times for a trophy addict, but did this leave Edison downhearted? No! (Well, yes obviously… but not for long.) His resolve hardened, he worked more tenaciously to create a scenebreaking E92, the like of which the world had never seen.

    “It was ready for SEMA later that year,” he smiles, playfully slapping fate across the chops with his mighty gauntlet of skill. “Fixed up better than new and with fresh custom parts, I decided at the last minute to wrap it in an acid yellow-green.” An inspired decision, this, since everyone would be expecting that Ferrari red to make another appearance. This game is not won by playing to people’s expectations. “There it was, the ‘Gold Dragon’. A new roll cage went in at the last minute, there was more of an aggressive racing style – the car certainly got a lot of attention.” And, as you’d probably logically assumed, Edison didn’t close the book on the M3 there. This car has always been, and will always be, about being harder, better, faster, stronger. He’s owned it since it was brand new, and it’s pretty safe to say that the warranty evaporated long ago, but ardent petrolheads care not for such trivialities.

    “The M3 really is the ultimate driving machine, and the naturally aspirated V8 suits it so well,” he says. “It was always the intention to turn it into a car like no-one else had. At the moment it’s running Rolloface Performance ZR-1 forged three-piece wheels, which are really strong and lightweight, as well as Rolloface Performance three-way coilovers, and I’ve upgraded all of the chassis components to race-spec – I just love the handling that race parts provide! The big brake kit’s probably my favourite mod on the car, as it provides incredible performance on track as well as looking fantastic, but I also really love the functional nature of the carbon body parts.” And that’s pretty much where we came in – that form-meets-function quality of dry carbon fibre.

    Edison’s got plans for the M3, in the form of a new custom diffuser, Ferrari F12 rain light, carbon intake system and so on, and the keystone of all he does is this: quality speaks for itself. You may see a lot of wet carbon cars at your local meet, but if you want to get into SEMA, it’s a dry carbon state of mind. “I believe that if you do something sincerely, the whole world will help you,” he says. And we certainly wouldn’t want to argue with that.

    / #Carbon-Fibre / #BMW-E92 / #BMW-M3 / #BMW-M3-E92 / #BMW / #BMW-M3-Carbon-Fibre / #BMW-M3-Carbon-Fibre-E92 / #Akrapovic-Delete-R / #Akrapovic / Akrapovic / #BMW-3-Series / #BMW-3-Series-E92 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E92 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E92

    DATA FILE

    ENGINE AND TRANSMISSION 4.0-litre #V8 / #S65B40 / #S65 / #BMW-S65 , #Rolloface racing intake system, custom oil cooler and transmission cooler, Macht Schnell Performance underdrive pulleys, #Kreissieg titanium floating curl tail exhaust with cat-back F1-sound valvetronic system, Macht Schnell bypass track pipes, Akrapovič Delete-R, tuning by Frank Smith Custom Tune. Seven-speed #M-DCT gearbox

    CHASSIS 10x19” ET0 (front) and 12x19” ET-40 (rear) #Rolloface-ZR-1 three-piece forged wheels in gloss black with titanium bolts and 275/30 (front) and 325/30 (rear) Toyo Proxes T1 Sport tyres, #Macht-Schnell wheel studs, Project-Kics-R40 open-end black chrome wheel nuts, #Rolloface-RT-3 Competition Racing three-way adjustable coilovers, custom-rate #Swift springs, #Macht-Schnell electronic dampening control emulation module, #Bimmerworld adjustable rear toe arm set, adjustable rear wishbone set (camber adjustable), spherical rear guiding link set, trailing link bearing set, rear camber arm bearing kit and spherical front race arm conversion, #Rolloface-SR-C big brake kit with eight-piston (front) and six-piston (rear) yellow powder coated forged aluminium calipers and 380mmx32mm slotted high-carbon discs (front and rear), Rolloface Performance stainless steel brake lines (f&r), Pagid-Racing RST race brake pads (f&r), Motul RBF 600 Factory Line brake fluid

    EXTERIOR #Vorsteiner-GTRS3 dry carbon fibre kit comprising front bumper, front lip, wide-arch front wings, side skirts, wide-arch rear quarters, rear bumper, bonnet and CSL-style boot lid, APA Gloss Candy Lime vinyl-wrap (with custom Ferrari Rosso Scuderia paint underneath), AeroCatch 120-2100 locking system, AutoTecknic carbon fibre wing grilles and bonnet vents, BMW M Performance black kidney grilles, Macht Schnell Motorsport tow straps, #APR-Racing-GT-250 dry carbon fibre GT wing, Rolloface custom dry carbon fibre chassis-mount front splitter, M4 #DTM-style front canards, mirrors, aero panel under chassis and rear diffuser, front lower grille painted gloss black with BMW M logo, AutoTecknic 24 SMD LED indicators, OSS Design Raptor M4 DTM-style square angel eyes with LCI inner eyebrow, white LED side-markers, Jet Black blackout and M inner logos


    INTERIOR BMW M Performance Version 2 steering wheel, #BMW-M-Performance aluminium pedals and footrest, #BMW rear sunshade, BMW LED door projectors, custom dry carbon fibre shift paddles and airbag emblem, AutoTecknic carbon fibre steering wheel trim, #Storm-Motorwerks V1 titanium PVD coated handbrake handle, Awron DGA 20-in-1 gauge with Kompressor 1 option, Rolloface dry carbon fibre interior trim kit, Rolloface custom track roll cage powder coated in matt gunmetal grey, #Rolloface dry carbon fibre driver’s race seat, Status Racing custom Spa passenger seat trimmed in leather with bespoke stitching, red Schroth Racing PROFI II ASM FE four-point cam-lock harnesses, Vorsteiner mats, racing fire extinguisher, LED interior lights

    THANKS #Rolloface-Performance , #Toyo-Tires , #Meguiars , #CSF-Radiators , #OSS-Designs , #Schroth-Racing , #Pagid , #Swift-Springs , #APR-Racing , #Motul-USA , #Blanco-Services , #RRT-Racing , #Tuning-Tech-by-Frank-Smith
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    M3-STYLED F31 335d
    Touring gets M makeover. Some may think that the inherent boxiness of estate cars is fundamentally unsporty, but #PITSTOP Performance has other ideas, as this #BMW-M3-styled 335d Touring proves… Words: Daniel Bevis. Photos: Hjalmar van Hoek.

    TOURING DE FORCE F31 335d with #M3-conversion

    Estate cars, it’s fair to say, come with a certain amount of baggage. And not just the junk in the trunk, but the whole history of their being, the fundamental point of their existence: take a sensible family car, realise there isn’t enough space in there, and graft on a few extra square feet of glass and steel at the rear. Then you’re well served for carting refuse to the dump, cramming in luggage for family holidays, feeling smug in the Ikea car park while those around you try to squeeze wardrobes into hatchbacks, and everything else that goes with station wagon ownership. You buy them because you need to, not because you want to.

    At least that used to be true. Then the 1990s happened, and things started to get silly: Audi began hiding Porsches inside its Avants, Volvo dropped massive Touring Car motors into its turbobricks, and before we knew what was happening the idea of having an estate car was edging away from ‘do I have to?’ and toward ‘I really want to’.

    It’s for this reason that the base car for the project you see before you isn’t as embarrassing as it might once have been. Sure, when you note down the layout on a stark and unforgiving set of bullet points, it should be the sort of thing that’d satisfy your grandad rather than your boy-racer cousin: a boxy wagon with a diesel engine and an automatic gearbox. Hardly the stuff of schoolyard dreams is it?

    Oh, but it is. For this is an #F31-generation 335d – a car that came from the factory boasting 313hp from a 3.0-litre common-rail diesel straight-six with a pair of turbos strapped menacingly to the side. It’s got piezo-electric injectors and aluminium construction and variable turbo geometry… this is quite a long way removed from the rattly oil-burners of yore.

    The only real hurdle here, then, is its boxiness. It’s an estate car, and there’s no escaping the utilitarian vibe of that. But as any of the best tuners will tell you, hurdles are really just upstart opportunities, and Blend Maroof, owner of Sweden’s PITSTOP Performance as well as of this F31, is eager to springboard off that bland reputation and transmute it into something awesome.

