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    FIRE LIGHT

    Shafique Bhimani’s E36 M3 has been on an extensive fitness programme, fusing the philosophy of BMW’s fi nest lightweights with properly capable road-and-track ability. This thing is fi t, legit, and fully lit… Words: Daniel Bevis. Photos: Courtney Cutchen.
    S54-swapped E36 M3 wide body bruiser

    The love child of a Euro-spec E46 M3 CSL and a #US-spec E36 M3 Lightweight. That was Shafique Bhimani’s over-arching vision for this Alpine white E36. Sound lofty? Ambitious? Unachievable? On paper, perhaps, but his clarity of perception has led to a unique creation that more than justifies the ‘CSL E36’ license plates.

    “I fell in love with the E36 M3 before I could even drive,” he enthuses. “It’s the car that took me into the deep end, and caused me to waste so much unproductive time learning about cars and modifying them! Something about the boxy, sharp lines that portrayed an aggressive yet elegant look - plus the fact that it punched above its weight and outperformed more powerful cars was hugely appealing. Once I learned of the E36’s DNA and how it came it to be from all of BMW’s motorsport history, I was hooked on the brand. BMW became my team, and you don’t just change teams.”

    Yes, we can fully understand that, and having got a bit of modifying practice in with a variety of other cars, Shafique felt that the time was right in 2009 to take the plunge and buy himself an E36 M3 of his very own. The example in the crosshairs had 54k on the clock and was in pristine condition… Oh, and it just so happened to have 380whp with a Vortech supercharger hanging off it. A quick once-over was all it took to get the grey cells banging together, and the lightweight concept was already forming in his mind – so shortly afterwards Shafique bought an ’07 335i as well, just to use as a daily driver so that there was no doubt as to the E36’s fate. This was going to be done properly, entirely without compromise and so, eyes open, he dove in.

    “For what these cars cost me, I could have easily purchased a heavily modified E46 M3, or even a new E92 M3 at that time,” he points out, “but I wanted to fulfil a dream I had held for so long. When time, money and opportunity presented themselves, all I wanted was a white, straight-six E36 M3.” Heart, we reckon, should always rule head. Life’s too short to let your dreams die.

    Shafique’s shopping list had been quite specific: the additional displacement of the 3.2-litre engine narrowed his search to ’96-’99 cars, and it had to be either Alpine white or Estoril blue – preferably the former, for the BMW Motorsport look. Forced induction was also preferable, whilst still being realistically streetable. This car, located in SoCal rather than his Bay Area hometown, ticked all the boxes. “It quickly became obvious, however, that I wouldn’t be able to exploit all that power on the street without risking either other people or my driving license, so I went on a track day at Sonoma Raceway and I was instantly hooked,” he recalls. “It was an eye-opening experience, and I realised the track was the safe, responsible playground for my car. I also quickly realised the car was not set up for track duty!” Coolant leaks and slipping belts convinced Shafique that his game needed tightening up, and he devoted time to wandering around the paddocks and seeing how the other gearheads approached things. And you know what he discovered? Big boost and stratospheric power levels were nobody’s main angle of attack – it was all about setup, usability, tactility, and durability. He felt very strongly that a naturally aspirated straight-six was the way to go. And what better choice than the E46 M3’s S54?

    With this seismic decision made, the E36 was shipped off to Castro Motorsport in Los Angeles to swap in the later motor, and subsequent setup was taken care of in painstaking increments by Dublin, CA-based Performance Technic. “We methodically upgraded each system of the car over the years, and today she is a fully-prepped track weapon that can be driven to and from the track with A/C and tunes blasting,” Shafique beams. “It’s my definition of an uncorrupted driving experience, front-engine/rear-drive, hydraulic steering, limited-slip diff, and a screaming straight-six.”

    So let’s take a closer look at just how this mighty spec has been achieved. This S54 produces a solid and reliable 341hp at the wheels, its stock internals being complemented by Epic Motorsport race headers and a custom Performance Technic 3.5” exhaust system, along with a Bimmerworld carbon-fibre air box. Thanks to some ones-and-zeroes tickling in the form of an RK-Tunes Alpha-N tune, power and reliability are both baked right in. It’s not scary-fast, it’s useably fast, and a lot of that swiftness is thanks to a favourable power-to- weight ratio. MCS two-way adjustable suspension and big StopTech brakes combine with a welded-in six-point half-cage with rear strut tower braces, while a rear seat delete, grippy Recaros and a tasty Renown USA steering wheel serve to create a fabulously focused office for Shafique.

    “My motto for the build has been to go fast, but look good doing it,” he says. “Function plus form. It was a team member from PTech who introduced me to the Felony Form overfender kit and, well… This is a sensitive subject for me: I love the OEM lines of a stock-body E36, they’re clean and simple, and more often than not aftermarket companies ruin what engineers spent millions to design. Over the years there have been a bunch of wide-body options, but I never loved any of them until I saw the Stanceworks feature on Oli’s yellow E36.

    After spending days staring at this kit, I was in love with the E30 M3-esque box flares in the rear, and the OEM-looking front flares. It’s exactly what I was waiting for, OEM on steroids! PTech handled the delicate task of cutting up and re-welding the factory arches to accommodate the flares and big wheels, and RJ’s Paint Shop in Pleasanton, CA did a fantastic job of paint-matching the factory Alpine White.”

    The form-and-function approach is very much in evidence from the outside, the Felony Form extensions blending in harmony with the M3 Lightweight aero addenda. The Lightweight, if you’re not familiar, was a limited-run E36 distinguishable by its tall rear spoiler, modified and lightened for motorsport purposes; the door skins were aluminium, there was no radio, carpets were thinner, speed limiter removed, revised axle ratios, forged wheels… It was as much of a legend Stateside as the iconic E46 M3 CSL was in Europe, and it’s the ethos of these two superlightweight factory-modded offerings that Shafique’s sought to emulate. This M3 now weighs 1440kg wet, and that includes the 40kg roll cage. This offers a power-to-weight ratio akin to a Lotus Elise, and remember that it still has a stereo and air con for the journey home.

    “The interior is a driver-centred style,” Shafique says. “‘Track setup’ was the priority, then adding what flair I could with the Alcantara steering wheel, armrest, and handbrake. There’s a #BMW Nav Pro head unit by Becker which offers the OEM navigation system only available in the Euro market, Bavsound speaker upgrade, and useful mods like a shift-light from MSD to help keep things in check; the car uses the factory E36 gauge cluster, the redline beginning at 6500rpm and going to 8000rpm, which has effectively become my power band - so having a light flash you in the face is very helpful during hot laps! And the CAE shifter from Hard Motorsport is epic – it transforms the shift feel to something very firm and notchy with zero slop, and the tall knob becomes especially fun on track when you are grabbing the wheel and gears back and forth.”