    The first thing you’ll probably have spotted is that this 3 Series Touring has received a full M3 body conversion. This is a fiery move, as the fabled M badge has a tempestuous relationship with estate cars. The idea of an M3 Touring is one that consistently gets BMW fans whipped up into an excitable lather, the internet bristles with pages upon pages of forum posts and blog entries along the lines of ‘it’s the best car that BMW never built’. It does, after all, seem unfair that the wagons were left off the product planning chart, particularly given the proven global enthusiasm for hot estates; the RS4 and RS6 have paid for more than a few posh dinners in the steakhouse next to the Audi factory. And the E60- generation M5 was offered as a capacious load-lugger – V10 up front, Labrador in the back – so why not the M3? Well, it’s all down to maths, probably. Or physics. But that hasn’t stopped the aftermarket bolting together what #BMW never dared…

    “My first car was a 316ti, and from that point on I was firmly in the BMW groove,” laughs Blend. “That car was RWD, red, and a BMW, which was all I wanted at the time.

    Since then I’ve owned and modified an E61 535d, an E60 535d, an E60 M5, an E39 M5, an E91 M3, and many others.” It helps that his hobby is also his job, of course, as that provides a handy excuse to constantly be tweaking, refining, and generally getting up to a whole mess of Bavarian mischief.

    It’s worth pointing out at this point that this isn’t actually Blend’s first crack at building an M3-alike Touring; regular readers may remember his E91 335i Touring that appeared in these pages some time back, sporting genuine E92 bodywork and a menacing attitude (the eagle-eyed will have spotted his mention of the technically non- existent E91 M3 in the preceding paragraph!). “I sold that car to an amateur, who destroyed it,” he sighs, “so I told myself I needed to build another one. We have to have at least one M3 Touring in Sweden! So I started searching for a good base, and decided on this well-optioned F31 335d xDrive.”

    The car was sourced from a German dealer in mint condition, but naturally this didn’t make Blend pause as he was single- minded in his mission; indeed, he went one step further than having a plan in mind – he already had most of the parts for the project before he even took delivery of the car.

    “The rear bumper’s probably my favourite modification on the car, as I’m the first one in the world to do that,” he grins. “I also swapped the front carrier, the bonnet, wings, lights, front bumper, mirrors, side skirts, rear panel and rear doors, and then it was all painted in original Sapphire black.” A pretty comprehensive conversion – and you’ll note that he’s cheekily left the M3 badge on the grille too; something we wouldn’t normally condone on a non-M car, but given the effort that’s gone into crafting this machine we reckon he’s earned it.

    “The car’s static, running KW coilovers,” Blend explains, “because of the quality of the brand, and the fact that I’ve used them before. Also at the time there weren’t many manufacturers that had coilovers for the 335d xDrive! The wheels came at this point too, and I knew I wanted something deep concave with nice wide rears – I found the ‘right’ wheels a few weeks before the project was finished, they’re Japan Racing JR21s.”

    The rears measure a whopping 11x19”, which certainly makes the most of Blend’s newfound hip girth (not his, the car’s), and their smoky finish really works with the overall aggression of the build.

    The engine was the next item on the list, and while it may have already been packing a serious horsepower figure backed up by the trademark stump-troubling torque of the modern diesel, Blend had a few ideas to spice things up further. So now you’ll find it running a PITSTOP remap along with the company’s own custom 3” downpipe and exhaust system, along with #K&N induction and a big intercooler. Any of you who are still questioning the impressiveness of a diesel estate car as an M3 tribute will hopefully be gratified to learn that Blend’s creation will now run from 0-62mph in 3.7 seconds. And that, fittingly, would match an Audi RS6. “The engine work all took about a week,” he explains, with the nonchalant air of someone who truly knows his stuff. “It runs real good, I haven’t had any problems!”

    From start to finish, the transformation took around three months, which is really quite hair-raising. Blend’s proud to say that he planned and executed all of the work himself too, with the exception of the installation of the rear panel, which was done by the paint shop while it was spraying it. And it’s impressive to note that when we ask him what more he might have done to the car if money were no object, his response is a humble “Nothing, I’ve done everything I wanted.” Although, when we press him further, he does admit that he’ll be sprucing up the interior to matching M3 spec in the coming year.

    This, then, is the product of a man unafraid to build the cars that BMW didn’t; a singularity of vision that dismisses the notion of the estate car’s perceived lack of coolness with nary a second thought. And before we have time to catch breath, he’ll be starting down the path to creating an M2 hatchback. The fella clearly has an axe to grind with BMW’s product planners, and he just cannot be stopped.

    TECHNICAL DATA FILE #BMW-F31 / #BMW-335d-Touring / #BMW-335d-Touring-F31 / #BMW-335d / #BMW-335d-F31 / #BMW / #Wagner / #Akrapovič / #Akrapovic / #BMW-M3-styled / #BMW-335d-Touring-M3-Styled / / #BMW-335d-Touring-M3-Styled-F31 / #BMW-3-Series / #BMW-3-Series-F31 / #BMW-3-Series / #BMW-3-Series-Touring / #BMW-3-Series-Touring-F31 /

    ENGINE AND TRANSMISSION 3.0-litre straight-six twin-turbo diesel #N57D30T1 / #N57 / #BMW-N57 / #N57D30 / , 3” downpipe, #DPF and #EGR delete, 3” #PITSTOP custom exhaust system with #Akrapovič tails, #Wagner-Evo intercooler, K&N induction, PITSTOP custom remap, eight-speed #ZF-BMW-Sport-automatic transmission ( #ZF8HP / #ZF )

    CHASSIS 9.5x19” ET22 (front) and 11x19” ET25 (rear) #Japan-Racing-JR21 wheels with 255/35 (f) and 295/30 (r) tyres, #KW-V2 coilovers, MSport brakes

    EXTERIOR Sapphire black, full M3 body conversion including custom rear bumper
    INTERIOR Stock

    THANKS Thanks to my wonderful wife, PITSTOP and Schmiedmann – without them the project wouldn’t have been possible, Streetwheels for the fast job on the wheels, and to all of you out there who stood by my side from the start and helped me with everything

    “The rear bumper’s my favourite modification, as I’m the first one in the world to do it”
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    CLEAN BANDIT Styled and tuned F82 M4. SLICK M4 F82 with power and poise. Passion brought forth the assassin… Keren Zeng’s ingrained love for the BMW brand has helped him deliver a killer blow with this M4. Flawless victory! Words: Daniel Bevis. Photos: Kevin Uy.

    Assassins come in many forms. Followers of classic Japanese folklore will be familiar with the concept of the ninja or shinobi, whose function was to act as a covert spy and saboteur. Fans of Terry Pratchett’s Discworld series will know the assassins to be as gentlemanly and respected as they are deadly, fusing the cloaked secrecy of the ninja with the necessity to always leave their victims with a receipt.

    And, of course, there’s the ragtag group of misfit assassins that this BMW M4 falls into; rubbing shoulders with James Bond and Liam Neeson, it’s the sort of character that’ll kick your door in, carry out the lethal task in broad daylight, utter a witty quip, shoot the cuffs on their impeccably tailored suit, and effect their graceful egress. Possibly leaping off a ledge and onto a plane or something.

    This car could never be a shinobi. Look at it, it’s bright orange. But it does neatly intertwine the twin cannons of flawlessly sharp aesthetics and brutal firepower; a sublimely crafted art piece packing a horsepower figure that begins with a five. It’s primarily a functional thing, as evidenced by its gait being hunkered aggressively down rather than stylistically stanced, with the tyres displaying a usefully chunky spread of sidewall. But at the same time, its looks and sense of purpose are razor-edged. This is not a thing to be messed with, unless you’re planning on that being the last thing you ever do.

    This creation is the vision-made-real of one Keren Zeng, proprietor of an automotive aftermarket shop in Victoria B.C, Canada, and lifelong BMW-fancier. “When I was in seventh grade I saw the E46 M3 on the cover of Need for Speed 9 for the first time, and I immediately fell in love with that car,” he says.

    “Since then my dream machines have always been #BMW-M cars. And when the M4 came out, I placed an order without hesitation!” This long-held obsession is more than a videogame-induced fantasy, however. The passion runs somewhat deeper than that. “Owning a #BMW in my home country back when I was growing up was very, very hard,” he explains. “Not just because of the price, but also the limited availability. I loved to memorise all the car brands when I was little, and my father bought me all kinds of toy cars and asked me what models they were. I remember my favourite was the BMW 8 Series, which was a birthday gift from my father. And I was lucky enough to experience BMWs when I was a little older; at the age of 17 I drove my friend’s E92 M3, and I was totally blown away by the handling, the sound and the performance of the car. And from that time, BMW M cars have planted a very deep root in my heart.”

    You see, this is no cynical tale of somebody throwing a bunch of money at an on-trend motor to win Instagram points, this is the culmination of a lifetime of aspirations and yearning. When Keren came to open up his Canadian business, the time was right to dive into the fragrantly alluring waters of M car ownership. Well, almost… he had a little practice with a 435i first.

    “In 2013 in Montreal, I first saw a 435i in real life,” he breathlessly recalls. “I spied it at the downtown parking lot and the colour was Mineral grey – it immediately caught my attention; the shape of the car, the M badge just up the side vent, and the aggressive face. I told myself that one day I would own a car like this. And later that year, my dream came true.”

    Neat use of ‘one day’ there, this is clearly a guy who likes to get things done with no time to shilly-shally. An Estoril blue example was bought, and duly subjected to KW coilovers, Vorsteiner wheels, Akrapovič exhaust, a feisty remap, and all the aero stuff in the M Performance catalogue. With this makeover successfully dealt with, Keren felt it was time to join the big leagues and really make that dream a reality. His name was inked on a shiny new M4’s pink slip, and the planets obligingly aligned.

    “I had a pretty clear plan for the M4 from day one, based on what I’d learned from the 435i,” he explains, which makes perfect sense really. Combining age-old dreaming with first-hand experience tends to forge strong mental images. “My first set of wheels were BBS CI-Rs, powdercoated satin black. However, after having them for half a year I decided to go with HRE for its Forged series, choosing the Classic 300 – I respect classic cars and wanted to combine the retro with the modern, although in order to do so you can’t just put a classic rim on a new car, the colour choice has to be very careful. So I went with Dark Brushed Clear for the outer lip and barrel, and Satin Bronze for the face, both of which match perfectly with the Sakhir orange paint.”

    In order to get the car sitting lower over these broad, chunky rims, Keren opted for Swift springs to work with the stock M4 dampers, keeping in mind that the car’s a daily driver and the factory chassis setup is already pretty mind-blowing. A set of Fall- Line Motorsports anti-roll bars found their way into the mix with the aim of making the car “track ready” (Keren’s words; he’s not playing games here), while the engine inhales and exhales a lot more freely thanks to an Eventuri cold air intake and full Akrapovič exhaust system, all remapped to make the most of those bonus horses. ETG’s clever ones-and-zeroes tuning is marketed as offering gains of 89hp and 96lb ft of torque over stock, which is certainly not to be sniffed at, and it also offers a bunch of boltons such as a speed limiter removal, transmission software and traction control reflashing, and even throttle-blipping and overrun exhaust popping. As you might imagine, Keren was pretty liberal with the box-ticking that day.

    “I love clean cars, so when I choose the style of my car, I always believe that less is more,” he explains. “In order to match the body colour and details, all of my exterior pieces are carbon fibre. And the same goes for the interior – the carbon fibre upgrades are there to enhance the spirit of the M Performance brand rather than try to turn it into something else.” In addition to this OEM+ approach, there’s also been a fairly substantial input from iND, whose comprehensive range of aftermarket add-ons has been raided to yield such trophies as black kidney grilles, black boot badges, painted front reflectors to eliminate the garishness of the factory items, and painted side markers in the same vein. The overarching principle here is to hone and refine the cohesiveness of BMW’s own design and the M division’s enhancements to it; think of this car as being the next little step down the M4’s evolutionary path. “My favourite modifications are the wheels and the exhaust,” Keren continues.

    “The way the HREs look and the way the Akrapovič sounds are just total eye and ear candies, it transforms the M4.” And all the while, as he gazes fondly over his creation, you can hear his brain ticking away, formulating new schemes and stratagems. It’s not finished, of course: “The orange turns so many heads, people are always taking photos of it,” he ponders. “I’m considering wrapping it in camo for the show season…”

    Well, that’d certainly help the M4 to fulfil its destiny as a stealthy assassin. A sneakily applied camo would help it slither under the radar and carry out its evil deeds. As long as Keren doesn’t have the engine running, naturally – all that popping and crackling is a bit of a giveaway.

    DATA FILE #BMW-F82 / #BMW-M4 / #BMW-M4-F82 / #BMW-M4-Akrapovic / #BMW-M4-M-DCT / #BMW-M4-M-DCT-F82 / #BMW-4-Series / #BMW-4-Series-F82 / #HRE-Classic / #HRE / #2017 / #Akrapovic

    ENGINE AND TRANSMISSION 3.0-litre twin-turbo straight-six S55B30 / , #Akrapovič exhaust system, #ETG remap, #Eventuri intake, seven-speed M-DCT gearbox

    CHASSIS 9.5x20” (front) and 10.5x20” (rear) #HRE-Classic-300 , 255/30 (f) and 285/30 (r) Michelin Pilot Sport, #Fall-Line-Motorsports front and rear anti-roll bars, Swift springs

    EXTERIOR Sakhir orange, #M-Performance rear spoiler, #RKP front lip, Kohlenstoff rear diffuser, #iND front painted reflectors, iND black grilles, iND painted trunk emblem, iND painted side markers

    INTERIOR M Performance Alcantara steering wheel, #DCT console trim and DCT gear knob cover

    THANKS Kevin King Uy for the photoshoot, Cat from iND for all the modifications, Kelvin from #ETG-Tuning-Group , #HRE , #Akrapovi , #BMW-Victoria , #KZ-Auto-Group
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    LOU’S E92 M3 / #BMW-E92 / #BMW-M3 / #BMW-M3-E92 / #BMW-3-Series / #BMW-3-Series-E92 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E92 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E92

    The E9x M3 models are very special indeed – the #BMW-S65 / #S65 4.0-litre #V8 under the bonnet is not only derived from the legendary V10 found in the E60 M5, but it’s also the only V8 ever fitted to an M3 and it’s the last naturally aspirated engine to go out of production at BMW. That alone, means this generation of M3 has a good possibility of becoming a highly desired classic.


    Despite the fact refuelling is a constant occurrence, the V8 in itself is reason enough for any true #BMW fan to buy an E92 M3. It revs up to 8250rpm and the throttle response is instantaneous. But there’s just one drawback. In my opinion it is way too quiet for a V8 – go through a tunnel, windows down and throttle pinned, and it is a bit disappointing. There was only one solution to that: upgrade the exhaust. There’s always the worry that it’s going to be too loud – like the system that ex- #PBMW editor Iain Curry fitted to his E30 320iS. It used to set off car alarms and that is not cool. So, I did a lot of research to see all the options available to me before making my decision.

    I whiled away hours checking out various compilation videos on YouTube from the likes of #Quicksilver , #Remus , #Eisenmann , #Milltek and #Akrapovic , and scouring forums to see what fellow M3 owners were recommending. As it’s used for the daily commute and at weekends, I wanted it to be fairly civilised, and eventually decided on #Eisenmann , which is responsible for designing the OEM systems on Porsche and AMG cars, and builds its exhausts by hand.

    Via Eisenmann’s UK agent CA Technologies, I ordered its back box and connecting pipes, which allow you to install an aftermarket system without the need to cut the OEM piping. All I had to do was decide on what tips and sound level I wanted. MD Roy Carvalho said that around 80% of M3 owners opt for Race over Sport, and although it’s 20db louder when the car is on the move I decided to take the chance, together with 83mm round perforated tips.

    I was intrigued as to whether fitting an aftermarket exhaust would improve performance so before I handed the car over to #BMSport to install the system I put it on a rolling road. The end result showed 300lb ft of torque, which is five more than the book figure, but sadly it was over 37hp under what BMW quotes, at 382.7hp. However, when you take into account that grade of fuel, tyre pressures and atmospheric conditions can influence test accuracy, a loss of around 9% isn’t actually that bad. Tune in next month to see if it made more power and what I think of the new exhaust note.
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    POWER HUNGRY

    The M3 is certainly a powerful car, but this supercharged E90 takes things to another level… Words: Elizabeth de Latour. Photos: Matt Petrie.

    Supercharged E90 M3

    When it comes to the E9x M3 we, like a lot of you out there, would likely go for the E92 if given the choice, as the Coupé is arguably the sleeker and sexier car of the two. However, there are plenty of good reasons to opt for the four-door. For starters, if you’re in the family way or are simply looking for greater levels of practicality when it comes to transporting human cargo, the saloon offers up five seats to the coupé’s four.

    If you’re not interested in ferrying people about and are more interested in the driving experience then we’d cite the words of one of the #BMW M Fascination Nordschleife instructors we spoke to whilst taking part in the event who, when quizzed as to why he wasn’t driving an E92 M3 Coupé like the rest of us, informed us that the shorter saloon changed direction more quickly, felt stiffer and was better to drive on the track than the E92. His words, not ours. Of course, both cars are as capable as each other but don’t let any of your E92-owning buddies ever talk down to you for having four doors on your M3.