    It’s taken seven years for the car to get to this point, through its various stages of evolution, from schoolboy dream to hardcore track beast, and Shafique’s still making plenty of plans for it. Once you get this deep into a project, there’s just no pulling yourself out, even if you wanted to. Which, of course, he doesn’t, as he’s fully living the dream with this considered approach to road-and-track fireworks.

    With so much altered on the car, what do you suppose is his favourite element of the build so far, then? The S54 swap? Those wide three-piece Livery wheels? The unique arches, slathered in Alpine White? “No, I think the party piece is the induction roar,” Shafique smiles. “The S54 loves to rev, and combined with the carbon-fibre air box creates a deep roar that turns into a scream from 7-8k rpm, and no other engine on the planet sounds anything like it!” You see, this is a driver’s car. That’s the point of it. And when it enraptures all of the senses at once like this, you know the job’s been done right.

    DATA FILE #S54-swapped / #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #BMW-M3-Performance-Technic / #BMW-M3-Performance-Technic-E36 / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-M3

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , stock internals, Bimmerworld carbonfibre air box, #Epic-Motorsports race exhaust manifolds, custom #Performance-Technic 3.5” exhaust system, #RK-Tunes #Alpha-N tune. #ZF five-speed manual gearbox rebuilt by #Bimmerworld , rebuilt OEM diff with 80% lock and 3.64 final drive, #Rogue finned diff cover

    POWER & TORQUE 341whp and 268lb ft wtq @ 8,200rpm redline (on 91RON fuel)

    EXTERIOR Alpine white, Felony Form wide-arch kit, M3 Lightweight front splitter, DTM #BMW-M3-FiberWerkz carbon fibre side skirt extensions, #Mateo-Motorsports rear diffuser, carbon fibre replica M3 Lightweight rear wing, roof vinyl-wrapped flat black, fog lamp delete

    INTERIOR #Recaro-SPG driver seat, Recaro PP passenger seat, Schroth sixpoint harnesses, Renown USA Alcantara and M-stitched steering wheel with quick-release, custom PTech rear seat delete, custom weld-in six-point half-cage painted flat black with subframe and strut tower reinforcements, sunroof cassette removed, custom black cloth headlining, MSD shift light, CAE shifter, RallyRoad.net Alcantara armrest and handbrake, custom PTech carbon-fibre shift plate

    THANKS Special thanks to Performance Technic, the team there has been so integral in bringing my build to where it is today
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    With killer styling, perfect stance and an S54-swap , 2M Autowerks’ E46 is an absolute feast of awesomeness. Words: Elizabeth de Latour. Photos: Viktor Benyi.

    Werk it 2M S54 E46 Spectacular Stateside #M3-powered , metal #wide-body-3-Series.

    We’ve been around for a long time. We’ve seen a lot of modified cars over the past 19 years (and 209 issues) but we love the et excited by some of the cars we come across. It’s a sign that we’re still in the right job and a sign that you out there in modded #BMW land are doing something very right. And it doesn’t get much more right than 2M Autowerks’ painfully good E46.

    This is the sort of car that leaves you a little bit breathless. It’s the sort of car you can spend forever looking at and never get bored of. It’s the sort of car that just feels so utterly complete that it makes you question everything you thought you knew. You’re probably feeling exactly that way right now; don’t deny it…!

    The man behind this build, and one half of 2M Autowerks, is David Mendoza – a self- confessed petrolhead through and through. And, unlike a lot of the big show builds we come across, this E46 is his own personal car which he’s owned for 16 years now. It’s that sort of long-term attachment and commitment to project cars that always makes us feel warm inside. “I’ve been into BMWs ever since I could remember,” says David, “but once I was able to purchase a car and actually be behind the wheel, that’s when it became even more special.” We can see how stepping from a hand-me-down Toyota 4x4 into an E46 would have felt very special indeed. “I absolutely loved the lines on the E46 and knew I had to have one,” he says. “Ideally I wanted to get an M3 but at the time I was two years into college at San Diego State University and knew my limits, so I had to settle for the #BMW-330Ci-E46 .” And while it may not have been an M3, the #330i is such a sweet package that, as far as compromises go, it barely counts.

    It all began, as these things so often do, with some simple mods and while David did have a plan, it didn’t pan out as he envisaged. “When I bought the car it was Jet black and the first thing I did was get rid of the amber corners, reflectors and side markers,” he says. “At first I started with just simple exterior modifications: wheels, tyres, clear lights, springs, and a Dinan cold air intake. I left the car like that for years and years.

    Then my brother and I opened up 2M Autowerks and I started to play around a little more with the cars. I ended up basically doing everything and anything I could.” He’s not kidding…

    This is one of those builds where there’s so much amazing stuff going on that it’s difficult to know where to start but seeing as the first thing that hits you is the styling, let’s start there. One of the many, many things that we really like about David’s E46 is that he’s not gone down the default Sport or M3 bodystyling route; yes, there are a few elements but the car has retained its SE essence and this is bolstered with rather a lot of custom work. The front and rear bumpers are both SE items but here they’ve been enhanced with Hamann lips that have been blended in, resulting in a perfectly smooth and unique look that makes a refreshing change from the norm and gives this E46 a bold, distinctive presence. The M3 bonnet works really well with the car’s overall look and is matched to a pair of M3 mirrors, still arguably the best-looking E46 mirrors about, and M3 side skirts to fill out the car’s profile. What you might not realise is that those front arches are also M3 items; David has had the side vents welded shut for a much cleaner, smoother look which definitely seems to be the theme with this E46. The most impressive part of the whole is, without doubt, that fat, all-metal wide- body rear end with its massive pumped-up arches. They really endow this E46 with monster road presence. It’s a great combination of styling elements and the whole package is complemented by a dazzling Imola respray – which we think is far more suited to a head-turning build of this calibre than blend-in black.

    All this would be for nought, however, if David had fallen at the wheel hurdle, but there never really was any danger of this happening considering the rest of the work going on here. “Back in #2002 , I initially went with an OEM+ size and a set of staggered 19” iForged Senekas,” says David. But once the wide-body conversion had been completed, the 8.5” and 9.5” widths just weren’t going to cut it. A three-piece wheel with a stepped lip was at the top of his shopping list and that’s exactly what we’ve got here. You’re looking at a gorgeous set of Aristo Forged MJKs, a size down at 18” across but massively wider to fill out those newly pumped-up arches, 9.5” wide up front and a serious 11.5” at the rear. They’re finished in custom matt Oro paint, which looks perfect against that bold red body.

    The car’s stance is no less perfect. The killer ride height has no air behind it, however, as this E46 is all static, slammed on a set of Status Gruppe SRS coilovers which bring the arches to within a whisker of the tyres. In addition David has fitted a set of UUC anti-roll bars.