    We can’t imagine that’s something that ever happens to Islam ‘Izzy’ Gohar because he’s got an E90 M3 with a supercharger on it, but then again that’s exactly the sort of car you’d expect from the owner of IMG Motorsport, purveyor of some of the finest performance parts you can buy, and someone who has been driving and modifying BMWs since the age of 16. “My first BMW was gifted to me by my parents at the age of 16, having accomplished the required grades to get into engineering school in Europe. It was more than I could handle at that age but I was lucky to attend multiple driving schools where I learned a lot about car control and more.

    “The car didn’t last long in its stock form. It was tuned and lowered right away and then a full exhaust system was added to complete my first toy. When I moved to the States in early 2000 after college, I purchased a low mileage E36 M3 from a close friend. The car was a ’99 in Titanium silver over a black leather Vader interior, and had 30k miles on it along with some mods which kept me tame for a couple of months.

    “In 2002 I was introduced to Corry Prime by a couple of friends; Corry happened to be (and still is) one of the top three techs for BMW North America and also a race car instructor. We became friends and he helped me get my new baby to where it needed to be, and more. He didn’t just work on the car, he explained everything in depth and advised what to buy and use. I paid good attention to my teacher and learned a lot from him and still do to this day. He built me an amazing M3, which I still own and I started doing track events and fell more in love with my journey with BMW.”



    The E36 served as both daily driver and track beast for many years until Izzy decided he fancied a newer BMW, an M3 specifically. However, the long waiting list put him off so he instead purchased a brand-new 135i, which was quickly modified and just as quickly written off by his boss’s son.

    This was unfortunate for sure, but it was clearly a sign that it was about time to have another go at getting his hands on an M3. “I went out looking for an E90 M3 and ended up taking over someone’s lease. It took a while to find what I wanted; a slicktop (no sunroof) with no folding rear seats and a six-speed manual in Interlagos blue. When I did find the right car, I closed the deal right away. It had 9k miles on it and was in a very clean condition.” Not only did Izzy start modifying the car straight away, he started buying parts while the car was in transit from Ohio to its new home, some 600-odd miles away in Connecticut, so when it arrived it went straight to Corry. “I’d ordered an Xpipe, exhaust, intake, lowering springs, short shift kit and a tune and Corry had the parts on over the space of a weekend.”

    A solid start to any project, and enough to tide most owners over for a while, but Izzy is clearly a guy who doesn’t beat about the bush. “Corry and I soon starting discussing power upgrades. Initially we wanted a stroker built motor but the price and gains didn’t justify it,” he says, “so instead we went for an ESS Supercharger kit and once that was on the car it stayed like that for two years, until it hit 50,000 miles. Then it was time to start pushing the limits,” grins Izzy, and he’s not kidding…

    “First up, Corry pulled the engine out and we contacted Mahle Motorsports for custom lower compression pistons, which took eight weeks to build, and at the same time Carrillo rods were also ordered. As soon as the pistons were received, the block was sent to Dinan Engineering out in CA for boring and honing; when everything came back assembly didn’t take more than two weeks with Corry assembling a custom fuel delivery return system, though it took quite some time to get the proper fuel pressure needed for the added power.

    “In its first dyno session, running on a custom tune by Asborn ‘AJ’ from ESS Tuning, the car put down 666whp at 12- 13psi.” This is certainly a devilishly good power figure and an impressive increase over what even the most powerful off-the-shelf ESS kit is able to produce. “I was very happy with the power level for a little while but I hurt the motor at an event which I wasn’t prepared for.” Another unfortunate event but naturally if something breaks then that gives you an excuse to do some more modifying so obviously there was only one option…

    “At that point we decided to push for more power,” says Izzy, matter-of-factly, “so Corry pulled the engine out and started tearing it apart and inspecting everything. He found one damaged piston due to a bad batch of gas from a no-name petrol station, so we ordered larger diameter pistons from Mahle and sent the block back to Dinan for a second round of boring and honing. At the same time, we sent the cylinder heads to L&M Racing in PA.

    Michael, the owner, is a great friend and he got on the heads right away for porting and polishing so the engine could breathe better. Custom valve springs were used to handle 8800rpm. We also sent him the pistons, rods, and crank for balancing the rotating assembly for smoothness and reliability. Everything came in and Corry started assembly and after a week, the motor was ready to go in the car.

    “At the same time as all the engine work we decided to add KW V1 coilovers and ditch the lowering springs as well as adding a Brembo Gran Turismo big brake kit with yellow calipers all-round, six-pots up front and four-pots at the rear and 380mm slotted discs all-round. Everything went in smoothly and once the car was back on the road I took it to P1 Motorcars where it made 740whp on the company’s Dynojet dyno.”

    Now, that is a vast amount of power, way more than anyone could ever need and probably approaching the limits of what most sane people would actually want but Izzy wasn’t done just yet: “The engine felt like it had more in it so I reached out to Nick and Steve at American Racing Headers and they decided to develop a set of long tube headers for my car, mated to a 3” cat-less resonated X-pipe and an Awron gauge was installed to monitor AFR at all times. Nick installed the headers at his shop at no charge, and the car then went back on the rollers where it put down 785whp and 550lb ft at the wheels, at 13psi on ‘medium boost’.

    That makes it the highest horsepower E9x M3 to this day. I’ll eventually turn the boost up once the record is broken by another one,” and he’s not even joking. Considering just how much power this M3 is pushing out (almost 900hp at the crank) it’s a car we’d consider to be pretty darn stealthy from the outside, and yes we have seen the wheels, thanks very much. They’re rather gorgeous Volk TE37s, 9.5x18s up front and beefy 10.5x18s at the back, the fronts barely able to contain those vast six-pot Brembo front calipers, with one of the six-spokes on each wheel sporting the Volk Racing logo on a bright yellow background that matches both the brakes and the intake plenum of the ESS supercharger kit.

    “I chose the Volks because of their perfect offset, build quality, and weight; they are forged which makes them very strong – extremely necessary for our bad tri-state roads,” explains Izzy and the fact that they’re also such a good-looking wheel certainly doesn’t do them any harm.

    The exterior styling additions amount to no more than a Just M Performance carbon fibre rear spoiler, carbon fibre diffuser and a set of Euro rear lights, while the interior has been treated to an M Performance flat-bottom steering wheel and custom Alcantara-wrapped trim with yellow stitching, tying in perfectly with the yellow elements that appear throughout the car.

    Having built such an incredible powerhouse of an M3, Izzy isn’t about to let it go and based on his list of planned modifications it sounds like this E90 will be joining his E36 as a permanent fixture in his collection. “I’m going to add a RKP carbon fibre roof, KW V3 coilovers, AlekShop solid subframe bushes, leather Recaro Sportster CS seats with yellow stitching, Alcantara headlining and I also want to get the car resprayed.”

    With those mods done and with an M4 GTS and F10 M5 also on the shopping list, we’d wager that the E90 M3 will retire for as long as it takes for someone to break Izzy’s dyno record. And lord help anyone who does because that’s when he’s going to bring the M3 back, crank up the boost and who knows what’s going to happen then…

    Inside, yellow stitching matches the other yellow highlights and there’s an M Performance steering wheel.

    There are plenty of yellow highlights on this E90, but the ESS plenum is the biggest and yellowest.

    “When I did find the right car I closed the deal right away”

    DATA FILE Supercharged #E90 M3 / #BMW-S65 / #S65B40 / #S65 / #L&M-Racing / #S65-Supercharger / #Dinan / #BMW-M3 / #BMW-M3-E90 / #V8 / #BMW-3-Series / #BMW-3-Series-Sedan-E90 / #BMW-3-Series-E90 /

    ENGINE AND TRANSMISSION 4.0-litre V8 S65B40 , L&M Racing ported and polished heads, custom valve springs, #Mahle-Motorsports pistons, #Carrillo rods, block bored and honed by #Dinan , #ESS-Supercharger kit, American Racing Headers long tube headers, 3" cat-less resonated midsection, #Akrapovic axle back exhaust with carbon tips, six-speed manual gearbox

    POWER AND TORQUE 785whp and 550lb ft wtq at 13psi

    CHASSIS 9.5x18” (front) and 10.5x18” (rear) #Volk-TE37-SL forged wheels with 265/35 (front) and 295/35 (rear) Continental ExtremeContact DW tyres, #KW-V1 coilovers, #Brembo-Gran-Turismo-BBK with six-pot calipers (front), four-pot calipers (rear) and 380mm slotted discs (front and rear)

    EXTERIOR Just M performance carbon fibre boot lip spoiler, Euro rear lights, carbon fibre rear diffuser

    INTERIOR M Performance V1 flat bottom steering wheel, Alcantara dash trim with yellow stitching
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    SIMPLE PLEASURES Finely-honed 400hp 1M

    Man, machine, open roads, fulfilment. That’s pretty much the formula for happiness, is it not? Ah, if only life were so simple… Words: Daniel Bevis. Photos: Peter Wu.