    Now, the #BMW-330Ci is a brisk machine, powered as it is by BMW’s rather wonderful M54. But considering everything else going on with this project, it was never really going to cut it especially with David’s long- standing desire for an E46 M3. As good as the M54 is, the S54 is just a bit better – so that’s what you’ll now find in the engine bay. Once glance at that engine, however, will tell you that it’s most definitely not standard.

    And that’s because just an engine swap wouldn’t have sufficed; David wanted to extract maximum power from that awesome straight-six. Up top, there’s a set of custom 2M Autowerks E46 velocity stacks handling the intake side of things, with an Alpha N tune by RK Tunes along with a set of Turner Motorsport pulleys. At the other end of the engine you’ll find set of 2M JSP custom stepped race exhaust manifolds which connect to a UUC TSE1 exhaust. David also fitted an Earl’s oil cooler and a Mishimoto high performance radiator, which has since been changed for a CSF race rad. It’s not just the engine that has been worked on; the engine bay too has been given plenty of attention to ensure that this E46 turns as many heads with the bonnet off as it does with it on. David carried out a wire tuck and then welded up any excess holes for a super-smooth look. Then he added a custom cabin air filter and brake covers, before finishing the engine bay off in cement grey, which delivers a striking contrast to the bold and bright Imola bodywork. The cement grey really was an inspired choice, and is not what you expect to see when the bonnet is up, or off, and it definitely makes you look twice. With the engine swap completed the E46 had the performance it deserved but, as the old adage goes, power is nothing without control, and so the stock front brakes were removed and replaced with a pair of substantial Porsche 996 calipers, though you’ll be hard pushed to spot them as they too have been painted in cement grey with just a red Brembo logo, making this possibly the most discreet BBK setup we’ve ever seen. The calipers themselves sit on Rally Road brackets and are mounted around ECS tuning two-piece CSL discs with braided hoses for good measure.

    You might think that after all that, by the time he got to the interior David may have run out of steam, but you’d be dead wrong; he’s really gone to town in here. Step one: the seats. The stock items have been unceremoniously ejected and replaced with a pair of utterly gorgeous Recaro Speed items finished in black leather with red stitching.

    They are joined by some choice Alcantara items which include a Colby handbrake gaiter and gear gaiter (both with M tricolour stitching), plus a Colby Alcantara steering wheel with matching stitching and a red centre stripe. The front doorcards and rear side panels are gorgeous CSL carbon fibre items, while the rear is dominated by an Autopower half-cage with harnesses and topped-off with a custom rear seat delete. The finishing touch is a splash of Oro paint on a few trim areas and the cage itself, which adds a unique touch of colour.

    It’s impossible to dislike an E46, they’re such good cars. And this is arguably one of the best we’ve seen. David has clearly poured a vast amount of money and love into it and the end result is so complete. Well, other than the addition of a carbon roof, which David will fit in a few months. Once that’s on, this car will be completed for good – and it’s rare to be able to say that about any project. David has already started on his next build, an S85 V10-swapped E46 track car, as well as an E36 PTG-style track car, but don’t worry, this E46 isn’t going anywhere. All that’s left for David to do now is ‘werk’ it. Lucky chap!


    TECHNICAL DATA FILE #2M-Autowerks / #BMW-E46 / #BMW-M3-E46 / #BMW-M3 / #BMW-M3-2M-Autowerks / #BMW-M3-2M-Autowerks-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #Aristo-Forged /


    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 #S54-swap , #2M-Velocity stacks, #2M-JSP custom stepped race exhaust manifolds, #UUC-TSE1 exhaust, #Alpha-N tune by #RK-Tunes , wire tuck and excess holes welded, engine bay painted cement grey, custom cabin air filter and brake covers, Earl’s oil cooler and fittings, #Mishimoto high performance radiator (now CSF race radiator), #Turner-Motorsport underdrive pulleys, six-speed manual gearbox, #UUC short-shift kit

    CHASSIS 9.5x18” (front) and 11.5x18” (rear) #Aristo-Forged-MJK three-piece wheels in custom matt #Oro-paint with #Motorsport-Hardware 70mm (front) and 90mm (rear) stud kit, 255/35 (front) and 295/30 (rear) Falken FK453 tyres, #Status-Gruppe-SRS coilovers, #UUC anti-roll bars, Porsche 996 brake callipers (front) painted cement grey with red #Brembo logo on #Rally-Road brackets, #ECS-Tuning two-piece #CSL discs, stainless brake hoses

    EXTERIOR Full respray in Imola red, Hamann front lip blended onto SE front bumper, black kidney grilles, M3 bonnet, M3 front arches with side vents welded shut, M3 mirrors, M3 side skirts, custom all-metal wide-body rear, Hamann lip blended onto rear bumper

    INTERIOR Recaro Speed front seats with custom leather and red stitching, Autopower half-cage painted in Oro with harness, CSL carbon fibre front and rear doorcards, Colby Alcantara steering wheel with and red centre stripe, Colby Alcantara handbrake and gear gaiters with M tricolour stitching, multi-touch- screen head unit, Oro painted trim
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    CONTINENTAL DRIFT

    It’s become an international sensation but the heart of drifting is in Japan. That’s not to say you have to use a Japanese car, however; you just have to get a little creative… 400HP E34 M5 V8-powered drift 5 Series S62 V8-swapped E34 drift machine. Words: Daniel Bevis. Photos: Ade Brannan.

    Drifting has come a long way from being the sole preserve of mischievous Japanese outlaws sneaking out for touge battles after dark. The sport has spread like wildfire across the globe, consuming everything in its path in a fug of dense tyre smoke. Of course, there are drifters and there are good drifters; any fool can kick a clutch and light up the rears but the true connoisseur has an ingrained knowledge of entry angles, balletic transitions, and all those technical tricks that are earned and learned rather than simply assumed.

    Interestingly, the rise of the modern obsession with drifting neatly overlaps the demise of what archaeologists of the future will probably call ‘the fibreglass body kit era’. The modding fraternity’s enthusiasm for bolting massive, extravagant plastic addenda to humdrum shopping hatchbacks rapidly tailed off when they started seeing footage of big-power RWD cars atomising their tyres at high speed. And the timing of the fall of one phenomenon and the rise of the other is no coincidence. And Jeek Federico, owner of this slightly scary E34, straddles the two scenes rather effectively.

    Now, it’s all very well teaching yourself to drift and honing a few cheeky skills, but it’s not like you can just do it out there on the Queen’s highway. You’ll be tugged by the fuzz in short order. And if you try to hang the tail out at Brands or Silverstone, you’ll be black-flagged straightaway, and probably blacklisted, too. But thankfully there’s a place on these innocent isles where such smoky shenanigans are actively encouraged: Driftland. It’s up there in Lochgelly in Scotland. Oh, and by chance, Jeek just happens to be the owner of the place. Handy, eh?

    Driftland is the UK’s only dedicated drift venue, and it caters to all levels of enthusiasts who prefer to do their driving while looking through the side windows; seasoned veterans are welcome, but Jeek also runs a fleet of 15 or so E36 Drift School cars. Naturally he needs something pretty boisterous for his own car as well, to act as a showcase for all the place offers. And that’s where this E34 comes in. “I was looking for something to replace my E39 540i drift car that I’d owned for years,” he recalls. “I tried a few different Japanese models but hated them all. I’d known of this particular car for quite a few years and it came up for sale at just the right time; it had all the best bits of a big V8 German beauty that I loved, mixed with the agility and weight of a nimble Japanese car.”

    Aha, you’re intrigued now, aren’t you? Because, you see, this isn’t just a strippedout travelling salesman special – it’s a custom-engineered lightweight with a German heart and a Japanese soul. The front end of the car is pretty much all Nissan S14 200SX, converted to run a JDM steering rack rather than the heavy old steering box. And the commitment to weight saving throughout the car is extensive and farreaching; even the single-wiper conversion runs an E46 Compact motor to shave off a few grams.

    But don’t go wringing your hands just yet. It’s not all Japanese. Take a look at what’s going on under the bonnet, for example: the eagle-eyed and nerdy of engine code will have recognised this as an S62B50 – the hyperactively enhanced variant of the solid-as- a-rock M62 that you’d usually find under the bonnet of an E39 M5 (or, for those of a more exotic persuasion, the retro-futurist Z8 – y’know, the car James Bond sawed in half in that questionable 007 movie). This is a mighty motor, offering 400hp in factory tune; it’s got eight individual throttle bodies, hollow camshafts, and it’s just peachy.

    “These engines don’t need a lot of modification,” Jeek assures us. “I’m running Huxley Motorsport exhaust manifolds and an Alpha N map with MAF delete but, aside from that, it hasn’t been messed with and it makes a solid 401hp.” He’s got it running through a five-speed manual ’box with a super-lightweight flywheel (this isn’t like a lazy, rumbling American V8, it’s an eager revver), while a Helix paddle-clutch makes short work of those fourth gear clutch kicks.

    As you might imagine, the chassis that underpins all of this culture-clash fury is a bit of a mixed bag – part German, part Japanese, but all awesome. “The brakes are from an R33 Nissan Skyline at the front,” Jeek explains, “along with an E36 M3 Evo pedalbox and cylinder. The rear end is all E34 540i – it’s running zero camber to give perfect tyre wear and maximum grip from those 265/35s at 15psi.” Custom Apex coilovers suspend the thing, and you’ll find a variety of oriental flavours in the mix, too, from the likes of Tein and Doritech among others. The overriding theory behind the build is to ensure that every element of the car is focused on doing its job correctly; there’s nothing superfluous here, it’s all just hell-bent on destroying tyres in the most aesthetically alluring way possible. “The plan with it was always just to have fun, wreck tyres, and do huge top-of-fourth-gear smoky skids, all while advertising my business,” laughs Jeek. And his sense of fun is palpable throughout the E34. Sure, it’s aggressive and mean, but it’s also a little bit mischievous.

    The choice of wheels presented a bit of head-scratching, not least because the car’s running different PCDs on either axle: 5x114 front and 5x120 rear. “I have always been a fan of dish and width,” he says. “My old E39 ran 10”-wide Rondels all-round, so the new car’s wheels had to be beefy specs, as well as being easily replaceable in the event of one getting damaged. I opted for the STYLE49 wheels from 7Twenty, in 10x17” on the front and 10.5x18” on the rear.”

    They certainly complement the gorgeous paintwork very well. If the colour’s left you scrabbling through your memory banks of all the paint codes, it’s actually a Citroën shade named Whisper Purple. “I originally bought the car from my mate at Jankes BMW Spares,” says Jeek. “It was high off the ground, had crap wheels, and a terrible paint and sticker scheme. I had the body and paint all sorted out by the good guys at Toole Design. Along with the paintwork, the car was lowered and received a set of side skirts and a 1980s Zender splitter. The paint’s definitely my favourite thing that’s been done, as it looked rubbish before.”

    While the look may be pin-sharp and ready to mingle with the heavies, it’s important to remember that this E34’s real party piece is its extraordinarily light weight. “It weighs just 1150kg wet,” Jeek explains. “To put that in context, that’s about the same as a new Fiesta.” Just absorb that fact for a moment: imagine a new Fiesta with 400hp, then consider the fact that they’re not even rear-wheel drive… the dedication to weight saving has been relentless and ruthless here.


    “The theme for the interior was, quite simply, race car,” he grins. “There’s nothing in there that the car doesn’t need. That steering wheel is actually a genuine carbonfibre item from one of Ken Block’s M-Sport Focus rally cars. There’s also a pair of Motordrive seats with Driftland-branded harnesses (because sometimes you need to scare a passenger), a hydraulic handbrake, extinguishers, and that’s pretty much it.”

    Which, of course, is just as it should be. The base car was a non-sunroof 530i but there’s not a whole lot of that left here now, aside from the essential silhouette. The attention to detail stretches way into the recesses that you wouldn’t spot, too. All the underseal has been scraped from the underneath, which has been painted grey, while the insides are a complementary grey and blue. Everything about the car screams purpose, but at the same time it’s a very considered build. The perfect tool, in fact, for advertising Driftland.

    Is it the ultimate BMW drift car, then? Has Jeek nailed it this time? “Ah, I don’t know,” he considers, scratching his chin thoughtfully. “I often think about what the next car might be, but I’m not sure what could be better – this engine in a 1M shell maybe? Or maybe some V10 M60 goodness?”

    It’s a moot point for now, however, as this shouty workhouse is a harsh taskmaster. “It got quite crashed up this year, so it’ll be getting some fibreglass rear quarters made up, and at the same time the car might end up a different colour, as well as going a little lower,” he confirms. “And, hey, if money were no object, a flat-shift sequential and a supercharger would be nice.” Well, if this E34 is as effective an advert as it is a drift car, those dreams may well be coming true before long.

    The plan was always to have fun, wreck tyres and do huge skids, all while advertising my business.