    All you really need to know is that the universe is a lot more complicated than you might think, even if you start from a position of thinking it’s pretty damn complicated in the first place.’ So wrote Douglas Adams, and he was a man of sufficient wisdom to have a decent handle on such matters; the world and everything in it (not to mention all the things outside of it) are so mind-numbingly crammed with incomprehensible minutiae that when you start to consider the logic of anything beyond what you’re having for dinner or which Kardashian’s up the duff this week, it can get a little overwhelming. What we need is simplicity. Clarity. Binary black-and-whiteness. And in the case of this crisp and clinical 1M, simplicity is exactly what you get.

    It is what it is, and nothing more – no complexity, no ambiguity, just a snapshot… …except, no, that’s not actually the case at all. It’s a cunning illusion, an exercise in smoke-and-mirrors shadow play. “Many people can’t tell what came with the car and what I’ve added,” says owner Manu Sethi.

    “I take that as a compliment, because the goal was to always keep the car looking OEM, even after such heavy modifications.” Part of this is thanks to the obscurity of the 1M itself, of course – they’re such a rare sight that most onlookers don’t know what they’re seeing in the first place, let alone that it’s a rambunctiously tweaked example. And this is all just the latest in a long line of BMW affection for Manu. “I’ve had a love for BMWs all my life,” he enthuses. “My first car was an E36 M3 – I had to take two jobs to afford that car, and I was happy to do it. I had a smile on my face every day I drove it! And I’ve gone through a number of BMWs along the way, from 3 Series to 7 Series. I have a deep love for the brand. My next BMW will surely be a European Delivery, it’s been an unfulfilled dream for far too long.”

    Manu’s is a bona fide success story, going from those early days of working two jobs to afford the used car he desired to the present day situation that finds him with a gleaming new Lamborghini Huracán on his drive, bullishly flanked by his Audi R8 V10 and his Mercedes E-Class. But while it’s simple enough to stroll into a Lambo dealer and pick up the latest exotic ride, tracking down something as obscure as a 1M isn’t quite so easy…

    “I bought the car brand-new in 2011 and, like most 1Ms, it was not an easy find,” he recalls. “I got lucky, really – I drove all the way out to Las Vegas to get mine; the dealer was initially allocated eight cars and ended up only getting two! I was fortunate enough to buy one of them – number 88 out of North America’s allocation of 740. The model was rare to begin with, and its scarcity is only increasing. From day one my car has garnered plenty of attention. Leaving the gym one time, a guy said to me ‘Is that a 1M? How the hell did you get a 1M? You must’ve had to sell your left nut!’ Lucky for me that was not the case!”

    Manu’s right when he says that the scarcity of 1Ms is increasing – global economic instability has seen people investing in cars like never before over the last half-decade or so, and anything that fuses quality and desirability with lowvolume obscurity is firmly in the crosshairs of the speculators. More than a few 1Ms have been wrapped up in cotton wool and locked away in private collections, making the disheartening shift from driver’s plaything to investor’s cash cow. Thankfully, however, some people bought them because they actually wanted to use them. And in Manu’s case, that was only the beginning.

    “I was excited by the idea of the project,” he says. “I wanted to make a limited car even more limited. But I bided my time to ensure everything was right; I waited two years before I hit the mods hard. The idea was to wait until every aftermarket company released parts for the 1M, and then pick and choose what I thought was the best. As you can see, the build list comprises many different brands. No compromises were made. The BMW Performance seats are a case in point: by the time I was ready to make the purchase, I was notified that they had been discontinued. It was a struggle to locate a brand-new set but the project wouldn’t have been complete without them. After an exhaustive search I got the very last set and they were worth every penny.”

    Manu’s approach is founded in a refreshingly honest appraisal of the car, one which may be anathema to some of you but will resonate strongly with the values of others: that the 1 Series isn’t exactly a looker. That’s not to say it’s a fugly mess by any means but it’s arguably not as cohesive as, say, an E9x – the swoop and flow of the bonnet into the wings, the banana-shaped sills, to some eyes it all seems a bit fairground. To others, naturally this suggests brilliant uniqueness and visual drama, and we’re not going to argue with that either. It’s all about perspective.

    “The M division definitely helped out with the looks on the 1M, but still there was a lot lacking,” reckons Manu. “In modifying the car, I paid attention to the existing lines and made sure to stay consistent with them. For example, the flat-bottom, half curved headlights were specifically designed with the lines of the car in mind. Similarly, the Revozport bonnet, the radial stripes on the tyres, and the BBS FIs were also chosen to complement the curves on the car.” This is all in-keeping with his optical-illusion approach, he’s basically just toying with people’s perceptions. It works brilliantly.
    The game plan wasn’t purely aesthetic, either. Manu was keen to build on the mighty drivetrain of the 1M to create something that’d truly earn its place in his stable of supercars; as such, the feisty N54 now sports freer-flowing Akrapovic pipes, a GruppeM intake, a Forge intercooler, and various other natty little tricks in order to crank that peak performance figure up to something that begins with a four. And while he has almighty respect for the M Division’s chassis-honing abilities, you’ll find a certain forthright reworking underneath the skin too, principally in the form of Öhlins Road & Track coilovers and a Brembo Type III bigbrake upgrade.

    “I definitely hit a few hurdles in the course of the build,” Manu admits. “Even though I went with top-notch brands, things still went wrong. You have to expect this when you’re dealing with aftermarket modifications! It’s part of the journey. Through the process I gained a lot of knowledge of the 1M and cars in general; moreover, I forged invaluable relationships along the way. At the end of the day, you’re dealing with people. Sometimes products don’t fit or perform like they should but what makes a company great is the people that stand behind it – that’s what you pay extra for, the service.

    “The 1M really is a fun little pocket rocket, but practical at the same time. The rear seats can comfortably fit two and the boot is spacious; I don’t use the car as my daily driver but I certainly don’t baby it either – it goes on the canyons and on the track. It’s a hoot to drive! At times it can be scary, unforgiving even, but it’s always a thrill. It’s the immense amount of torque attached to a short wheelbase that makes it a hooligan!”

    Mission accomplished, then – Manu’s created a perky little foil to the biggerbrother supercars, and achieved his goal of tricking the eye of many an onlooker. While the 1M may look relatively stock to the casual observer, the robust spec list certainly suggests otherwise. So where does he go from here? “Oh, one is always tweaking to achieve perfection,” he says, a twinkle in his eye and a mischievous grin curling the corners of the mouth. “I have some plans, just wait and see.” We guess we’ll be needing to keep an eye on his Instagram page (@msethi88). This illusion of simplicity could soon break whole new realms of complexity.

    “I wanted to make a limited car even more limited”

    “The build list comprises many brands. No compromises were made”

    TECHNICAL DATA FILE #BMW-1M-Coupé-E82 / #BMW-1M / #BMW / #BMW-E82 / #BMW-1-Series-E82 / #BMW-1-Series / #BMW-1M-E82 / #N54B30TO / #N54B30 / #N54 / #BMW-N54 / #BMW-1M-Coupé-E82

    ENGINE AND TRANSMISSION 3.0-litre straight-six twinturbo N54B30TO, #GruppeM intake, #Forge intercooler, Forge dump valves, #Evolution-Racewerks chargepipe, full stainless steel #Akrapovic exhaust system with cat-less downpipes, BMS oil catch can, #Cobb-V3 with #PTF custom map, six-speed manual gearbox. 400hp

    CHASSIS 9.5x19” (front) and 10.5x19” (rear) #BBS / #BBS-FI-R forged alloys with 255/35 (front) and 275/35 (rear) Michelin Pilot Supersport tyres, MRG titanium race studs, M valve caps, Öhlins Road & Track coilovers, Brembo-Type-III-BBK / Brembo

    EXTERIOR Revozport carbon fibre bonnet, OSS DTM headlights, lightweight carbon fibre front lip, Dinmann carbonfibre side skirts, Vorsteiner carbon fibre diffuser, BMW carbon fibre spoiler, BMW carbon fibre mirror caps, BMW Blackline tail-lights, Macht Schnell tow straps, XPEL clear wrap protectant film and stripes, WeissLicht LED indicators

    INTERIOR #BMW-Performance pedals and footrest, LED interior lights, BMW electronic #Performance-V2 steering wheel, illuminated gear knob, BMW Homelink/Compass rearview mirror, BMW Euro visors, M handbrake handle, BMW Performance seats, Euro foglight switch enabled, carbon fibre centre console, Euro MDM
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    MEAN STREETS

    Less is often more and this subtly-modified E92 M3 proves that point, with some mean styling touches and 480hp.

    Liquid Performance has a classic approach to modifying: big power, subtly contained in a factory-fresh suit. This E92 M3 proves the formula – you can go in hard without getting extreme… Words: Daniel Bevis. Photos: Henry Phull.

    There’s a classic Hollywood anecdote about Robert De Niro, concerning a bee and an argument. It goes like this: after Martin Scorsese had finished working on Mean Streets in 1973, he took the film to Cannes. A whole entourage came along, and one evening they were dining at Le Moulin de Mougins, a restaurant way up in the hills above the town. De Niro was there along with his girlfriend of the time; he had a reputation for picking feisty, aggressive girlfriends – girls he could argue with. During dinner the table was buzzed by a colossal bee, which bothered the group so much that they called over a waiter, who took it down with a flick of his tea-towel. It landed in De Niro’s girlfriend’s water glass.

    She kicked up a fuss, he yelled at her, he told her to take a hike, and she did. It was a ten mile walk back to Cannes; De Niro insisted that everyone leisurely finish their meals before they made their way back, and they picked her up in a cab on the way – bedraggled, infuriated, but also grateful. He bought her a bottle of perfume the following morning, and order was restored.

    Now, the De Niro of the mid-1970s was very different to the De Niro of today. Back then you’d expect to see the angry young man cruising around in a yellow NYC cab with blood and, er, other fluids on the back seat. But not today (yeah, we’re blurring the lines between fiction and reality, it’s called breaking the fourth wall, just go with it). Today, De Niro is an altogether more suave character – edgy, sure, but also classic.

    Refined. Whereas in his youth he was so socially awkward he used to refuse to talk at auditions and fell asleep on the sofa at parties, today he’s more at home in his own skin. No yellow cabs for him now. In 2016, Bobby is more of an E92 M3 kinda guy.

    Specifically, we reckon, the sort of E92 M3 you’d find peeping through the garage doors at Liquid Performance in Southampton. Not quite the postcode you’d expect to find him in, granted, but let’s persevere. We’ll let one of the company’s bosses, Ross Ponsford-Jones, explain the rationale: “We’ve gone for a functional OEMupgrade look,” he says, matter-of-factly. “The vehicle was modified to try and retain comfort and luxury as well as performance – such as having the M Performance bucket seats, for example – but also having a unique look to make it stand out as different from the average E92 M3.” Which wraps the idea neatly into a little nutshell, really – boisterous, yet measured; mainstream, but offbeat. A De Niro M3 for the post- Hollywood Netflix generation.

    What did the guys at Liquid do, then, to achieve this impressive feat? Well, they concentrated on the basics. By focusing on the details, they’ve achieved something that you might almost be able to call stealthy, were it not for the inherent outrageousness of the E92 in stock form. They’ve pinched ideas here and there from the BMW upgrades catalogue, while also keeping an eye on the more obscure iterations of the model as it butted heads with contemporary sports cars and junior supercars – not least the fabled M3 GTS.

    If you’re going to do this sort of thing, you really do need to do it properly, which is why Ross’s team sought the best possible donor available. Makes sense really, doesn’t it? It’s what De Niro would demand. He’s a forthright sort of guy. The car they landed upon was resplendent in Frozen silver paint; indeed, the little heard-of Frozen silver Edition was a car designed for M3 enthusiasts who liked to tick option boxes but were worried they might get carried away (um, possibly), being in effect a version that cost £4000 more than the stock M3 but provided £9000-worth of extras. Aside from the unique paint colour, there were all kinds of other goodies to enjoy.

    “The spec includes the Competition Pack,” Ross explains, “which brings lowered suspension and three-stage Electronic Damper Control along with revised DSC+ settings. There’s also adaptive headlights, Comfort Access, electric folding mirrors, sliding armrest, and PDC front and rear.”

    Obviously some of these features are more exciting than others, but even a hairychested sports car like this is never going to be driven at ten-tenths 100% of the time. Sometimes you need to have somewhere to rest your elbow. Sometimes you do approach the locked car with your hands full. Spec matters.

    However, this isn’t What Car, we’re not here to discuss OEM spec lists. Liquid used this generous state of trim as a base upon which to lavish some extra unique accoutrements: “We’ve programmed in a few custom codes,” grins Ross knowledgably.

    “The mirrors fold automatically when the car’s locked, the auto wiper return position’s reset, the DVD operates in motion, the ignition gong’s removed…” Again, not the sort of mods that would set a teenager’s heart a-flutter when viewed in isolation, but it’s all part of the bigger picture.

    But let’s stop being sensible for a moment. People who buy M3s don’t do so solely for the gadgetry potential, they do it for the mischief. The luxury element is merely a happy bonus. So what does one do with a fire-snorting V8 that’s already packing the thick end of 420hp and is, in a convoluted sense, basically the F1-derived S85 V10 with a couple of cylinders lopped off (kinda)? If you’re Liquid Performance, you do what you’ve already been doing with the rest of the car: hack into the scrolling Matrix ones-and-zeroes, throw in some new code, and modify the thing from within its very core. Or, more specifically, you get DMS Automotive to do it for you.

    “We went for a custom Stage 2 remap,” says Ross. “It’s now putting out 480hp, making it one of the fastest ever naturally aspirated E92s DMS has tuned.” Aha! We knew this wasn’t just going to be a case of retrofitting gizmos from the options list. Phrases like ‘fastest ever’ are very much at the heartland of what we stand for.

    Furthermore, since we’re talking ‘fastest ever’, there are few tweaks and tricks in evidence here from the aforementioned M3 GTS, that bonkers £100k+ E92 that was basically a race car with number plates. Here we see the staggered 19” Competition alloys that you’d otherwise find on the mythical orange screwball, but behind the scenes there’s also lurking the DCT gearbox software from the GTS, offering more aggression – something in-keeping with the ramped-up horsepower levels. And if you’re working on your ‘go’, you need to give some thought to your ‘woah’, which is why we see a sneaky set of yellow Brembo calipers sidling in from stage left, sleeves rolled up and ready to dive headfirst into a spiralling whirlpool of thrust retardation.

    Naturally, like a fired up De Niro in a crisply-tailored dinner suit, the focus must constantly swing back and forth between the precipice of full-blown aggression and the creamy mellowness of suaveté, and Ross feels that the M3’s seats are a strong marker of this. “We enabled the heating elements inside the M Performance seats, which represented a huge amount of complexity,” he says, casually dusting off the difficulties like specks from a cuff. “Even the local BMW franchised dealers couldn’t figure out how to do it…” An infinitesimal smile curls at the corner of his lips as he says this. He knows the capabilities of his team, he’s rightly proud of their achievements. Ditto the approach to the aesthetics, with which Liquid deviated from the official BMW parts to instead augment the Frozen silver with a sprinkling of goodies from the European Autosource catalogue; grilles, vents, mirror caps, just enough to ensure a level of neatness that never strays into the realm of the gaudy.


    With all of this thoroughness and attention to detail coursing through the build, Liquid Performance’s take on the E92 platform very much represents the sort of car that could feasibly have sat within BMW’s own brochure, somewhere between the stock model and the GTS. It’s a naturally aspirated heavy-hitter that’s optioned up to the hilt, and if Robert De Niro were ever to find himself ambling through Southampton with his peepers peeled and chequebook to hand, you can imagine that his switch would be well and truly flicked. But he’s probably a PBMW subscriber anyway, isn’t he? Hey, Bobby – can you see yourself in this?

    Imagine those vast chasms of horsepower resonating with a sharp bark through that titanium Akrapovic exhaust. It certainly beats arguing about bees in restaurants…

    Matt black and carbon exterior elements add a sense of menace.
    It’s now putting out 480hp, making it one of the fastest ever NA E92s #DMS has tuned.
    The vehicle was modified to retain luxury as well as performance.
    Carbon galore inside, along with those #BMW-M-Performance seats, which have had their heating elements enabled.