    Interior has been stripped-out and fitted with a Huxley Motorsport roll-cage plus a pair of Motordrive seats

    TECHNICAL DATA FILE #BMW-S62 / #BMW-V8 Drift / #BMW-E34 / #BMW / #7Twenty / #BMW-5-Series / #BMW-5-Series-E34 / #BMW-5-Series-Drift / #BMW-E34-V8 / #BMW-E34-S62 / #BMW-E34-V8 / #BMW-M5 / #BMW-E34-Drift

    ENGINE AND TRANSMISSION 4.9-litre #V8 #S62B50 / #S62 , #Alpha-N map, new shells, Huxley Motorsport exhaust manifolds, #Doritech exhaust system (with V-bands for quick removal), #TTV-Racing lightweight single-mass flywheel with custom paddle and #Motorsport-Helix cover plate, 35-litre alloy tank underneath rear floorpan with #Bosch-044 pump and pressure gauge in bay, five-speed #ZF gearbox, 3.23 welded diff

    CHASSIS 10x17” 5x114 (front) and 10.5x18” 5x120 (rear) #7Twenty-STYLE49 wheels, #Nissan-GTS 320mm fourpot front calipers with ventilated discs, 540i rear calipers with ventilated discs, rear subframe reinforced with adjustable camber and toe, #Powerflex bushes, front subframe modified to use Nissan steering rack, bottom #Nissan arms, front Nissan knuckles with adaptors to use #BMW wheels, #Doritech knuckles for extra lock, #Tein tie rods, #GKT-Tech castor arms and GKT Tech lower arms, hydraulic handbrake with 0.650 Wilwood pump, #Apex custom coilovers – 10/8kg damping adjustable

    EXTERIOR E34 530i non-sunroof shell, Citroën Whisper Purple paint, underside painted grey, inside painted grey/blue, side skirts, #Zender splitter from the 1980s

    INTERIOR #Huxley-Motorsport roll-cage with extension to front turrets, #M-Sport/Ken Block carbon fibre steering wheel, E34 #BMW-M5-E34 instrument cluster and kick plates, #Motordrive seats, #Driftland harnesses, Coolerworks gearshifter, power steering cooler, #Lexan windows, flocked dash, M3 Evo servo and pedalbox, extra gauges for oil/water temperature/oil pressure/fuel, flick switches, custom wiring with fuse/relay panel, single wiper conversion running E46 Compact motor, #Zero-2000 plumbed-in extinguisher, 1kg hand-held fire extinguisher, small battery with fibreglass box and cut-off switch
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    Stunning E46 M3 is the complete package

    SPECIAL DELIVERY WRAPSODY IN BLUE

    From its stunning blue wrap to its custom interior and velocity stacks, this E46 M3 is the complete package.

    From its striking blue wrap to its wild interior and extensive chassis upgrades, this E46 M3 really is the complete package… Words: Elizabeth de Latour. Photos: Richard Le.

    Resisting the temptation to mod an E46 M3 is virtually impossible. From the moment you buy one it starts talking to you, whispering things like ‘yes, I handle well, but I could handle even better’ and ‘yes, I’m fast, but I could be even faster’. And you’ve basically got two options: either sell it and buy a diesel hatchback, which will never attempt to cajole you into such behaviour, or just get on with modding the damn thing. Guess which option Andrew Wang chose…

    “The import scene was just starting to blow-up when I was in high school and the E36 M3, in Estoril blue, was my dream car in college,” Andrew tells us. “To me it was the complete package. Then just when I was graduating, the first images of the E46 M3 were leaked. It just blew my mind away and took over the top spot of my wish list. It took me a while, seven years in fact, to finally be able to afford one. I had a decent job, and I had just totalled my college car – a 1995 Honda Accord – so I went car shopping and knew right away that I would get a used E46 M3.”

    The car in question was a carbon black example, only the second E46 M3 that Andrew actually looked at. It was the right colour and had some options he was after. “I found it on Craigslist,” Andrew explains. “I think I lucked out; the car has been running strong so far, even with all the tampering I’ve done to it. The car was in good condition when I first saw it; it was a 2004 model year car and I bought it in 2007.

    The previous owner was another young guy who probably drove it hard but wasn’t into modifications, so I know he didn’t abuse it. The bonus was that he had the car registered in Texas, so that means no holes in the front bumper for a license plate.”

    Andrew’s previous modifying experience went no further than the aforementioned Accord – which he’d treated to some wheels, suspension, an exhaust, a couple of subs, and a PlayStation 2. So with the E46 M3 being so healthily supported by the aftermarket, it was inevitable that some tinkering would occur, although neither Andrew nor his M3 knew just how much tinkering would eventually take place!

    “My very first of modifications were to fit the Brembo big brake kit, H&R springs, and Koni shocks,” says Andrew. “The Brembo BBK was something that I always wanted to get for my Accord but couldn’t afford. It was completely unnecessary but when I got my M3, I decided to splurge. I wanted them to stand out, too, so I didn’t want the standard red or black calipers. I believe I was one of the few people to have yellow calipers painted by Racing Technologies before Brembo started offering it as a standard colour option. After a year, I ditched the springs and shocks for a KW V3 coilover setup. Several years later, I swapped out the progressive springs for linear rate springs.

    One of my favourite mods on the car is the titanium Dixis strut bar. Since Dixis went out of business, those bars are really hard to find now.” The stance and ride height on those V3s, clearly wound way down, is on-point and no mistake, dropping the M3 low to the ground and getting the tyres well acquainted with the arches. You’d struggle to slip a Rizzla between the rear rubber and the bodywork. Yellow was a great choice for the Brembos as they really do pop, and while it’s not a shade that will partner up comfortably with every body colour, it would have worked perfectly with the original Carbon black paint. Indeed, it looks no less perfect against the current exterior colour or the current wheels.

    “My good friend Manu Gill is the owner of wheel company Aristo Collection,” Andrew tells us, as we get onto the all-important subject of wheels. “To me loyalty and supporting my friends are very important and there was no doubt that I would have Aristo wheels on my car. There was a brief moment before Manu got started when I put a set of Volk TE37 Black Series wheels on but as soon as Aristo was up and running, I sold those Volks.” Aristo offers a mindboggling selection of different wheels in a seemingly limitless selection of colours and finishes, and Andrew’s choice for the M3 is spot-on. Bucking the trend of going big, he’s opted for a set of 18” three-piece Sport profile MJKs with gloss black barrels, exposed bolts and extremely sexy textured matt black centres, with the fat tyres and minimal stretch doing a great job of filling what little space exists in the arches.

    The stunning blue that the car is now presented in, a gorgeous 3M Blue Brushed Steel wrap, is arguably the most dramatic change to how the car looks as, from the off, Andrew wanted to keep his E46 M3 looking as #BMW had intended. “I never wanted to change the shape of the car much,” he says.

    “I love the original styling and flow of the car although it has gone through a few iterations of styling changes. One of the first things I did was to add the CSL replica bootlid and rear diffuser. Then I went through a couple of vented hoods, Flossman and Asuka, and added lots and lots of carbon fibre. After that phase, I decided I wanted a more sleek and subtle look, so I got rid of most of the carbon fibre and eliminated most vents, including shaving the foglight openings on the front bumper.