    DATA FILE #BMW / #Liquid-Performance / #BMW-E92 / #BMW-M3 / #BMW-M3-E92 / #BMW-M3-Liquid-Performance / #BMW-M3-Liquid-Performance-E92 / #M-DCT / #BMW-GTS-DCT / #BMW-M3-M-DCT-E92 / #BMW-M3-M-DCT



    ENGINE AND TRANSMISSION 4.0-litre #V8 / #S65B40 / #S65 / #BMW-S65 , #DMS-Automotive custom Stage 2 remap, Pipercross race filter, #Akrapovic full titanium exhaust system with carbon tips, seven-speed M DCT gearbox, BMW GTS DCT gearbox software. 480hp

    CHASSIS 9x19” (front) and 10x19” (rear) #BMW-Competition-GTS wheels with 245/35 (front) and 265/35 (rear) Continental SportContact 5 tyres, #Brembo-GT-BBK with 6-pot yellow calipers, #BMW-Competition pack (including lower suspension and EDC)

    EXTERIOR European Autosource matte black side grilles, front grilles and bonnet vents, BMW M Performance carbon fibre mirror caps and carbon fibre boot lip spoiler, H3 Lux angel eyes, Xenon headlights, privacy glass

    INTERIOR Heated #BMW-M-Performance seats and carbon fibre interior trim including centre console, custom Alcantara steering wheel with M stitching and black leather rally marker, custom Alcantara handbrake gaiter, BMW Competition sill plates
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    4.6 V8 1 SERIES Totally transformed 135i

    SLAKE THE INTERNET

    What started out life as an unassuming 135i is now a fire-breathing, 1M-kitted, 4.6 #V8-powered beast.

    It’s an inescapable fact of modern modifying that if your car becomes known online, everyone will have an opinion on it. But this is a good thing – use the love as inspiration, use the hate as fuel, and keep pushing forward… Words: Daniel Bevis. Photos: Courtney Cutchen.

    “People have very interesting reactions to my car, it sparks a lot of discussion,” says Marco Svizzero, the chap standing proudly beside this rather perky little 1 Series. “It’s an entirely modified bastard, and yet it still seems to appeal to the purists…”

    This is a pretty punchy way to set out your stall – after all, that quasi-mythical entity of ‘the purists’ is a notoriously hard bunch to please (although goodness knows why you’d want to try), so to shoo away the perennial spectre of internet hate by appealing to the very people you expect to annoy is something of a fortuitous crapshoot.

    Still, objectively – at least, objectively from a PBMW point of view – there’s nothing not to love about this car, given that it’s effectively an M3 stuffed inside a #BMW-1M-Coupé-E82 to create the ballistic #V8-1-Series that BMW didn’t think to experiment with. That’s a great way to get into our good books. “This was really my first big car build, and I never intended for the project to go so far,” Marco ponders with the measured consideration of somebody who’s been on a lengthy adventure and is struggling to come to terms with the notion of being home again. “It just snowballed, and once the project got some traction on the forums and partners like Revozport and Performance Technic got involved, it all went to another level.”

    This, of course, is the price of notoriety. Once news of your project starts to spread, and the myriad chattering keyboards of the internet start to throw a few opinions around, there really is only one way forward: go big. The ‘go home’ alternative just isn’t an option at this point; the world is watching, you’ve committed to something, you have to see it through. Your audience insists. You’ve got new fans now, they need to be appeased. And the haters? Oh, there’ll always be haters. They need to be figuratively smacked down with the iron fist of decisive action.

    “I chose a 135i as the base for my project as I really like the size of it,” Marco explains, “and I love how tunable the N54 engines are. It’s so easy to get reliable horsepower out of those motors with simple modifications.”

    You’ll have spotted, however, that the N54 straight-six is no longer in residence. That’s sort of the point of this car now. So what gives, why did Marco change his mind? “Well, as I was taking the car on track more and more, I started to run into heat issues,” he says, “so I decided to swap a V8 motor and M3 chassis into the car.”

    Okay. We’ll just let that sink in for a moment, shall we? It really is a masterstroke of lateral thinking, taking such a decision and following it through, and he’s earned the right to be charmingly self-effacing about it. Most people in this situation would have thought along the lines of ‘alright, we have some cooling issues, let’s look into revising the coolant system, maybe upgrade the radiator and intercooler and open up some more vents,’ but not Marco. Oh no. One suspects that he wanted to shoehorn an M3 inside his #BMW-135i-Coupe all along.

    “I wanted the instant throttle response of a naturally aspirated engine, as well as robust cooling and an 8600rpm redline,” he says matter-of-factly. Well, yeah, swapping in an E9x M3 under the skin is the obvious solution, isn’t it? It was foolish of us to even question it. Carry on, Marco…


    “The swap is so much more than just the motor,” he elaborates, as if trying to justify it to an irate spouse or suspicious bank manager. “It’s the M3 steering, the complete front and rear subframes including the suspension and axles, the diff, the brakes, and cool features like M Dynamic Mode.”

    And there, as the Bard might say, is the rub. If you were skimming through a forum post and looking at photos of Marco’s car, you’d be forgiven for thinking that the story here centred around a non-M 1 Series that had been converted to 1M aesthetics. And to a degree, you’d be right, as that is what has happened – what started as a stock 2008 135i bought from Craigslist soon ballooned into a broad and angry 1M clone, its strong look accentuated by the exemplary body addenda on sale from Revozport, its Raze series offering a lightweight bonnet, bootlid, carbon fibre roof (which neatly deletes the 135i’s sunroof), splitter, diffuser and GTS wing. But the body, as we know, is only half the story.


    The fun of building something like this, particularly something that’s so keenly observed online, is that there will always be ill-informed haters to bait. ‘It’s not a proper #BMW-1M ,’ they’ll say. ‘Why spend all that money on making a fake 1M when you could just buy a real one? Why pretend, why lie?’


    Marco takes all of this in his stride, with a wry smile and an eye perennially on the next phase of development. “No, it’s not a 1M, and it will never be one,” he says. “The only way to get a real one is to buy one. My car will not bear an M badge on the trunk!


    Besides, by crunching numbers for a partout and sale of my car and using those funds toward purchasing a 1M, I would have to add a lot of money on top for a very similar car.” But forget mathematics, that’s not why we build project cars. A car is just a big hole to throw money into, we don’t modify them because it’s sensible. No, the unspoken truth here is that Marco’s car isn’t a 1M because, well, it’s an M3. It just looks like a 1M…

    “When we started looking into donor M3s, they were still expensive here in the States so I actually ended up buying a car in the UK, which was dismantled and sent to me in pieces,” Marco recalls. “Once everything was sent over, Performance Technic began the build. The most difficult part was the wiring; Performance Technic has two BMW Master Techs – Matt Medeiros and Wing Phung – who tackled the project, and once the car was built we brought it to Mike Benvo of BPM Sport. Benvo cleaned up, coded and tuned the car – he is another very valuable partner in the entire project. His knowledge in coding is unmatched! These guys were extremely focused on making everything look and operate like a factory car, and I applaud them that they pulled it off.”


    As well as being OEM-quality in terms of all the buttons and gizmos, and thus eminently streetable, Marco was certainly having a lot of fun with his transformed 135i, with its 4.0-litre S65 under the bonnet and M3 underpinnings. Let’s not forget that this V8 isn’t a lazy rumbler like those of his domestic heritage; while Detroit thuds, Bavaria howls, and this engine is a proper screamer. “It really was just like a smaller, lighter E9x M3 – the naturally aspirated 1M I wanted to make all along,” Marco grins.

    Wait… “was”? “Yeah, I decided to go a bit over-the-top,” he laughs. “The S65 only weighs 15lb more than the N54 so the factory balance was still spot-on, but after a little while I swapped the motor out for a Dinan 4.6-litre stroker motor.” Well, you know what they say about how power corrupts. And absolute power corrupts absolutely. Marco seems to be pretty happy about that.


    “It really is my perfect BMW and I couldn’t be happier,” he beams. “I enjoy the car at the track, taking it to the major BMW West Coast events, rallies, and simply staring at it in my garage! It’s a car that when people see it at events, they stop and look at it – often for a long period of time. Even with the old-skool purists; I’ve received a lot of compliments from the older, more traditional BMW crowd.” This makes sense really, as it is a pure BMW at heart: a focused driver’s machine, and with nearenough undiluted factory DNA under the skin. It just happens to be suffering a smidge of body dysmorphia, that’s all.


    Again, this can be the price of notoriety. Marco’s car has always enjoyed the internet spotlight, from its early PR tie-in with Revozport to those fledgling days on the show scene before the hungry swarm of smartphone lenses, to Performance Technic’s high-profile endeavours to make the first V8-powered E82 in the USA. Then there was its triumphant Bimmerfest showcase on the Toyo stand, the countless online profiles, the numerous show awards, the online video reviews espousing its virtues as ‘the best BMW you could possibly build at any price’, the Time Attack entries, the world-first stroked S65 conversion… this car lives in a fishbowl, its every move observed and analysed. And every barbed comment that curveballs toward it gets knocked out of the park.