    Another important reason for getting rid of the vented hoods and modifying my OEM bumper is that nothing fits better than OEM parts. Through all these phases, stretching over a nine-year period, many shops between Los Angeles and San Francisco had a hand in moulding the style.

    I wanted to make a vehicle that grabs your attention and makes you want to come closer. And, as you come closer, you see more and more details you hadn’t noticed before. For me, it’s the subtle details that don’t scream out at you that make a build.”

    We think Andrew’s certainly achieved his aim here. The matt black roof, mirrors, grille and other exterior trim details tie-in perfectly with the dark wheels. And the ultra-clean front bumper looks fantastic, especially with that custom front splitter pulled up snugly beneath it. The AGT Styling side splitters add a sense of menace while the Vorsteiner CSL-style bootlid and rear diffuser are the perfect finishing touches.

    Where the exterior is subtle, the interior is anything but and Andrew has really gone to town. “I got the inspiration for my interior from a couple of my Europrojektz teammates, Michael and Fern, when I was in Los Angeles,” he explains. “I knew I wanted diamond stitching, so I took the idea to the guy that did my team-mates’ cars. It took some time and patience but when it was finally finished the results were amazing.

    Even now I receive compliments on its quality and style. After that Michael Wright from 02 Creations finished up my interior when I moved to the Bay Area. He wrapped the headliner and wired-in the Rolls Royce ‘Starlight Headliner’ style lights. He also wrapped the dashboard, pillars and rear deck.” It certainly is spectacular and while it’s not going to appeal to all tastes, you can’t argue with just how much work has gone into it. You’re not likely to see another interior quite like it, that’s for sure. Suede mixes with leather, yellow stitching soars across doors and dash, an E60 M5 gear knob sits in place of the original E46 item and, if you can tear your eyes away from all that, you’ll notice the Alpina 7” touch-screen head unit custom mounted in the dash. In the cabin sit Hertz Mille MLK 165 two-way component speakers while the trunk is dominated by a pair of custom-mounted DC Audio Level 3 10” subs, with custom hardwood floor that flips open to reveal the Audison LRx 4.1k multi-channel amp, and the whole install has been executed with same incredible attention to detail as the rest of the interior work.

    You might perhaps think that because we’ve not mentioned it yet there are no engine mods but lift the bonnet and you’ll find that you’re quite wrong to have made that sort of assumption. “The S54 engine was the last thing I wanted to modify because the BMW engineers had pretty much already maxed it out,” admits Andrew.

    “It wasn’t a multi-category and multi-year winner of International Engine of the Year for no reason.” However, the urge to extract just a little more ‘go’ was one that was too great to resist. “One of the first mods I did was a GruppeM carbon fibre ram air intake,” Andrew continues. “It looked good but I doubt it had any performance gains. I didn’t touch the engine again until just last year when Kalim and Miles from KLX Auto Garage bored-out the throttle bodies for me, removed the air box and installed the velocity stacks for the ITBs. The tuning also had to be converted to Alpha-N since the MAF was eliminated.”

    The velocity stacks are perhaps the most obvious change in the engine bay, the stubby trumpets themselves custom-made and mounted on ported and polished throttle bodies that now measure 52mm across. An Evosport exhaust manifold with a ceramic coating has been fitted and leads to a Rogue Engineering X-pipe and a Kreissieg Valvetronic F1 stainless steel exhaust system. Under the bonnet you’ll also find a set of Rogue Engineering power pulleys, a C&R racing rad and a Radium Engineering open loop oil catch can kit and fuel rail, with pulse damper and fuel pressure gauge. One glance at those velocity stacks and you know this engine means business, plus it’s always good to see someone massaging an S54 whilst keeping it naturally aspirated, rather than taking the forced induction route.

    Andrew’s built himself an awesome E46 M3, a spectacular machine both inside and out. He’s put a huge amount of effort into getting everything right. The attention to detail and quality of the work that’s gone into it is top-notch. It’s a fantastic looking car and one that really ticks all the boxes as far as styling, performance and handling are concerned. As complete a package as you could ever want. And it’s not for show, either, serving as Andrew’s daily, which he cites as one of the reasons why he’s not taken the car down the wide-body and forced induction route. “There are no more plans for the car,” he says, “although I’ve already started to de-mod the car again to make it more street-friendly. I want to keep it as long as possible, although I have just put down a deposit for a Tesla Model 3.” That’s good news because the E46 will be the perfect antidote to that electrical sensibleness, plus, sparing the M3 from daily duties is likely to make it feel more special and make Andrew want to keep it even longer, which is most definitely a good thing.

    DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #SMG-II / #BMW-M3-SMG-II / #BMW / #Radium-Engineering / #Kreissieg /

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 / , custom machined aluminium velocity stack conversion, custom ported/polished individual throttle bodies bored to 52mm, custom tuned #Alpha-N with MAP engine software management, #Evosport exhaust manifold with ceramic coating, #Kreissieg-Valvetronic-F1 stainless steel exhaust, Custom Performance Innovations S-pipe, #Rogue-Engineering-X-pipe , #Rogue-Engineering power pulleys, #Radium-Engineering open loop oil catch can kit, Radium Engineering fuel rail with pulse damper and fuel pressure gauge, #C&R Racing Radiator. Stock six-speed SMG II gearbox

    CHASSIS 9.5x18” ET22 (front) and 10.5x18” ET20 (rear) #Aristo-Collection-Sport-MJK two-piece wheels with exposed bolts, gloss black barrels and textured matt black centres with 245/40 (front) and 265/35 (rear) Toyo Proxes R1R tyres, Bimmerworld 92mm Race Bulletnose wheel stud conversion, #Project-Kics R40 Neochrome lug nuts, Vorshlag camber/caster plates and perches, #KW-Variant-3 coilovers with Swift linear coilover springs Conversion (9.0kgf/mm front and 11.0kgf/mm rear), Dixis Spirit titanium strut brace, Status Gruppe Tuning adjustable front anti-roll bar endlinks, SPC adjustable rear control arms, Vibra-Technics engine mounts, #Vibra-Technics transmission mounts, Rogue Engineering rear shock mounts, HorsepowerFreaks rear subframe reinforcement plates, #Brembo Gran Turismo BBK with custom painted yellow calipers, six-piston monoblock with 355mm custom pattern discs (front), four-piston calipers with 345mm slotted discs (rear)

    EXTERIOR Full exterior 3M Blue Brushed Steel vinyl wrap, with matt black roof, custom front bumper with shaved foglight openings and reflectors, custom front splitter, matt black kidney grilles, matt black wing vents, EAS Aurora LED angel eyes, LED numberplate lights, Depo smoked corner lenses with LED bulbs, Depo smoked sidemarkers, Vorsteiner V-SDL single-sided carbon fibre bootlid and V-CSL carbon fibre diffuser, AGT styling side skirt extensions/splitters


    INTERIOR Custom black leather and suede interior with yellow double diamond stitching on seats, door panels, armrests and headrests, custom black suede dashboard with yellow double stitching, custom black suede headliner, visors, pillars and parcel shelf, OEM #BMW illuminated M5/M6 SMG shift knob, Storm Motorwerks brushed stainless steel SMG shift paddles, brushed stainless steel handbrake handle, brushed stainless steel SMG gaiter ring, GSP oversized pedals, OEM BMW Eurotray, custom painted satin silver double-DIN headunit bezel, SMG dome and lower steering wheel trim, custom variable remote-controlled fibre optic LED lighting in headliner, custom hardwood boot build with Plexiglas, leather, suede and LED lighting, Optima red top battery


    AUDIO Alpine IVA-W505 7” touch-screen DVD receiver, Hertz Mille MLK 165 two-way component set, 2x DC Audio Level 3 10” subwoofers, Audison LRx 4.1k multichannel Amplifier

    THANKS My teammates at Europrojektz around the world, Manu from Aristo Collection, all the shops and garages that stayed up past closing to help me finish a project for a show including, but not limited to, 02 Creation, KLX Auto Garage, Elite Auto Films, Performance Technic, SpeedElement, Sonic MS, 68 Auto Detail, Stan from Toyo Tires, my personal friends that have supported and inspired me despite my obsession for details and all my snarky comments (I’m looking at you Toby, Marvin and Patdeezy) and finally NGC and SGC!

    Entire interior is spectacular but the Rolls-Royce-style starlight headliner is really different and a little a bit magical.

    For me it’s the subtle details that don’t scream out at you that make a build.
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    AMERICAN RESPONSE

    As the E46 M3 CSL never made it to the #USA , #BMW enthusiasts set about building their own, like this tasty pair. America was cruelly robbed of the E46 M3 CSL, so the response of Stateside modifiers has been to create their own with even more muscle. Words: Iain Curry. Photos: Marco Svizzero.

    It’s easy to get jealous of Americans. They produce money-spinning movies and music loved the world over; they seemingly control the world markets, the internet and practically every satellite in the sky; and if civilisation goes down the plughole, they keep enough gold locked away to hold two fingers up to the rest of us.

    But if you want true envy, check out how cheaply Americans can buy a new M3, M5 or Porsche 911, then see how little it costs them to fuel them so they can enjoy playtime for far less coin than the rest of the world.

    But occasionally, Europe gets its own back. Prime example is the E46 M3 CSL: a car so raw, pure and driver-focused that it became an instant classic on its 2003 release, and one the enthusiasts went all wobbly over. But not the Americans. They got bitter, frustrated and angry over it as the things just weren’t allowed Stateside due to environmental and safety reasons. There were 1400 examples built, and 1400 didn’t find their way to American showrooms.

    So while the non-CSL E46 M3 is almost laughably common on American roads, you’re not about to see a CSL barking its way along canyon roads or buzzing city streets. You may spy something close though. Deny a market like America a car it badly wants and, much like banning a movie, it makes the thing so much more desirable and some will stop at nothing to get it. Pictured here are two Californian E46 M3 CSL replicas, which in many regards are as close to the real thing as possible. Certainly substantial sums of cash have been parted with in their builds, but that’s the price needed to pay proper homage to the ultimate road-going E46 M3.

    It’s a price Adam Cook of Citrus Heights in North California paid to create his Steel grey E46 M3 CSL replica. We caught up with him and photographed his CSL replica alongside another built by Andrei Afanasiev – a fellow www.m3forum.net user from California’s Bay Area. Together they are a formidable pairing, with Adam’s looking the more genuine with its CSL-esque paint (originals only came in Silver grey and black Sapphire), even though Andrei’s M3 CS colour is a beautiful shade.

    “BMW should have brought the CSL to the US,” Adam said. “There should be a standard that works for both US and Europe for safety and the environment so we can both get the same cars. An example is my other car, a 1M Coupé. They brought that to the US and it sold out fast.” Regardless, Adam got busy building what BMW didn’t provide, and is convinced he’s created something at least the match of a true CSL. “My setup makes more than a stock CSL,” he said. “ I have a better exhaust, pullies and a better software tune.”



    Adam bought his E46 M3 brand-new from his BMW dealer in 2002, and was already no stranger to the marque. As well as his 1M he’s owned an E46 330i, E39 530i and an E90 330i. After a few months of M3 ownership on went a K&N panel filter to get the ball rolling, and since then he’s barely drawn breath. To see the inventory of all the previous parts he’s fitted to the M3 as well as what’s currently there – and the wellrecorded cost of everything – is quite frightening. “To build a replica CSL is fairly easy once you get hold of OE parts, and it helps to have more cash than brains and keep throwing money at it,” he said.

    Adam wanted to make his car as much of an OE CSL as possible, but also improve on parts where he thought necessary. “My modifying philosophy was if I owned a real CSL what would I change on it?” he said. “I think the likes of headers, brakes, exhaust and suspension could all be improved.”

    Starting with the body, Adam has upgraded his M3 with an OE CSL front bumper, lights, side grills, bootlid, carbon fibre rear diffuser and emblems. And impressively, as one of the CSL’s signature elements, he’s managed to add an OE carbon fibre CSL roof. “I got most of the OE CSL parts from a US importer which has sadly recently gone out of business, while the rest I got from a European source,” he said. “I’m glad I got them when I did as CSL parts are now no longer being made.”

    Adam said most of the CSL parts are direct replacements on a standard M3, although minor modifying included rerunning wires on occasion. The roof was a different matter though: “The roof is genuine OE BMW, and its install was mostly time and patience,” Adam said. “Eighty-six spot welds needed removing and then the surface was cleaned. The OE roof fitted perfectly so no major work was needed other than adding the centre brace: if you remove the old roof properly there is no extra welding needed other than for the centre brace.”

    The interior also mimics a CSL’s with an OE CSL centre console added, something Adam said was basically plug and play. There are online DIY tutorials on forums for the fitting, requiring a bit of time and rerunning window switch wires. Also on are a CSL handbrake gaiter, door trims, handles and door sills, while the rear seat has been removed in the style of the M3 CSL concept model. Recaro Profi XL seats are now up front, which look superb but Adam said they’re not great on long journeys. But ridding his M3 of power front seats and the rear bench has saved a lot of weight. As for CSL-ing the 3.2-litre six-cylinder, parts availability proved a headache. Adam originally fitted a GruppeM intake, but was intent on finding a true CSL air box. “Finding a CSL air box and cam was hard as there are not many in the wild,” he said.