    We’ll leave the final thought to Performance Technic founder Joey Gaffey: “This car is a project that we all kinda fell in love with. It’s a project we thought was probably something the engineers at BMW Motorsport thought of themselves…” And that, in essence, is the thinking behind Marco’s original idea for the madcap swap, and also why the purists love this impure creation. It’s a car that #BMW should have built. Thanks to the ingenuity of these fellas, it now actually exists, albeit as a one-off. The internet demanded results, and it got ’em. What a time to be alive.

    I enjoy the car at the track, taking it to events and simply staring at it in my garage!


    DATA FILE 4.6 #V8 #BMW-135i / #BMW-135i-E82 / #BMW-E82 / #BMW-135i-V8-E82 / #BMW-135i-V8 / #BMW-135i-S65 / #BMW-135i-Dinan / #BMW-135i-Dinan-S65 / #BMW-135i-Dinan-S65-E82 / #BMW-1-Series / #BMW-1-Series-E82 / #BMW-E82-Dinan / #BMW / #CAE-Ultra / #VAC-Motorsports /

    ENGINE AND TRANSMISSION Dinan 4.6-litre stroker #S65 / #BMW-S65 / #S65B46 #V8 / #S65-Dinan / , #BPM-Sport custom tune with 8600rpm redline, #iND custom plenum, Dinan intake, Dinan pulley, VAC-Motorsports baffled sump, #Black-Forest engine mounts, #Akrapovic axle-back exhaust, custom X pipe, #Braille 21lb battery, CAE Ultra shifter, OEM M3 differential

    CHASSIS 10x18” (front) and 10.5x18” (rear) ET25 HRE 43 wheels with 265/35 (front) and 275/35 (rear) Toyo R888 tyres, M3 front and rear subframes including suspension and axles, #PSi-Öhlins Raceline coilovers, #Racing-Dynamics anti-roll bars, #Dinan-Monoball kit for front control arms, #Bimmerworld rear wishbones, Dinan adjustable toe arms, Turner MS transmission bushings, #Turner-MS aluminium subframe and diff bushings, Dinan carbon fibre strut braces, #Stoptech-Trophy-BBK with 380mm (front) and 355mm (rear) discs, OEM GT4 brake ducts

    EXTERIOR Full 1M body conversion, Revozport 1M Raze bonnet, boot and lip, carbon fibre roof, splitter with APR splitter supports, diffuser and GTS wing, Macht Schnell tow straps


    INTERIOR #BMW-Performance V1 steering wheel, gaiters and carbon fibre trim, #BMW-1M-E82 armrest delete, #Recaro-Profi-SPA seats, #Revozport #BMW-1M Raze doorcards with Alcantara inserts, P3 vent gauge, OEM 1M Anthracite headlining and pillars (for sunroof delete), #TC-Design harness bar, #Schroth six-point harnesses, #VAC hardware and floor mounts, Alumalite rear close-off panel


    THANKS Joey Gaffey, Matt Medeiros, Wing Phung and the rest of the team at #Performance-Technic , Charles Wan at Revozport, Mike Benvo at BPM Sport, Stan Chen at ToyoTires, Jason Overell at Targa Trophy, DTM Autobody and Sam at AutoTalent
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    Feature Car #BMW-630i-E63 / #BMW-630i / #BMW-E63 / #BMW / #BMW-6-Series / #N52B30 / #N52 /

    Text: Faz&Furiouz Photos: Kenny Yeoh

    Model: Chew Wei Wei from He & She Management; Wardrobe Sponsor: YFS Concept Store

    This BMW coupe flaunts the dual sports and elegance persona to perfection With the numerical order for BMW model line-up having been all accounted for from Series 1 right up to Series 7 (with Series 8 E31 being put on the back burner for the time being), the conforming hierarchy may now be ascertain yes? Yeah well maybe that’d be up for debate as the biggest (7 Series), while being the most luxurious, most opulent of all Bimmers in current production, is by no mean the brawniest or indeed the fastest. And by no stretch of the imagination could you consider the 1 series the least powerful either.

    Now why is all the above relevant in this instant? Not too sure really, just thought about pointing that out before I start yammering away on the key merit points on this screaming banana yellow Hamann-detailed 6 Series. Maybe it’s a BMW corporate intention to keep its clientele guessing as to what goes where, and where is whatchamacallit? Maybe their corporate honchos have a monthly game of random dice throwing contest where the stakes would be tantamount to what newest tech goes to which model, what new model is next, or somehow or rather pretty much.

    In the mean time we have hardcore car folks yearning for an even more hardcore M machines, equipped with Competition packs, limited edition plaques with unique serial numbers of course, which a certain M5 30 Jahre, with the biggest production horsepower figures ever seen on a BMW, had pretty much satiated, only to be swiped clean off the production line even before they’re actually produced. Not to mentioned coming with stratospheric sticker price.

    Such qualms are the norm among those hardy souls who’re in it as per the ‘Ultimate driving machine’ tagline, seeking a legitimate entry into such exclusive company. They are exceedingly well to do gentlemen with pretty fat checkbooks et al, knowledgeable and well versed in the innerworkings of a bonafide performance machine as such. And yet as they maneuver their way into the nether reaches of what’s real and what is at best, a whisker away from their own reality; they’d ultimately had to settle for something a whisker less than the most exclusive of driving machines. Perhaps something with more than adequate oomph, more than adequate style, but a little less dent on the wallet yeah? So as to have more liquid cash I venture. Smart man.

    Kinda like our big man right here, the big man sitting snugly all buckled up in the driving seat of this one truly babe magnet of a Bimmer. This Sixer Bimmer was originally in a rather pretty sedate state of being whereas the owner upon deciding to sell it, approached M Custom Cars in his desire to transform his ‘mild’ Bimmer to a ‘wild’ Bimmer. The thing is, the ‘mild to wild’ credo is M Custom Cars own motto, and have hitherto rolled out numerous such examples, ranging from nominally wild to outrageously wild. As for this particular example, it sits right smack in the middle, with its flamboyant color-coded exterior / interior finishing.

    The bodykit is a completely customized M Custom Cars version complete with German grill up front as well as customized M6 hood. The Atacama Yellow paintjob was in essence the key characteristic that brought out this classy Bimmer coupe’s ‘wild side’. With the contrasting black detailing therein, plus the utterly gorgeous Breyton rims, the whole ‘wild persona’ certainly fits the bill. The same yellow black color combo permeates the interior, made up for the most part of Nappa leather, fully customized of course. In amongst the eye-catching innards is a kick-ass Rockford Fosgate sound system – amplified to the tune of that Italian Job’s Napster ‘speaker so freakin loud it rips a girl’s clothes to shreds’. And yes, that was what you might call exaggeration; in any case there’s also a lovely set of Hamann foot pedals. Go figure as to where the Hamann emblems and decals came about.

    Anyways, having ascertained the cosmetic details, and lovely they certainly were, we absolutely need to ascertain the performance side of this Atacama Yellow enveloped 630Ci. The details given had the 3 liter Inline 6 rated at 325 bhp, acquired through computer remap, lightened adjustable pulley and connecting rods bearing, K&N Air filter and Akrapovic exhaust. Handling improvements were made via a set of Bilstein dampers, with stopping power coming in much more assuring with a set of yummy M6 brakes.


    A well sorted approach that exemplifies ‘doing what’s needed’. As classy as it is coo.
    Threading with care as per the overall finishing, the builders managed to make the banana yellow & black combo finish look sumptuously good.

    Hyperfacts!
    Car: #BMW-6-Series-E63
    Engine Mods: upgraded to 325 bhp; computer remapped, con rod bearing lightened & lightened adjustable pulley, #Akrapovic exhaust, #K&N racing air filter / #N52B30
    Transmission: stock
    Handling: Bilstein shock absorbers
    Brakes: M6 brakes kit
    Wheels & Tires: 19” inch Breyton rims & Kumho tires
    Exterior: Customized body kit from M Custom Cars: front lips, side skirts, back diffuser, back spoiler, German nose grill, M6 customized hood; HID lights and LED fog lamps, Atacama yellow paintjob
    Interior: custom Nappa leather, Hammann foot pedals interior, floor board & roof sound-proofing, Rockford Fosgate amplifier, 4 speakers,8 inch woofer under the seat.

    Wei Wei’s smiley face came off the Bimmer’s radient Persona.
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