    “The first cam I got was broken in shipping and took nine months to get a replace.” Other OE CSL engine parts include the rocker arms, exhaust valves and the head gasket. Adam has enhanced things further with the likes of Supertech Performance dual valve springs, Rogue Engineering power pulleys, some trick cooling and an extensive exhaust system upgrade. Rounded off with OE M3 CSL software and an Evolve ECU tune Alpha-N Stage 3, these enhancements have convinced Adam he has a genuine CSL-beater on his hands.

    The car’s six-speed SMG auto has also been given the CSL treatment with its software flash, while Adam uses a Turner Motorsport 3.91 differential and the company’s rear subframe reinforcement. A CSL 14.5:1 steering rack is also employed for the genuine feel, while TC Kline Racing adjustable coilovers and camber/caster plates, Eibach anti-roll bars and Ground Control rear lower control arms are part of a suite of underbody enhancements to push this M3 into CSL territory and beyond.

    The genuine look was required under the arches, and Adam sourced genuine 19” CSL rims and shod them in Michelin Pilot Super Sport tyres, rather than the ‘widow maker’ Michelin Cup rubber that made true CSLs so likely to switch ends in the wet. Behind these wheels are mighty StopTech 355mm discs all-round, clamped by four-pots finished in yellow paint. To look upon the car is to believe it’s a true CSL, and one that’s been enhanced impressively further.

    Andrei’s car is based on an M3 CS and it too has an impressive spec sheet. Under the bonnet the S54 has been given an OE CSL carbon air box running Evolve Alpha N software and VAC Ultra Light 2 pulleys. He’s also removed the sound deadening to enjoy more of that intoxicating induction howl. Strapped to the Dinan strut brace are the remote reservoirs for the Moton Club Sport dampers and the chassis has been further upgraded with an AC Schnitzer rear anti-roll bar, Poweflex bushes throughout and a TMS subframe reinforcement kit, while for the exhaust system, he opted for an Eisenmann Section 2 and Meisterschaft Ti system.

    Parked side-by-side, the two E46s look as though they belong at the M3 CSL top table. And so they should with the huge amount of time and money involved, including the relentless hunt for OE CSL parts for the builds. Much like true CSLs, they have that look about them that makes you want to grab the keys and be left alone on a winding stretch of open road for a few hours.

    “I prefer back roads to the track,” Adam said, “and am one of the few people in North California who organises meets and drives. I have a website called www.raddrives.com that lists my favourite drive routes, and one of the best is Valcano which is perfect for the CSL. It’s a joy to drive because you feel the connection to the car and the road, and as the last of the high revving straight-six motors you can feel that passion the M guys put into the car. Cars now are faster, but some of the soul has been lost for progress.”

    Adam wouldn’t dissuade anyone from building their own CSL replica, but he warned that OE parts are a pain to find as there are few parts and plenty of people after them. It’s not cheap either, so despite the rising value of genuine CSLs, if your country was lucky enough to sell them – unlike in America – it may be best to just buy a real one.

    DATA FILE #BMW-M3-CSL / #BMW-M3-E46 / #BMW-M3-CSL-E46 / #BMW-E46 / #SMG / #BMW-M3-CSL-SMG -E46

    ENGINE: 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , OE #CSL air box, hoses, exhaust manifold and cats, #Eisenmann Section 2 and #Meisterschaft Ti exhaust system, #VAC Ultra Light 2 pulleys, Evolve Alpha N software, deleted sound deadening under the bonnet.

    TRANSMISSION: E46 M3 six-speed SMG auto with OEM CSL SMG software, Dinan 3.91 limited-slip diff.

    CHASSIS: 8.5x19” (front) and 9.5x19” (rear) OE E46 M3 CSL light alloy rims shod in 235/35 (front) and 265/30 (rear) Michelin Pilot Super Sport tyres, #Dinan front strut tower brace, #Powerflex polybushes, #TMS subframe reinforcement kit, #AC-Schnitzer rear anti-roll bar, Moton Club Sport dampers, front and rear #BBK .

    EXTERIOR: OEM BMW E46 M3 CSL carbon fibre roof, black roof rails, bootlid, rear diffuser, front bumper with splitters, side grills and micro filter housing. #BMW electric Euro mirrors, outer LEDs on brake lights enabled, IB painted bonnet washer grille, headlight shroud assembly and keyhole driver door delete, #3M front end and roof clear bra, E46 M3 CS paint.

    INTERIOR: OE E46 M3 CSL seats, centre console, handbrake gaiter, door trims, handles and door sills.


    DATA FILE

    ENGINE: 3.2-litre straight-six #S54B32-TUNED OE E46 M3 CSL air intake, snorkel and flap, map sensor, inlet camshaft, rocker arms, exhaust valves and head gasket, head blueprinted and flow tested, #Supertech-Performance dual valve springs, #Rogue-Engineering power pulleys, Samco radiator hose kit, #Zionsville E46 M3 Competition cooling kit, Zionsville SPAL speed fan kit, Turner Motorsport Fluidyne oil cooler kit, Supersprint stepped exhaust manifold with stepped metallic 100 cell cat system and resonated X-pipe, Eisenmann Racing exhaust, Ignition Solutions plasma coils, OE E46 M3 CSL software – #DME flash for base setup and #Evolve ECU tune #Alpha-N Stage 3.

    TRANSMISSION: E46 M3 six-speed SMG auto with OE CSL SMG software flash, UUC red transmission bushings, Turner Motorsport 3.91 differential, #Turner-Motorsport E46 rear subframe reinforcement.

    CHASSIS: 8.5x19” (front) and 9.5x19” (rear) OE E46 M3 CSL light alloy rims shod in 245/35 (front) and 275/30 (rear) Michelin Pilot Super Sport tyres, Turner Motorsport 10mm front wheel spacer kit, #StopTech big brake kit with 355mm discs and painted yellow four-piston calipers all-round, stainless steel brake lines, TC Kline Racing True Match adjustable coilover system (500 front, 600 rear), TC Kline Racing camber/caster plates, #Eibach front and rear anti-roll bars, Ground Control rear lower control arms, CSL / ZCP 14.5:1 steering rack.

    EXTERIOR: OE E46 M3 CSL front bumper, front lights and side grills, CSL wing grill emblems, OE E46 M3 CSL carbon fibre outer panel roof, bootlid and carbon fibre rear diffuser, LED rear light upgrade.

    INTERIOR: OE E46 M3 CSL centre console, handbrake gaiter, door trims, handles and door sills, #Recaro Profi XL bucket seats, rear seat delete based on E46 M3 CSL concept model, CSL #SMG black aluminium paddles, hard wired Valentine V1 radar detector.

    Andrei has removed the sound deadening from his engine bay and added #VAC-Ultra-Light-2 pulleys plus a #Dinan strut brace and Moton Club Sport dampers.
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